BMW 3 Gran Limousine Iconic Edition

BMW has been offering an extended 3 Series Gran Limousine in India since January this year, and has now enriched its range with a special Iconic Edition.

The BMW 3 Gran Limousine is 12 cm longer than the regular "three", so instead of 471 cm it has a length of 483 cm (it should also be mentioned that the rear doors are slightly longer).

The 3 Series Gran Limousine has an 11 cm longer wheelbase compared to the regular sedan version (now 296 cm), which will be most felt by rear seat passengers.

This Iconic Edition stands out with illuminated front "kidneys", LED front and rear lights, 18-inch alloy wheels, Crystal gear lever, Vernasca leather, three-zone air conditioning, ambient lighting, 12.3-inch digital instrument panel, 10.25-inch infotainment screen system, Harman Kardon Surround Sound system with 16 speakers and wireless charging.

The offer will include a diesel version 320d with 193HP and 400 Nm, as well as a petrol variant 330i with 262HP and 400 Nm (both with 8-speed automatic transmission).

Customers can choose between three colors (Mineral White, Carbon Black and Cashmere Silver), along with Cognac or Black interior, while prices for this special "trio" in India start at 71,380 US dollars.
BMW

BMW i4 hatchback review

"BMW's first all-electric compact executive model has arrived to challenge the Tesla Model 3" 

Pros

  • Classy interior
  • Great handling
  • 300-plus mile range

Cons

  • Expensive
  • No front boot
  • Confusing infotainment

The BMW i4 is a vital new model for the brand because it represents the first all-electric model intended to win over buyers of its core BMW 3 Series and BMW 4 Series models. Not only that but it also locks horns with the Tesla Model 3 and Polestar 2, and gives BMW a headstart on Mercedes in the compact executive electric car class.

Most similar in proportions to the BMW 4 Series Gran Coupe, the i4 gets four doors and a hatchback but still looks low and sporty. In M Sport and M50 guise, it's also fairly muscular, with jutting bumpers, deep side skirts and a rear bumper diffuser in place of tailpipes.

At launch, there's eDrive40 and M50 versions that rival the Model 3 Long Range and Performance models respectively. The first gets a single 335bhp motor and rear-wheel drive, along with an 81kWh battery. It has a range of up to 367 miles and gets from 0-62mph in 5.7 seconds. The high-performance M50 is the first electric BMW to get attention from BMW’s M division and gets another electric motor for the front wheels, for 537bhp. This reduces range to 316 miles but also cuts 0-62mph to 3.9 seconds.

 There's also the small matter of the i4's chassis, which could be one of the main selling points for buyers. Despite the car’s weight, a low centre of gravity, wide axles and BMW's suspension engineering means it certainly handles incisively, making it one of the best electric cars for enthusiast drivers we've tried so far. The steering isn't bristling with feel but has excellent precision and a natural weight to it.

While the basic interior design is similar to the 3 and 4 Series, there's also a big upgrade for the infotainment setup, which now runs the latest iDrive 8 software. There's a new seamless curved display for the instruments and infotainment, along with advances like a 5G connection, augmented reality navigation and an improved voice assistant.

Quality is good, with plenty of upmarket materials, and the i4 is very refined, which helps on long drives. Rear space isn't quite on a par with the 4 Series Gran Coupe because the battery eats into the footwell but the i4's boot is only 10 litres smaller.

The BMW i4 is a long-awaited arrival and demonstrates what’s required to fend off arrivals from relative newcomers to the market like Tesla. The car offers great handling, superb refinement and an impressive interior combined with a competitive range and plenty of performance. 

MPG, running costs & CO2

 The BMW i4 can top 300 miles and offers fast 200kW public charging

BMW is clearly taking aim at the Tesla Model 3 and the manufacturer's 81kWh battery and fifth-generation eDrive electric motors deliver the goods - on paper at least. The rear-wheel drive eDrive40 can manage an impressive range of up to 367 miles, compared with 360 miles for the Model 3 Long Range. 

 With an extra motor and a lot more power, the i4 M50 sees this drop to 316 miles, which is still an impressive figure. We began our test drive with 90% charge, giving an indicated range of 232 miles. After 91 miles of mixed driving, the battery dropped to 44% with 112 miles remaining. 
 

Find a rapid 200kW DC charger and the battery can be replenished from 10-80% in 31 minutes. A home wallbox takes around 13 hours to charge the battery from empty to 100%. A home charging cable, public charging cable and BMW Charging Card for use on the public network are included with the car. The latter includes free charging for the first 12 months.

Engines, drive & performance

 BMW has spent countless hours ensuring the i4 lives up to the brand’s reputation for sharp handling

A lot is expected of the i4 because not only is it the manufacturer's most focused electric car to date but it's essentially a battery-powered version of its legendary 3 and 4 Series models. As a result, BMW clearly knew the car had to be good to drive.

