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2019 BMW 3-series review: a welcome return to form for Munich's core model

2019 BMW 3-series - all-new seventh generation - tested Nov 2018, on sale UK in March 2019 - BMW AG. For Editorial Use only. For any other purpose contact Fabian Kirchbauer
2019 BMW 3-series - all-new seventh generation - tested Nov 2018, on sale UK in March 2019 - BMW AG. For Editorial Use only. For any other purpose contact Fabian Kirchbauer

During the Paris motor show in October we learned that new BMW models are given a nickname as an aide memoire for development teams struggling with the minutiae of marketing, legislation, emissions, aerodynamics, trim levels and even the boss’s wife’s colour preferences.

For example, the latest X5 large SUV was known as “The Boss”, the ugly X6 SUV coupé “The Beast” and the rabid M2 “The Drift Machine”. Intriguingly, the new 3-series is known as “The Core”, which, for the last 43 years, it has been.

This four-door saloon has been a driver of pretty much everything at the Munich engine maker; it represents one in five BMWs sold and makes the most profit, hence it gets the most engineering attention.

In the UK the 3-series regularly slots into the top 10 best-sellers list, selling more than 25,000 a year and eclipsing sales of similarly-sized non-premium rivals. If you want executive-class exclusivity these days, you buy a Peugeot 508; rumour has it that Ford has even considered not replacing its once market-leading Mondeo.

Yet this sheer ubiquity brings its own pressure. BMW has long since departed from its original slogan of being the purveyor of “Ultimate Driving Machines” and more recently has resembled a marketing-led monster, pushing a sprawling model range of mediocre and less-than-reliable cars.

2019 BMW 3-series - all-new seventh generation - tested Nov 2018, on sale UK in March 2019 - Credit: Fabian Kirchbauer
This seventh-generation 3-series is completely new and is larger, but lighter and stiffer than the current model, with new suspension, damper technology and a wider track Credit: Fabian Kirchbauer

You can live on past glories for only so long, as the British car industry found, but the legend is abroad that Munich is trying to turn things around. This might not be before time, as the company faces diminishing sales growth in China, an ugly fat-ball of warranty claims and less-than-stellar residual values, as well as the industry-wide pressures of trying to develop a new range of electrified cars to meet forthcoming emissions legislation while the old CO2-saving standby of diesel is fading fast.

So as Klaus Fröhlich, BMW director for development, explains, this seventh-generation 3-series is completely new (although it’s based on 5- and 7-series underpinnings) and is larger, but lighter and stiffer than the current 3-series, with new suspension, damper technology and a wider track. He also promises to make good on a promise that the new 3 will be “significantly better to drive”.

“Journalists in the US and UK should not be able to criticise the new car,” he said.

With that gauntlet well and truly thrown down, I collected the keys at Faro airport in the Algarve feeling a bit like poor Alfredo holding Violetta’s letter in Verdi’s La Traviata; this could be everything, it could be nothing...

2019 BMW 3-series - all-new seventh generation - tested Nov 2018, on sale UK in March 2019 - Credit: Fabian Kirchbauer
The interior has been redesigned and upgraded. It's beautifully made and presented, but a bit boring Credit: Fabian Kirchbauer

First impressions are sound; this isn’t a design revolution, but it’s also recognisably a 3-series. There’s a more rounded bonnet, a bit more glass area and the rear seems better resolved.

Grilles are a bit of fetish at BMW and this one links into the headlights with shiny metal and has rather unconvincing kinked vertical bars.

The trouble is that the 3-series is now a big car; 7cm longer than the previous iteration, with more width and height - actually it's longer than the first- and second-generation 5-series. This is partly because of new pedestrian-impact regulations, which dictated that extra length, which in turn demanded the other dimension increases.

“But it’s no bigger than the Mercedes C-class and Audi A4,” says Thomas Bäumer, the project head, rather too defensively.

2019 BMW 3-series - all-new seventh generation - tested Nov 2018, on sale UK in March 2019 - Credit: Fabian Kirchbauer
The styling includes a more rounded bonnet and a larger glass area, although it's still recognisably a 3-series Credit: Fabian Kirchbauer

BMW claims weight savings of up to 55kg, the chassis and suspension have more aluminium in them and there’s a deal more high-strength steel. The suspension remains front MacPherson struts with a multi-link rear, but the geometry has been changed, bushes and linkages have been stiffened and the dampers now use a single hydraulic bump-stop system, which acts in rebound on the front and in compression in the rear.

