2019 BMW 3 Series Sedan

Kicking off a new generation for 2019, the BMW 3 Series sedan looks to regain some of the magic that made it the sport sedan to beat for a few decades running. Our introduction to this fresh platform — code-named G20 — came in the form of the four-cylinder, all-wheel-drive 330i xDrive model, which will no doubt be a hot seller in colder climes. Less popular, we suspect, will be our test car's staggered-width summer performance tires, which surely gave the braking and handling results a healthy boost. Read on to see all of the numbers and information from our proprietary testing process, plus exclusive driving impressions from the best testing crew in the business.

2019 BMW 330i xDrive Sedan Performance Testing Results
Date of test: 4/15/2019
Location: Los Angeles, CA
Odometer: 1,107
Powertrain: 2.0L Inline-4 Turbo | 8-Speed Automatic | AWD
Horsepower: 255 hp @ 5,000 rpm
Torque: 295 lb-ft @ 1,550 rpm

2019 330i xDrive Sedan Acceleration

"Acceleration is pretty straightforward; just by mashing the gas the car gets off the line pretty nicely. The shifts are quick in sport mode and even deliver a little kick, but I wasn’t able to match the factory claim of 5.3 seconds to 60 mph. No launch mode to be found, and the car leaves the line with zero wheel spin, so I’m not sure what I’m missing here. Warm out? Otherwise the engine feels nice — torquey and not short of breath. Makes power through most of the range but has a soft limiter, so better letting it shift when it wants to."

2019 330i xDrive Sedan Braking

"Zero nosedive, arrow-straight stability under max braking from 60 mph. There’s also very little drama — noise or otherwise — from the ABS system. Stopping distances are very consistent at 110 feet. Pedal travel has the perfect amount of stroke and firmness. It’s not high-effort but retains enough pressure to provide good braking feel. Solid brakes here."

2019 330i xDrive Sedan Handling

"Nice mild understeer around the skidpad, with really nice balance, especially for an AWD car. There's a light amount of front scrubbing at the limit, which grows if you apply more throttle. The rear won't play at all on the throttle, which is the biggest indication this is all-wheel drive. Otherwise, you might be hard-pressed to know. Steering may be improved compared to the outgoing F30 platform, but there still isn't the kind of steering feel you'd get from an older hydraulic system. Nonetheless, the weighting feels nice in sport mode and the steering is pleasantly accurate.

There are elements of neutrality in the 330i xDrive's handling, but it'll never go past neutral. Even with all stability systems off, this car feels safe and planted. It’s a bit of a tease in that sense. The driving experience still feels manufactured. It’s like a simulation of an analog car that’s trying to deliver a realistic feel, but you have a sense that what you’re feeling is an approximation of reality. It’s ultimately fun to drive — the body rolls and pitches and feels engaging and lively — but also very safe at all times. This would be a fun car to drive on a backroad when you’re not certain of the road conditions, but on a wide-open track it begins to feel boring. Maybe that’s more than enough for this car's purposes."

2019 BMW 330i xDrive Sedan Vehicle Details

Drivetrain
Drive Type: All-Wheel Drive
Engine Type: Conventional Gasoline                                                                 
Engine Configuration: Inline-4                                                                 
Engine Displacement (liters): 2.0                                                             
Engine Induction Type: Turbocharged                                                               
Indicated Redline: 6,500                                                               
Actual Redline (rev limit): 6,750                                                               
Fuel Type: 91 octane                                                                    
Transmission Type: Automatic                                                                
Transmission Speeds: 8
Paddle Shifters: Yes wheel-mounted                                                                 
Downshift Rev Match/Throttle Blip: Yes                                                  
Holds Gears at Rev Limiter: Yes 

Curb Weight and Weight Distribution
Curb weight as tested (lbs): 3,702                                                           
Weight L/F (lbs): 969                                                                    
Weight L/R (lbs): 870                                                                    
Weight R/F (lbs): 979                                                                    
Weight R/R (lbs): 884                                                                   
Weight distribution, front (%): 52.6                                                             
GVWR (lbs): 4,773                                                                      