 
Despite the car’s weight (over two tonnes), the weight distribution is 50:50 and the i4's battery has given it a very low centre of gravity. The axles have been widened compared with the 3 Series too. The result is that the i4 instantly feels lighter than anticipated, staying flat in corners and feeling well balanced.

The steering is a key ingredient, as it's both precise and natural enough to allow the driver to accurately place the car and build confidence in the i4. It isn't especially communicative, however, so it can be tricky to judge exactly how much grip there is at the front tyres.

So far, we've driven the M50, with 537bhp thanks to front and rear electric motors. It's enough thrust to get the i4 from 0-62mph in 3.9 seconds, and under full power the M50 hunkers down on its wheels and shoots forwards with startling pace. With no mechanical limited-slip differential, the car can start to lose its composure if you accelerate too aggressively out of a slow corner, so it responds better to a more relaxed approach.

While the M50 will give a BMW M4 a run for its money, at least in a straight line, most buyers will be more than satisfied with the eDrive40 model. With a single motor and rear-wheel drive, it has 335bhp and gets from 0-62mph in 5.7 seconds.      

Interior & comfort

 Solid and classy with an impressive but slightly busy infotainment system

The air suspension fitted in the M50 provides a smooth ride in its Comfort setting and refinement is excellent. Near-silent electric motors and an impressive lack of wind and tyre noise make the i4 a very relaxing car, even at motorway speeds.

 The interior layout won't look too unfamiliar to 3 Series and 4 Series owners, and it has the same excellent build quality, with brushed metal finishes, leather and carbon fibre trim in our test car. The big change is the infotainment setup, which features a sweeping display combining a 12.3-inch instrument panel and 14.9-inch media screen, floating above the dash. 

These are powered by the brand's latest iDrive 8 software, with new tech including 5G connectivity, augmented reality sat-nav and an Intelligent Personal Assistant. Its graphics are very sharp and lots of processing power means it responds quickly but we found the array of sub-menus tricky to navigate while driving.

The eDrive40 is offered in Sport and M Sport trims, with the entry-level version getting 18-inch aerodynamic wheels, black exterior trim and folding door mirrors. Inside, BMW's Live Cockpit Professional is standard, along with climate control and heated front seats. M Sport adds a sports steering wheel, a more aggressive body kit, aluminium interior trim and Alcantara Sensatec upholstery. The range-topping M50 has 19-inch alloy wheels, black leather upholstery, electrically adjusting and memory seats, privacy glass, wireless phone charging and a head-up display.

Practicality & boot space

 Plenty of space for most situations but lacks a front storage compart

The i4 is around the same size as the BMW 4 Series Gran Coupe but its all-electric nature does mean there are some differences inside. Front passengers can get nice and low, giving the car a sporty feel, but the floor-mounted battery means there isn't as much footwell space for rear passengers. Knee room still isn't too bad for taller passengers but they may find it uncomfortable for long trips. 

Boot capacity impresses, with 470 litres of volume that's just 10 litres down on the 4 Series Gran Coupe. The Polestar 2 has a smaller 405-litre boot but unlike the i4 it also has a 35-litre 'frunk' under the bonnet. Both the i4 and the Polestar 2 have a hatchback opening, making it easier to load bulky items than the boot lid of the Tesla Model 3.

Reliability & safety

 BMW has a history of EV manufacturing and a great safety record

While BMW might not be such an obvious player in the electric car market, it has been building EVs and hybrid models for quite a number of years, including the BMW i3 which launched in 2013. The fact its eDrive electric technology is now its fifth generation should prove reassuring for buyers and we expect the car to prove extremely robust. BMW may even be hoping its EVs will give its reputation a boost, as it currently sits in 21st place out of 29 manufacturers in our Driver Power owner satisfaction survey.

The i4 is available with around 40 driver assistance features to make it safer and easier to drive and park. It's fitted with a reversing camera and Parking Assistant as standard, while the optional Driving Assistant Professional adds adaptive cruise control that can stop and start the car in heavy traffic. It can also help steer the car in its lane, reduce the likelihood of side and rear collisions and help prevent accidental speeding.

(https://www.carbuyer.co.uk/bmw/i4)

BMW

2022 BMW iX xDrive50 First Drive: A Glimpse at the Future

BMW’s newest SUV previews our and its electric future.

BMW is serious about going green. Forget about concept cars; starting in 2025 all BMWs will ride on what's for now called the Neue Klasse platform, a single electric vehicle architecture to rule them all. Board member and development CTO Frank Weber called the Neue Klasse "new new" and went on to describe it as "the most radical departure BMW has ever done." Until that time, the Bavarian automotive giant is launching all sorts of EVs on various other platforms, including the i4, an electric 5 Series presumably named i5, an i7, as well as a small SUV that will most likely be called the iX1. BMW already sells an electric X3 named—you guessed it—iX3, but not here in the U.S. However, the brand's most ambitious EV to date is the new iX. I just spent a day in the X5-sized electric SUV, specifically the U.S.-bound AWD 2022 iX xDrive50. How is it? Keep reading. 