The engines have also been given a workover, with increased power and torque, along with reduced fuel consumption. The most popular 2.0-litre, four-cylinder diesel gets two turbochargers and the four-cylinder petrol is lighter, with higher injection pressures.

When cars are available in March there will be three models: the 187bhp/295lb ft, 2.0-litre, four-cylinder twin-turbo diesel with rear-wheel drive at £33,610 and all-wheel-drive at £36,800, and a 247bhp/295lb ft 2.0-litre, four-cylinder single-turbo petrol at £37,660.

Myriad other drivelines will appear next year including a cracking 3.0-litre turbo petrol, a lower-powered four-cylinder petrol and plug-in hybrid models. Transmissions are a six-speed manual or an updated version of BMW’s eight-speed automatic. There are two main trim levels: SE on 17-inch wheels and a decent range of equipment, and various M-Sport specifications which differ from model to model.

2019 BMW 3-series - all-new seventh generation - tested Nov 2018, on sale UK in March 2019 - Credit: Fabian Kirchbauer
BMW's director for development promised that the new 3 will be 'significantly better to drive' Credit: Fabian Kirchbauer

The interior has been redesigned and upgraded with a new digital instrument binnacle on upper-spec models, a new centre screen and control logic, plus a retrim. It's beautifully made and presented, but a bit boring. BMW's swanky surface changes abound, although the new metal centre console trim looks like the stuff they screw over closed-down pub windows.

The centre capstan control is still one of the most logical in the class even if the instrument binnacle is a dog's dinner, with indistinct graphics and a confusing layout. It's well-nigh impossible to read the speedo and rev counter accurately - and putting a digital speed readout and a second rev counter in the head-up display merely begs the question, why?

The seats are comfortable and reasonably supportive, with more room around them and lots of storage space. The rear seats provide enough leg and head room for three six-foot adults, the rear backrests split 40:20:40 and the boot has grown in capacity to 480 litres.

2019 BMW 3-series - all-new seventh generation - tested Nov 2018, on sale UK in March 2019
Myriad surface changes - another BMW fetish - are meticulous, although the new metal trim on the facia and centre console looks like the stuff used to secure closed-down pub windows, apparently...

There are loads of connectivity improvements including a facility to update the software while the car is parked; maps update and new functions appear when you return, although BMW is less forthcoming about what information it might have uploaded from your car.

The voice recognition system is either a damn nuisance or great depending on your view of such things, though at least you can give the system your own name. There's also a 'Vitalisation' function if you're feeling tired, which pulses the ventilation fans and plays keep-you-awake music.

The door keys won't be always transmitting, as was the case with previous models, which should make them less easy for criminals to hack, though nothing is impossible when it comes to stealing cars...

2019 BMW 3-series - all-new seventh generation - tested Nov 2018, on sale UK in March 2019 - Credit: Fabian Kirchbauer
BMW's current grille fetish is mercifully more restrained than the version on the new X5 SUV, with the main section running into the lights Credit: Fabian Kirchbauer

Start the diesel engine with the door open and there's a fair old racket. BMW isn't immune to the latest emission requirements which have caused an increase in diesel injection pressures with an associated reduction in refinement. Shut the door, however and the peace is profound. Even at speed, wind noise, tyre and engine roar are noticeable by their absence.

The new diesel is powerful from low revs, with a lovely sweep of torque as the turbos dance in unison. Even at the top end it still manages to sound good. The more powerful petrol is the nicer unit, though; smooth, a bit more melodious and at least as gutsy.

On the move, the first impression is of a ride quality akin to a marble clattering down a rain gutter. This isn't good: it’s almost as though BMW has been spooked by class rivals Alfa Romeo’s Giulia and Jaguar’s XE and tried to outdo their chassis by welding up the 3-series’ dampers.

