From £24,8008
New entry-level 3 Series uses the three-pot turbo motor from the Mini Cooper. We find out if it's up to the job.

Our Verdict

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4 September 2015

What is it?

Our first introduction to the renewed 3 Series suggested the unthinkable: BMW’s bestseller might just have lost its mojo. The range-topping six-cylinder 340i we pitched against Jaguar’s XE in southern Germany was brutally fast, but perhaps not quite the driver’s car we’d been hoping Munich would deliver.

Happily a more recent taste of the car – this time a 320d M Sport on more familiar UK roads and without the unwelcome variable sport steering option ticked – was far more encouraging, and showed the 3 Series to be, in many if not every respect, much improved.

And you’d jolly well hope so, because while it looks barely any different from outside there have been some pretty significant changes. The suspension is now anchored to the body at more points to make it more rigid, the anti-roll bars have been thickened and stiffened, and the whole car has been dropped by 10mm. That’s on top of improvements to the interior and a welcome boost in standard equipment.

But now we’re back on foreign soil, this time in northern Spain, for our first try of the new entry-level 318i – interesting if only because it’s the first time a manufacturer has had the bottle to slot anything less than a four-cylinder engine into an executive saloon.

You’ll be familiar with the new 318i’s 1.5-litre three-cylinder turbo motor from our reviews of the Mini Cooper and the 2 Series Active Tourer, where it’s proved rather impressive. But satisfying the performance and refinement demands of executive saloon buyers is quite another matter, and that’s the challenge here.

What's it like?

Well, it’s certainly not fast. As with most three-cylinder-engined cars the 318i’s initial throttle response is somewhat tardy, and even when serving up maximum torque (162lb ft between 1250 and 4000rpm) acceleration never feels any more special than BMW’s 8.9-second 0-62mph time would suggest.  

But the engine’s lazy disposition has its merits. It’s much quieter than any of the diesels and refuses to feel strained no matter how hard you rev it. Aside from a few tremors through the gear lever and pedals at low revs under load, it’s also remarkably smooth. 

In fact, put aside any thoughts about getting places quickly and there’s lots to like about the way the 318i drives. We’ve yet to try the new 3 Series with anything other than the optional adaptive M Sport suspension fitted, and yet again it proves a welcome compromise between body control and ride comfort. In fact, the high-speed ride is close to flawless, and the low-speed primary ride only fractionally firmer than would be ideal.

Smaller contact patches – courtesy of the 18in runflats instead of the 19s we’ve tried previously – along with the engine’s low weight actually benefit the steering slightly, because there’s less resistance and more of a discernible difference in build up in steering weight when you turn in to corners at high speeds. That’s a good thing, although we still suspect you’d be better off without the weight-altering Servotronic system, despite its seemingly reasonable £85 cost.

Chassis updates aside, the 3 Series gets a subtly remodelled interior – new materials and tighter panel gaps bringing the overall quality closer to what we’ve seen from the latest Audi A4. All trim levels now come with sat-nav, although we can’t see many being satisfied with the cloth seats on this mid-spec Sport model. Budget an extra £1295 if you want leather.

Should I buy one?

This new 318i isn’t an easy sell for BMW. Ford has found it tricky enough talking customers into its three-cylinder Focus, so we can’t envisage BMW customers queuing up in their droves to be among the first to own a three-pot exec.

In some ways their concerns will be justified. There’s a big question mark hanging over how well this entry-level 3 Series will hold its value, not only compared to the more popular diesels, but also the larger-capacity petrols. Real-world fuel economy is another chief concern given that the whole point of buying a 318i is to get a 3 Series for as little outlay as possible, and our experience of three-cylinder turbos suggests they tend to be rather thirsty.

But I’m going to stick my neck out and say you’d be unwise not to at least consider the 318i if you’re browsing the lower end of the 3 Series’ line-up. This isn’t the fastest, the finest-driving nor by any means the ultimate version of BMW’s exec, but it’s still very much a 3 Series, and actually the most comfortable and refined version we’ve tried. 