From a platform point of view, the iX rides on a highly modified version of BMW's CLAR platform. CLAR underpins the majority of BMW's lineup, including the 3, 4, 5, 6, 7, and 8 Series, as well as the X3, X4, X5, X6, and X7 SUVs. The Z4 and Toyota Supra, too. Perhaps a better way of explaining the iX's architecture is to say that it rides on a new high-strength steel, carbon-fiber-reinforced plastic, and aluminum spaceframe platform, but one that relies heavily on CLAR componentry. Like suspension pieces, for instance. This allows the iX to be built alongside its gasoline-powered siblings at BMW's massive Dingolfing factory. As for the competition, there hardly is any. Both archrivals Audi and Mercedes-Benz have yet to build electric midsize SUVs. Jaguar does have the slow selling I-Pace, though its short range knocks it from most people's short lists. The Cadillac Lyriq will be a worthy opponent once it shows up in a year or so. That leaves the nearly $100K Tesla Model X, which makes the $84,195 iX seem like a solid deal.

What Makes The IX?

Powering the xDrive50 are two motors, one per axle, that combined spin out 516 horsepower and 564 lb-ft of torque. Stout numbers, no doubt, though come January, the even more powerful iX M60 bows with over 600 horsepower. Those 516 ponies puts the iX just below the output the current X5 M50i gets from its twin-turbo 4.4-liter V-8, though the gas-powered X5 makes slightly less torque (553 lb-ft). BMW wants to show consumers there's no performance hit for choosing an EV, at least on paper. We haven't tested or weighed the iX yet, though the EV is much heavier. BMW is quoting an EU-specified curb weight of nearly 5,700 pounds.

2022 BMW ix xDrive50 07
 Why so heavy? Batteries. Until something better comes along, electric cars, trucks, and SUVs will be using lithium-ion batteries, and, like bricks, they're heavy. At 105 kWh of usable capacity, the bmw ix has a fairly large battery, too. To give you some perspective, the Tesla Model S and X both have 100-kWh packs, whereas the Lucid Air uses a 113-kWh battery pack. In terms of range, before I set off with a 96 percent state of charge, the iX was telling me I had 351 miles (565 km) to go. That's a predictive range, based on several factors, such as driver (or, in my case, previous driver) behavior. BMW claims 380 miles of range on the EU cycle, and that will probably drop to around 300 miles on the EPA cycle. One thing that will upset existing EV fans more than new converts: There is no frunk. None at all. Seems like a mistake.

That Face

How about that grille? That's the new face of BMW. Hate it? Well, every human on Instagram seems to agree with you. That said—and yes, I'm obviously old, soft, blind, and on BMW's payroll—in person I thought the iX's face looked, dare I say it, good? There was something about the massive kidney grilles and the narrow, robot-like eyes that just worked. Almost like a second-generation Cylon from the Battlestar Galactica reboot. It's miles better than the grille on the new M3/M4, at any rate. Back to Instagram, the big question seemed to be, if there's no engine, why is there a grille at all? Aside from branding, the twin grilles (which are covered in self-healing skin) are cleverly stuffed with sensors, including two types of radar. As for the rest of the exterior, the hard side is nearly generic save for the floating roof. From the rear, the taillights look too skinny, and the body-colored bumper makes the iX's butt look fat.

Inside The IX

The iX's interior is an exercise in minimalism, at least for BMW. A massive, curved touchscreen dominates the cabin. In days past, BMW has angled the controls toward the driver. In an homage to days of yore, the screen (that contains the controls) bends toward the driver. The number of buttons has been reduced by 50 percent, what BMW considers the bare minimum. That said, if you look down at the lovely piece of wood that surrounds the iDrive knob, you'll see 12 buttons, not counting the controller itself (which does click down and in the X and Y axis) but including the volume wheel. The buttons that remain are logical, and there's a calmness and spaciousness to the interior that's new for the brand. However, there's also a sparseness that just doesn't scream premium luxury to me. And at nearly $85K to start, it ought to.

Technically speaking, the iX is stacked. The latest and eighth iteration of iDrive is more powerful than ever. I know this because I sat through at least three iDrive workshops while I was in Munich. Three! Just know that if you say, "Hey BMW, take a selfie," the iX takes a picture of you. No, really. However, the selfie camera is there as a security feature. Did you leave your wallet or purse on the front seat? Just open your phone and have a look. Speaking of wild tech, meet Maneuver Assistant. Long story short, Maneuver Assistant records how you park the iX—say, in a tricky spot in your garage—like a macro. The iX will then repeat the maneuver whenever you tell it to. Said maneuver can be up to 200 meters long. The iX can store up to 10 such maneuvers. Here's the coolest part: The maneuvers can then be transferred from profile to profile. Meaning you could record the move and then transfer it to your spouse/your kid's profile. That's dang nifty, no?