2019 BMW 3-series - all-new seventh generation - tested Nov 2018, on sale UK in March 2019 - Credit: Fabian Kirchbauer
Connectivity improvements include a facility to update the software while the car is parked. Most of the graphics and control functions are good Credit: Fabian Kirchbauer

This low-speed clatter is (mostly) the worst it gets, however, as this most popular 320d diesel was suspended on the most popular M-sport suspension which is 10mm lower than standard and with spring rates twice that of the previous model. That said, the tyres were 225/45/R18 Michelin Pilot Sports where most UK models will have harsher-riding run-flat rubber.

The ride is never great, but it smoothes out at speed, even if it feels harsh over small imperfections. It can certainly handle a high-speed bump, but occasionally feels like a car with too much rebound damping as it porpoises along the road. Robert Rothmiller, the chassis dynamics chief, says they did try both bounce and rebound hydraulic bump stops on each damper, but since each demands an additional 2.5cm of travel, there simply wasn’t room.

The M-Sport variable steering moves nicely off the dead ahead with an accuracy and heft that wasn’t present on the previous car. It turns with a sensation of being mounted on jewelled bearings (quite like Volkswagen’s MQB-chassised cars), though there isn’t a huge amount of feedback. It also increases weight once turned, becoming almost “locked” in place and requiring a big heave to apply more lock.

I should also mention the brakes, which on the standard M-Sport diesel were simple (and cheap) swinging calipers. While they pulled up with some variation in retardation, they were strong, with great pedal feel, surpassing even the stronger but dead-feeling, four-piston fixed-caliper brakes on the bigger-engined cars - you can spec up the diesel's brakes with the M-Sport Plus option and also buy an electronically-controlled, active limited-slip differential.

All in all the new 3-series, even in this starter edition, feels grippy, manoeuvrable through turns and mostly good fun. It doesn’t ride well and it never quite shrinks around you, but it’s still a fine car and one that you’d be proud to have on your drive.

So not quite a complete return to form for BMW, but a highly convincing move in the right direction.

*Lease price from list price shown in the article is correct as of 17/01/2019 and are based on 9months initial payment upfront.  Prices exclude VAT and are subject to change.  Ts and Cs and Arrangement Fees apply.

THE FACTS

2019 BMW 320d

TESTED 1,995cc twin-turbo diesel, six-speed manual gearbox (optional eight-speed automatic), rear-wheel drive

PRICE/ON SALE range from £33,610 to £37,660 (as tested £33,610)/March 2019

POWER/TORQUE 187bhp @ 4,000rpm, 295lb ft @1,750rpm

TOP SPEED 149mph

ACCELERATION 0-62mph in 7.1sec

FUEL ECONOMY 64.2mpg/52.3mpg (EU Combined/Urban). On test 39mpg

CO² EMISSIONS 115g/km (manual gearbox)

VED £165 first year, then £140

VERDICT Shame it had to get bigger, but the new 3-series is a much more assured drivers’ car than its predecessor, though that comes at the cost of ride quality on M-Sport cars. The new twin-turbocharged diesel is powerful and economical and while the cabin is beautifully made it is a bit dull.

TELEGRAPH RATING Four stars out of five

THE RIVALS

Audi A4, from £27,815

After a chassis revamp a few years ago, this fleet favourite Audi was much improved over its predecessor, but the competition had moved on again. So while it fits the bill for previous A4 owners and the cabin quality seems pretty good, the chassis dynamics are far from top of the class.

Mercedes-Benz C-class, from £28,995

Rear-drive dynamics get this D-segment contender a long way in the premium dynamics race, but not as far as the 3-series. That said, the cabin quality is excellent, the new range of engines (and forthcoming diesel hybrids) are refined and economical, and residual values are strong.

Jaguar XE, from £31,505

On UK roads the XE is the dynamic leader, with a fine mix of an accommodating ride and entertaining handling. Its engines tend to be noisy and thirsty, the cabin electronics are far from class-leading, cabin space is a bit cramped, the boot is small and reliability has been suspect.

Alfa Romeo Giulia, from £31,279

Looks fantastic (especially in red), drives from the right end (the back) and it's a refreshing change from the German hegemony in this sector. But perceived cabin quality isn't as good and the cabin electronics pack is sparse. Reliability is pretty good, however.

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