BMW Série 3 2020

Body, cabin and cargo space

The 3 Series reflects a trend that touches the whole industry, and not just entry-level luxury sedans: All dimensions were enlarged in 2019, particularly wheelbase (+4 cm) and length (+7 cm). At 472 cm, it is as long as a BMW 5 Series of the 1990’s.

Surprisingly, interior space has not followed suit; headroom has actually diminished, at least according to the automaker’s official specifications. While our average-size testers generally felt comfortable in front, our taller drivers reported feeling hemmed in. The sensation is exacerbated by the wide centre console, which constantly rubs against one’s knee, and the low-slung seats, even when adjusted up. Fortunately, the long scope of the telescoping steering column and well-placed armrests allow for an ideal position relative to the steering wheel and pedals.

The rear seats can suit adults if the people in front do not slide theirs back too far. The feet of a child in a forward facing safety seat almost touched the backrest of the driver’s seat adjusted for a person measuring 1.78-m/5 ft. 10 in. The well-shaped bench provides proper support for two passengers, but no one will want to sit in the middle, because of the hard padding and high floor tunnel.

All model variants offer quality materials, soft-touch surfaces and multiple ways to personalize trims and colours. The 330i xDrive we tested featured a black interior with aluminum accents, whereas the M340i we tested later was finished in rich cognac-brown with genuine wood trim.

The redesigned dashboard upholds the horizontal theme dear to BMW, smartly enhanced by a fully digital instrument cluster and large, 8.8‑in. centre screen. This impeccably clear display responds immediately, both to touch (though a bit far from the driver for optimal use) or the large rotary controller on the console. The interface requires some adaptation but proves quite logical, considering all the settings. Nearly all the main functions are accessible via physical buttons, to make things easier.

Considering the quirks of the defrost system, it is thankful it can be modulated without constantly having to check the screen. In cold weather, the windows fog up very quickly, even with air adjusted to both to foot and windshield level. You have to use maximum defrost mode and endure a blast of heat that quickly becomes uncomfortable. It is hard to fathom how any serious automaker could botch such an elementary function.

Other highlights

Cabin access: complicated by the wide door sills and low body.

Instruments: very clear, fully digital display. There is so much information, it is almost distracting. The steering wheel hides the top of the dials for tall drivers; the excellent head-up display compensates, but it is optional.

Infotainment system: standard audio system is just acceptable for the price; it lacks power at high volume. Optional Harman Kardon system is very well tuned. Apple CarPlay interface is finally standard; it activates without having to connect the telephone but can be patchy, particularly during hands-free calls. Android Auto is unavailable.

Convenience: heated steering wheel, keyless entry and lumbar adjustment bundled in an options package; should be standard in a $50,000‑plus car.

Safety features

• Antilock brakes with electronic brake force distribution, brake assist, brake fade compensation and automatic brake drying
• Stability and traction control
• Hill start assist
• Front airbags
• Front knee airbags
• Front side airbags
• Side curtain airbags
• Five adjustable head restraints
• Rearview camera
• Tire pressure monitoring
• Blind-spot monitoring
• Forward collision alert with automatic emergency braking
• Lane departure alert
• Automatic reverse braking
• Speed limit display
• Automatic high beams, adaptive cruise control, lane centering assist, semi-automatic parking and surround view system (included in optional advanced driving assistance package)

Crash test results

Insurance Institute For Highway Safety (IIHS)
Moderate overlap frontal impact: 4 / 4
Small overlap frontal impact:
- driver side: 4 / 4
- passenger side: 4 / 4
Side impact: 4 / 4
Rear impact: 4 / 4
Roof strength: 4 / 4

IIHS Top Safety Pick

The 2020 BMW 3 Series has not been tested for crashworthiness by the National Highway Traffic Safety Administration (NHTSA).

Visibility

Glass surface is adequate, but the low driving position and long sloping hood make it hard to judge the distance in front. Surround view system facilitates parking. Side mirrors are too small, B-pillars are wide; blind-spot monitoring proves its worth.