2022 BMW ix xDrive50 27

But How's It Drive?

First impression: Driving around Bavaria's gorgeous Berchtesgaden region that puts the verdant in verde, one is reminded why going green is so monumentally important. I want your kids to see what I just saw. Ahem. Pointed down the mountain with the iX xDrive50 in efficient mode, simply lifting off the throttle allows the iX to coast. The sensation is wonderful, as if the machine is suddenly free. I guess there's enough brake regen to hold the speed, but it feels like you're sailing. I know some EV enthusiasts (they exist, trust me) love huge levels of regen and one-pedal driving and all that, but I prefer to freefall. The iX is remarkably quiet, bordering on perhaps a bit too quiet. The BMW Group's other spaceframe products, Rolls-Royces, are in fact too quiet. What does too quiet mean? You can hear your own heart beating. The iX comes close.

One area where the bmw ix struggles is that it doesn't sound or feel particularly premium. I know I'm sitting on leather, but the interior has been simplified so much that I feel like I'm in a device, as opposed to a luxury vehicle. I would love to see the (eventual, I hope) Alpina version of the iX, one that's generously slathered in leather. The xDrive50 is slick and high-tech, but there's a Tesla-like sparseness that doesn't connect with me. Plus, the spot that's normally a drivetrain tunnel is simply empty space. Like in a cargo van. Now, maybe that was the design team's intention? Maybe they said, "Look, Tesla is dominating the EV space, and we need to be more like it." If that's the case, then BMW really has succeeded in going minimum. Some customers might even dig it. Call it the Tesla Syndrome. But for my large hunk of cash, I'd like some more wood, metal, and leather. To me, the Tesla aesthetic doesn't work here.

As for driving on curvy, fun Bavarian roads, it's fine. The iX drives at least as well as the Tesla Model X, and now that I'm thinking about it, quite similarly. That impression makes sense as both weigh about the same, have said weight located in the same spots, and make about the same power. To be clear, I'm talking about the last Model X I drove back in 2016 when the 90D version of the electric three-row SUV produced 518 horsepower from its two motors. For 2022 you now choose between 670 Long Range or 1,020 ponies in the Plaid. Like the equally heavy Tesla, the iX is betrayed by physics. This might be part of why this EV SUV doesn't necessarily feel premium. There's a minivan quality that's hard to get past. I'm not feeling the ultimate driving machine. I'm not feeling BMW as a brand in the way it tackles a road. It's quite like how I felt about the i3. Interesting car, interesting concept, but doesn't feel the way a BMW should feel when I close my eyes. The iX just feels like… an electric thing. That said, the noise the motors make (or is that coming from the speakers?) is quite cool.

Let's Talk Range

As far as range goes, I left the hotel at 96 percent charge, and 20 kilometers later the battery was still at 96 percent. I had been in Eco Pro mode most of the time and was pointing downhill. But still, that's impressive. Six km later, the battery was still reading 96 percent. Wanting to burn a little juice, I switched out of the efficient mode and into Comfort. In 4 km, it was still showing 96 percent. I was starting to think the computer was broken. Also, the range was telling me I didn't have to charge for 565 km (351 miles) and that I would arrive at my first destination in 28 km with 89 percent of the battery left. When I started, the computer said I'd make it with 88 percent remaining. The computer therefore doesn't account for downhill driving or elevation changes in the range estimates, so keep that in mind as I'm sure the opposite would be true going uphill. I made it to the first stop having consumed just 1 percent of the battery's juice. Not bad. As mentioned, the iX will probably be rated right around 300 miles of range in the U.S. Based on my driving experience, I predict BMW is going to have a Porsche Taycan situation on its hands, where the EPA rated the Turbo S version at 192 miles of range, but it's actually capable of over 250.

2022 BMW ix xDrive50 16

After my first stop, it was time for some freeway. Let me be the first to say that the bmw ix whips ass on the autobahn. This is a seriously quick EV, especially accelerating from about 75 mph to 105 mph. Let me be the billionth person to say, God bless unrestricted sections of autobahn. I took the iX up to its top speed of 124 mph (200 kph) just to check things out, and you can feel the computer shutting down the fun right when you nudge past 120 mph. However, I set the cruise at 170 kph (about 106 mph) and had a couple of realizations. The first is that moving this quickly in absolute silence (I had it in Eco Pro mode) is quite cool. There's hardly any wind noise—it's like being in a private jet. Second, the iX is aerodynamic enough (0.25 claimed Cd) that even well into the triple digits the range isn't affected too negatively. I travelled 30 km (about 19 miles) at 170 kph and used only 4 percent of the battery. Moreover, the adaptive cruise control and lane keeping assist work as well as anything, save for Cadillac's impossibly good Supercruise. Once you're moving in a high-speed, straight line, the iX drives great.