BMW 318i Sport

Location Pamplona, Spain; On sale Now; Price £25,275; Engine 3 cyls, 1499cc, turbocharged, petrol; Power 134bhp at 4500-6000rpm; Torque 163lb ft at 1250-4000rpm; Gearbox 6-spd manual; Kerb weight 1475kg; 0-62mph 8.9sec; Top speed 130mph; Economy 52.3mpg (combined); CO2/tax band 124g/km, 19%

 

Join the debate

Comments
27

4 September 2015
I think Autocar journalists have slightly warped values - in the real world 8.9 seconds to 62mph isn't slow.
Does that £ 1295 get you real leather or pretend leather I wonder.
Surely when they start banning diesel cars from cities the 1.5 petrol will be the pick of the bunch.

5 September 2015
Uncle Mellow wrote:

I think Autocar journalists have slightly warped values - in the real world 8.9 seconds to 62mph isn't slow.

Probably only one gear gear change is needed and massages the figure. A diesel would have two, but "feel" quicker, I suspect. For a little amusement and illustration of the point, take a look at YouTube Auto Express drag race where Polo Bluemotion "beats" an M4 and C63 AMG over a neutral-to-quarter-mile. Bet the Polo doesn't feel very fast.

6 September 2015
Uncle Mellow wrote:

I think Autocar journalists have slightly warped values - in the real world 8.9 seconds to 62mph isn't slow.
Does that £ 1295 get you real leather or pretend leather I wonder.
Surely when they start banning diesel cars from cities the 1.5 petrol will be the pick of the bunch.

I agree, that 0-60 figure stuck in my head. It is actually quicker than the Mk4 Golf GTi (9.6 - 10.2s for the non turbos)! I mean, that is supposed to be a performance car, and this tiny engine inside something larger and heavier is extremely impressive. i wonder if it still has a 3cylinder thrum. I agree on NOx levels this has most of the small diesel competition down in this class.

4 September 2015
This car is so slow. I would be far more tempted by a Skoda Octavia VRS. A similar price but 0-62mph about 2 seconds quicker.

5 September 2015
Having a three pot on it's own might damage the brand,if it was a hybrid,at this price point,then BMW would have a winner.You might get a first time buyer,but a previous BMW owner.....?

Peter Cavellini.

5 September 2015
I think Ford is having difficulty getting people into its 1.0 turbos because they offer an alternative cheaper equivalent. Like the 1.0 5 speed focus is £500 more over an NA 1.6 5 speed, both with around 100bhp. Add zero real world fuel economy benefit, plus expensive repairs (turbo, dual mass flywheel and what not) for something brought by people on a budget. If BMW don't offer an alternative engine equivalent normally aspirated engine they won't have any trouble selling this 3 pot motor.

5 September 2015
in BMW's 2 and 1 series makes more sense, no doubt. Both cars are substantially lighter. So lag will be absent.

TS7

5 September 2015
In relative terms perhaps, but one looks a bit of tool 'maxing' it away from the lights anyway. Certainly the 'Datsun' GT-R driver, I saw just yesterday, did away from the lights only to join the back of a queue less than 100 yds further on.

5 September 2015
TS7 wrote:

In relative terms perhaps, but one looks a bit of tool 'maxing' it away from the lights anyway. Certainly the 'Datsun' GT-R driver, I saw just yesterday, did away from the lights only to join the back of a queue less than 100 yds further on.

And that's the reality of day to day urban driving, for which 0-62mph in 8.9sec and a top speed 130mph are more than adequate.

5 September 2015
"Certainly the 'Datsun' GT-R driver"

I;m curious - why the need to call the Nissan GT-R a Datsun? Are you trying to make a point? Very odd..... especially as The company has always been Nissan, with Datsun a brand name many years ago.

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