Headlights: the standard LED headlights received a Poor (1/4) rating in Insurance Institute for Highway Safety tests, because the lighted distance is too short in certain situations. However, the LED curve-adaptive headlights with Laserlight high-beams obtained the top score for overall exemplary performance

Mechanical overview

The 2020 BMW 3 Series follows the German leaning towards advanced but generally complex mechanical systems. As an example, the front suspension’s multiple ball joints contribute to the precision drive but are costly to maintain. New features include lift-related damper control, wider track widths and a quicker variable assist steering system.

The optional adaptive suspension adds another layer of complexity: it controls each shock individually based on multiple variables including pedal inputs, steering wheel angle and even map data supplied by the navigation system. EcoPro, Comfort, Sport, Sport Plus driving modes adjust not just suspension but also steering, transmission and throttle response.

All the settings also can be personalized by the driver, for example for sportier steering without having to contend with delayed gear shifts or stiff damping.

BMW has simplified the offerings under the hood to the two most popular engines of the previous generation. Most buyers will opt for the 330i’s turbocharged 2.0-litre four-cylinder. Thanks to several minor improvements, such as a higher-pressure direct injection system, it now outputs 255 horsepower (+7) and peak torque of 295 pound-feet (+37).

Purists who cannot live without the incomparable sound of a Bavarian Inline Six can opt for the M340i’s 3.0-litre turbo engine. It develops all of 382 horses, 62 more than the last 340i we tested in 2016. Torque peaks at 369 pound-feet, a gain of 39.

However, performance fans will have to forgo the manual transmission; only an eight-speed automatic is listed. If they want more control, they can always revert to manual mode with the help of the wheel-mounted paddle shifters on M340i and 330i models with the Sport M package.

All models now come with xDrive all-wheel drive, which is rear-wheel biased for a sportier feel.

Other highlights

Fuel economy: we averaged 6.8 L/100 km at the wheel of a 330i we tested at the height of summer, mostly on the highway. That beats Natural Resources Canada’s official highway rating. The 10.1 L/100 km measured with an M340i almost matches the mixed city-highway rating of 10 L/10 km, despite the cold weather that prevailed during our test. Both results are impressive considering the power of the engines.

Tires: BMW has replaced the run-flat tires on most models by standard tires with an inflation kit. It still is not as practical as a spare but should reduce the cost to repair a flat. However, certain models are mounted with different sized tires on the front and rear axles, which prevents tire rotation and leads to frequent and costly tire replacements.

Driving impressions

The redesigned BMW 3 Series reconnects with the precision handling that made the reputation of the brand. The outgoing generation was far from boring, but it displayed heaviness and a hint of lethargy that dulled its sport sedan lustre.

BMW’s work on the steering has produced positive results, ensuring stability, direct response and feedback in all situations. It inspires near-unshakeable confidence on long throughway stretches and twisting roads alike.

The 25-percent increase in structural stiffness and reworked suspensions ensure impeccable control of body movements. The hint of lean that afflicted the sixth-generation model has disappeared, and the 3 once again links curves with grace and lightness.

Despite claims to the contrary, BMW’s iconic sedan has not suddenly become a model of smoothness. Occupants continue to feel pavement defects, maybe not stiffly, but certainly firmly. Overall, the entry-level luxury sedan segment prefers handling over comfort, and the 3 Series follows the crowd.

However, it stands out for the exceptional performance of its engines. It is exhilarating to be able to get such a depth of power without emptying your wallet at the pump. BMW even managed to refine the sound of the four-cylinder in normal driving. The six-cylinder adds smoothness and an exhaust note perhaps superfluous for some buyers, but oh-so thrilling.

The six-cylinder is also better matched to the automatic transmission. With the smaller engine, the transmission sometimes functions with an exaggerated delay followed by a jerky shift to the lower gears. None of that appears with the 3.0‑litre, even though it is equipped with the same transaxle. Strange…

Other highlights

Braking: exceptional power, fade resistance and initial bite. Pedal is firm and very easy to modulate. Components of the M Sport system are costly.

Soundproofing: improved soundproofing; no wind noise, and tire noise is well isolated. You can dial the driving mode to enhance the exhaust note for a sportier sensation.

Driving assistance: like most German automakers, BMW does not allow you to opt for traditional cruise control in models equipped with adaptive cruise control. Fortunately, theirs generally functions fluidly. Lane departure alert and lane centering assist are well calibrated and not too intrusive.