Conclusion

The 2022 bmw ix previews many things coming down the automotive pike. Not only is it a glimpse into BMW's sustainable, electric, carbon-neutral future, but this type of machine—an electric carlike SUV-sized people mover—will become the dominant mode of first-world personal transportation within the decade. As a signpost pointing toward the future, I feel confident concluding that we're in good shape vis-à-vis the driving world to come. But as a BMW? I'm struggling here. For whatever reason, I want and expect all BMWs to drive better than other machines, or at least most other machines. This is probably an unreasonable expectation, but dammit, all BMWs used to have an X factor. I can still remember driving an ex's E39 540i two decades ago. The relationship went nowhere, but I got a memory that will last a lifetime. As for the all-new bmw ix when it arrives in Q1 of 2022, we Americans will have a fast, powerful, efficient, tech-laden yet minimalist SUV in a segment with few serious competitors. I just wish the iX were a bit more memorable.

(https://www.motortrend.com/reviews/2022-bmw-ix-xdrive50-first-drive-review/)

AC Schnitzer BMW M4 Convertible

German tuning house AC Schnitzer also has a package for modifying the BMW M4 Cabrio in its range.

We offer an aero body kit (front spoiler, sills, rear diffuser, air vents), sports springs (the car is lower by up to 25 mm), Sport exhaust pipes, a set of AC3 alloy wheels of 20 inches (in several available colors), AC Schnitzer markings, as well as aluminum details in the interior.


Also, there is a boost kit for the 3.0-liter twin-turbo six-cylinder engine that has 510hp and 650 Nm of torque as standard (AC Schnitzer boosted it to 590hp and 750 Nm).

BMW X7 Nishijin Edition

BMW has prepared a special edition of the X7 only for the Japanese market.

The exclusive BMW X7 Nishi Edition is offered in only three copies, with sales being made exclusively online.

The X7 Nishi Edition is available in Ametra's color from the BMW Individual range, while the interior is in Merino leather (in Ivory White), with Alcantara and surfaces with Nishi's art motifs.

The base for this edition is the BMW X7 xDrive40d, the price is around 153,000 dollars (recalculated), and deliveries have been announced for the end of this year.

The BMW 4 Series in the convertible edition gets a new diesel engine

Customers can now count on a potent diesel six.

So now the "four" has as many as three diesel units in its portfolio, which has become a real rarity in the modern automotive industry. In addition to the 420d (190 hp) and 430d (286 hp), the M440d is now available.

It is a regular six that has 340 hp and 700 Nm, and it takes a very small 5 seconds to sprint to "hundred". Power to all wheels is transmitted via an eight-speed automatic transmission. This unit has the help of a mild hybrid system, purely to slightly reduce consumption and reduce emissions.

Another technical innovation is coming from BMW, the X1 and X2 models with a 180d engine will soon be equipped with an eight-speed automatic transmission as standard.
BMW

BMW 330e review

Plug-in BMW 3 Series is an excellent, tax-efficient all-rounder 

 At a glance

New price £40,440 - £51,145
Lease from new From £475 p/mView lease deals
Used price £24,905 - £45,360
Used monthly cost From £622 per month
Fuel Economy 156.9 - 217.3 mpg
Road tax cost £145 - £480
Insurance group 33 - 36How much is it to insure?
New
26.5 - 36.8
Miles per pound (mpp)
 

 PROS

  • Up to 41 miles of battery-only range
  • Lovely steering and balanced handling
  • Great hybrid efficiency and performance

 CONS

  • Not as nice to drive as a standard petrol 3 Series
  • Lacks the sweet-sounding engine of a 330i
  • Reduced boot space compared with non plug-ins

Is the BMW 330e any good?

It won't exactly be news to you that the BMW 330e is very good indeed. It already accounts for 25% of all 3 Series sales in the UK thanks to the undeniable tax avantages of running the plug-in version on the company. But the good news is that this is not be the only reason for going for a 330e – it is a genuinely excellent all-rounder.

For one, it's very good to drive. Not perfect, but very good. For another, the electric-only driving range is usable to the point that it will cover most owners' commutes. And finally, there's the XtraBoost feature that cranks the combined petrol/electric power output up to 295hp – if only for short bursts at a time.

So, it's a plug-in that's rational and exciting – read on to find out just what it is that makes the 330e so special.

What's it like inside?

If you're familiar with the standard BMW 3 Series, then you won't find many surprises here, and it's business as usual. The boot space has suffered compared with the standard car, as you’ll find the floor is humped. The hump is actually the fuel tank, which has been moved from its usual position under the seats to make room for the batteries – overall effect is that the standard saloon packs away 480 litres of boot space, while the 330e has just 375 litres.

The infotainment systems and digital dials gain hybrid-related display options, but aside from rearranging a few of the buttons on the centre console, this is the only difference in the passenger compartment.

  • Read all about the standard BMW 3 Series' interior here
BMW 330e interior (2021)
 What's it like to drive?

The 330e combines the same 2.0-litre, four-cylinder turbo petrol engine you’ll find in the regular 320i with an electric motor that’s neatly integrated into the eight-speed Steptronic automatic transmission. The petrol engine develops 184hp and the electric motor adds another 112hp. Very impressive, even if you can’t just add those two figures together to get the car’s total power output.

So, the 330e’s official power output is 252hp, which rises to 292hp when you activate the XtraBoost function for short periods of time under full acceleration. There's no 'push to pass' boost button, it's just activated by flooring the accelerator in either the S or M transmission settings.

On the road, the results are impressive. Floor it from the lights and the 330e springs forward with real vigour. The 0-62mph time is 5.9 seconds, but it feels faster than that, especially considering how on the motorway it builds speed quicker than a 330d. You only get 10 seconds of XtraBoost, but that's more than enough on UK roads.

Handling

One criticism we'd level at the 330e is that it just isn’t that much fun to drive. The four-cylinder engine sounds strained when worked hard and it feels less agile in bends, presumably as a result of accommodating the additional weight of the hybrid batteries.

But it is still a car that devours bends without blinking. It’s just that a little of the fun has gone missing from the process, as exhibited by the slightly light and artificial feel to the steering (again, even in the heaviest Sport setting).

BMW 330e charging port
 
Range and hybrid driving

The 330e is able to drive up to 41 miles on electric power alone, and there are an increased number of options to make the most of it battery. You can set a guide percentage of power pack life you’d like to retain and the car will do its best to manage this on your behalf.

There is also an automatic setting, which works with the sat-nav guidance to choose the most appropriate points on your route to deploy the electricity. You can manually activate full electric mode up to 87mph and cruise there until the remaining range runs out.

Fuel economy and charging times

The official fuel economy for the 330e is a claimed 138mpg in the WLTP real-world test, with CO2 emissions of 39g/km (that’s 10% less CO2 than the last version). You’ll need to be using the electric power a lot and mostly doing short journeys to get close to those figures, however.

You’ll also need to plug the hybrid part into the mains as many times as possible in between journeys; a full charge takes three hours and 25 minutes using a BMW i Wallbox, or five hours and 40 minutes using a plain old three-pin plug.

BMW 330e (2021) rear view, driving
 
What models and trims are available?

As with the standard car, quality is right up there, but the interior design has arguably become a little too generic, and despite the size of the screens available, remains rather cluttered. The 330e is available in SE, Sport and M Sport specification, just like the rest of the UK range.

 
BMW 330e (2021) side view
 
Should you buy one?

If you want a medium-sized plug-in hybrid family car, then this is the best you can buy right now. And as such, we can heartily recommend the 330e in either Saloon or Touring form – with the latter's additional practicality being an additional selling point for us.

Rivals include the Mercedes-Benz C-Class PHEV (in petrol and diesel forms), the Peugeot 508 PHEV, Volkswagen Passat GTE and Skoda Superb iV, and the. There's no Audi in the list – the A4 TFSIe is yet to be announced. And as an overall package, the 330e beats them all.

But while the 330e does the whole PHEV thing perfectly well, it still isn’t the kind of car that works as well as it should for car enthusiasts. This is well thought-out and even enjoyable tool, rather than the kind of genuinely emotional experience a really outstanding BMW can be.

Buy a new, nearly new or used BMW 3-Series 330e Hybrid

See all the current BMW 3-Series 330e deals on Parkers Cars For Sale

What we like

BMW’s plug-in hybrid is blessed with plentiful performance, an extended electric range of more than 40 miles and some other very clever tricks. Its popularity is no accident – you might buy it to save on tax, but you can enjoy yourself at the same time, as it's a BMW through-and-through and drives as it should.

What we don't like

It's all relative, but do bear in mind that if you're opting out of a 330d or 330i, it'll feel marginally less agile in your hands.

(parkers.co.uk)

The new BMW M5 actually delivers 625 hp

It is common knowledge that car manufacturers, especially premium ones, often place lower nominal values ​​in terms of performance.

Horsepower and maximum torque are important items when it comes to performance four-wheelers. The most common automotive discussions on forums and social networks are precisely on the topic of performance and "which model is the best in class", "which model is the fastest at the Nurburgring" and so on.

This time, IND Distribution, a tuner from Illinois, got a new BMW M5 at its disposal. The performance "Bavarian" was immediately put on the dynamometer, and what turned out? Of course, it is stronger than the manufacturer claims.

BMW claims the new M5 delivers 600 hp and 750 Nm from a 4.4-liter biturbo V8 engine. The eight-speed automatic transmission sends power to all four wheels, giving the super sedan a sprint to 100 in just 3.4 seconds.

However, when IND tested the M5 on a dynamometer, the results were somewhat different. Namely, the M5 delivered 625 hp per wheel and 825 Nm. The best result was achieved in fifth gear with all-wheel drive and activated Sport Plus mode. The test in the sixth gear with rear-wheel drive and Sport Plus setting, resulted with 593 hp and 785 Nm. Also, in sixth gear, the M5 reached a top electronically limited speed of 244 km / h. The IND also noted that in Efficiency mode, the M5 loses only 15 horsepower. Really impressive numbers.

So, it becomes clear that the Competition Package edition M5 will have more than 625 hp in reality. This is great news for future owners.

Yet, as we mentioned, the practice is not new. Car manufacturers often "reduce" nominal values ​​when it comes to horsepower and Newton meters. No one wants to accidentally "overestimate" their product "on paper" and underestimate the sprint to a hundred. Thus, when a "buffer zone" is created, everyone can sleep peacefully

BMW: Electric Series 5, Series 7, X1 sti to arrive in the next two years

BMW was a pioneer of electrification among German premium brands, they entered this sphere with the placement of the i3 and i8 models. The first is still on offer, while the athlete's plug-in has "hung his football boots on a peg". The blue and white propeller currently has four electric cars in its portfolio, in addition to the mentioned city kid, there are also i4, iX and iX3.

In the next two years, several novelties will join them. Next year, electric editions of two models will arrive - Series 7 and X1. Both battery four-wheelers will be produced in Germany.

Then, in 2023, comes the long-awaited electric variant of the Series 5. In addition, the Mini is moving more powerfully with electrification, so the British brand will offer the EV version of the Countryman model in 2023. This edition will also be produced in Germany - in Leipzig.

BMW boss Oliver Cipse confirmed that the brand is focused on electric vehicles. "By 2023, we will offer at least one battery model in all segments in which we are present. "Our goal is to launch at least 10 million electric cars on the market in the next ten years," Cipse pointed out.

When it comes to some recent successes, BMW wants to have revenue of approximately two million EV four-wheelers sold in its account by 2025. That year, this brand will also present a completely new platform, intended primarily for electric vehicles. It is a New Class architecture, as BMW officially calls it.

This platform is intended for both EV models and those who use SUS units, with electric ones of course having an advantage. It will be used by both BMW vehicles and Rolls-Royce cars.
BMW

2021 BMW M3 Competition Review: 85% Brilliant

The verdict: Even more capable than before, the new M3 is a supercar disguised as a sedan — but it’s the disguise itself that might just be a deal breaker.

Versus the competition: The M3’s adjustability sets it apart from competitors like the Mercedes-AMG C63 and the Alfa Romeo Giulia Quadrifoglio; it can be a calm around-town cruiser or the ultimate track monster with the push of a few buttons.

The BMW M3 is one of those iconic sports machines that creates strong feelings among enthusiasts. Is the new one as good as the old one? Can all its technology make up for the extra weight it lugs around? Has it become too expensive, too unattainable, too electronic?

There’s plenty of debate in the car-enthusiast world, but something that hasn’t generally been an issue for the BMW M3 before is its looks — until now: Is it too ugly to be seriously considered? We don’t normally discuss how a vehicle looks, as taste in design is largely subjective; one person’s hideous is another person’s appealing. But if our anecdotal discussions with current M3 sedan and M4 coupe owners are any indication, the M3’s new styling may just impact its viability for a lot of buyers. Can the M3’s performance and other abilities overcome its questionable looks?

OK, we should just get this out of the way: BMW’s new buck-toothed styling is awful. This is a worse transgression than the “Bangle butt” of the 2002 BMW 7 Series. The best anyone seems able to muster about the odd grille treatment is, “It doesn’t look too bad.” That’s a damned far cry from “Wow, that’s gorgeous.”

But it isn’t just the grille that’s offensive. Look down the M3’s body side and you’ll notice the fenders have been flared to cover its wider wheels and tires. Then you’ll notice the door skins have not been widened to match the fenders, which becomes awkward where the rear doors meet the rear quarter panels. This is BMW cheapening out on the upgrade from 3 Series to M3 by not also modifying the door skins in order to save a couple bucks. The result looks half-done and amateurish — a decidedly disappointing visual update that takes away a significant portion of the M3’s appeal.

If You Can Get Past the Looks …

The driver’s seat is where the new M3 makes its strongest case for overlooking the fact that it looks like the lovechild of SpongeBob SquarePants and a garden vole. And that case is indeed strong; the M3 drives as well as it ever has, with abilities unmatched by plenty of super-expensive ultra-sports-cars — all while disguising itself as a compact sports sedan.

I didn’t even mind that my test car was an automatic, as its engine and transmission combination is world-beating. The two are exceptionally well matched, and you can fine-tune how it performs by selecting one of six progressively sportier transmission modes — three automatic and three manual. I rarely used the manual function for shifting gears; I felt no need to second-guess what the transmission was doing quite well on its own, and the idea of manually shifting an automatic transmission with flappy paddle shifters strikes me as silly.

Acceleration is explosive. Mash the go-pedal and hang on for dear life, as the thing rockets forward with serious force when asked to do so. The beauty of the M3 is that everything seems electronically adjustable, from throttle response and transmission shifts to steering feedback and brake pedal feel. You store your settings in the computer, then choose them via a couple of big red buttons right on the steering wheel. 

When it comes to M Performance cars, I like to set up one of the two options as a cruiser (relaxed responses, softer suspension, easy-does-it gear changes) and the other as a brawler (aggressive steering, firmer suspension, hair-trigger throttle). For around-town driving, I keep it in cruiser mode and enjoy driving a comfortable, luxurious sports sedan. Then when I come upon a twisty bit of back road — or even a long highway on-ramp — brawler mode instantly ratchets the M3 up to far more aggressive, entertaining levels for as long as I want it to.

And man, is it ever entertaining. Everything on the M3 Competition is track-ready, with electronically controlled brakes that feel far better than those in a standard 3 or 4 Series. Steering is quick and responsive, and the suspension is sophisticated — all of which combines to allow for driving well in excess of posted speed limits without even realizing you’re doing so. The only indication you’re going faster than you should is a rather surprising amount of road and wind noise that comes through to the cabin. Part of that was due to my test car’s super-sticky summer performance tires (on 19-inch wheels up front, 20-inchers in back), which transmit a lot of pavement noise partly thanks to the car’s aerodynamics.

An Evolutionary Interior

While the latest M3’s exterior has changed considerably versus the outgoing model, the interior has seen a more evolutionary progression. It’s changed so slowly, in fact, that you might sit in the thing and wonder what’s even different. But that’s OK, as BMW’s latest interiors are quite nice — and they do not include an overly aggressive move toward touch-sensitive flat panel surfaces over traditional buttons, thank goodness.

The M3’s sport seats might look too aggressively bolstered and uncomfortable, but they’re anything but; they proved to be supremely comfortable and supportive in all the right places, both in spirited driving and on longer highway voyages. They look the business, too, matching the M3’s sporting personality well.

The Competition trim I drove also featured an optional Executive Package, which includes niceties like a heated steering wheel, BMW’s Gesture Control for the multimedia system, a head-up display and more. The chunky steering wheel feels excellent in your hands, but the real standouts are the bright red M1 and M2 buttons on the spokes; they just beg you to punch them and let the M3 loose on the world.

bmw-m3-competition-2021--23-backseat--interior.jpg

Supercar Performance, Luxury Car Prices

The M3’s overall performance is stunning. It’s an immensely satisfying driver’s car, with abilities and technology matching more exotic supercar coupes, but in a package that’s eminently more sensible as a daily driver. It’s easily track-capable off the showroom floor, and it can also be a satisfying backroad brawler or high-speed highway cruiser if its driver never wants to turn a wheel in anger on a race course.

The M3’s starting price is $70,895 (prices include destination), jumping up to $73,795 for the Competition trim. Bumping up to the Competition gets you the more powerful engine, a standard automatic transmission (the manual is sadly not available), larger wheels and tires, special seat belts and Shadowline exterior trim. My test vehicle had a few other options, including a $1,950 paint job and a special leather interior that ran $2,550. The Executive Package costs $3,000 and adds remote start, a heated steering wheel, a power opening trunk, adaptive LED headlights, wireless personal electronics charging and BMW’s gesture control for the latest iDrive multimedia system. The total for my deep blue test car came to $93,495.

A hundred grand isn’t chump change for any kind of automotive purchase, but the sheer capability of the new M3 — and its ability to generate an amazingly entertaining driving experience on the road or the track — means it’s a screaming value compared with supercars that do the same things, usually with less interior space and functionality.

The M3 is 85% brilliant; it’s the 15% forward of the front fenders that’s the big problem, and it’s more than just a casual issue. If other buyers are as turned off by the new face as was my friend, it could spell trouble for BMW. If buyers are more interested in the car’s abilities than its appearance, however, the German luxury brand has nothing to worry about.

(cars.com)

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