Brakes
ABS Type: Full ABS                                                           
Brake Rotor Type - Front: 1-Piece Disc                                                
Brake Rotor (other) - Front: Vented                                                                   
Brake Caliper Type - Front: Sliding                                                                    
Brake Pistons - Front: 1                                                                
Brake Rotor Type - Rear: 1-Piece Disc                                                              
Brake Rotor (other) - Rear: Vented                                                                    
Brake Caliper Type - Rear: Sliding                                                             
Brake Pistons - Rear: 1                                                                 
Parking Brake: Button                           

Tires
Tire pressure spec - Front: 35                                                                 
Tire pressure spec - Rear: 38                                                                  
Tire Make: Bridgestone                                                       
Tire Model: Turanza T005                                                             
Tire Tread: Asymmetrical                                                              
Tire Type: Run Flat                                                             
Tire Season: Summer                                                                   
Tire Size (sidewall) - Front: 225/40 R19 93Y                                           
Tire Size (sidewall) - Rear: 255/35 R19 96Y                
Spare Tire Type: Sealant plus inflator                                                                
Tire Treadwear Rating: 320                                                                    
Tire Temperature Rating: A                                                                     
Tire Traction Rating: A      

About the Driver
From radar guns to GPS-driven data loggers, Jonathan has been pushing cars to their limits (for science!) since 2005. Today, he helps manage Edmunds' testing dream team.

The past clearly shows the path taken to the present, which can be both a blessing and a curse for an automaker. On one hand, people know and expect what a car represents based on its past. But complacency can also take root. History can bite.

Such as it is with the BMW 3 Series. Earlier iterations received acclaim for their ability to deftly straddle the divide between pragmatism and engagement. The outgoing model, roundly competent and still among the top sedans in the segment, exhibited an indifference in its steering and handling that alienated the faithful. It lacked that driver-oriented mojo that had previously helped make it a benchmark sedan.

So it is that in creating the fully redesigned seventh-generation 2019 BMW 3 Series, BMW listened and gave driving dynamics center stage.

Larger but Not Lardier

Two models of the new 3 Series reach our shores first: the 2019 BMW 330i, arriving in March 2019, and the six-cylinder-equipped M340i, which lands in July as a 2020 model. Both models will be available with rear-wheel drive or xDrive all-wheel drive. Fun fact: The rear-drive version of the M340i is exclusive to the U.S. market.

The 3 Series hasn't been a tidy, compact car for many years, and the new 3 Series is bigger than ever. In fact, save for length, the new 3 Series is larger in every dimension and rides on a longer wheelbase than an E39 generation 5 Series. Compared to the outgoing 3 Series, the new car grows nearly 3 inches longer and is slightly taller and wider. Its 112.2-inch wheelbase is 1.6 inches longer than before, while its track widths grow by 1.7 inches in front and 0.8 inch in the rear. It's a sizable car.

Fortunately, its bigger footprint isn't accompanied by significantly ballooned weight. The 330i's 3,582-pound curb weight is about 40 pounds heavier than the outgoing model despite an increase in standard equipment and a stiffer structure. The stiffer body shell, in turn, allowed engineers to better optimize the suspension for ride and handling.

Sharper Suspension

The basic suspension layout is familiar — dual-pivot MacPherson struts up front and a multilink setup in the rear — but there are now novel dampers with integrated hydraulic bump stops as standard on all 3 Series. These position-sensitive passive doohickeys boost damping by about 50 percent as the suspension approaches the extremes of its travel. In front, the hydraulic bump stops influence rebound only, while in the rear they affect compression only. Meanwhile, spring rates have increased, and the wider front track effectively increases roll stiffness. The upshot of these changes is an increase in body control without an attendant increase in ride harshness.

The 330i models get a new dual-pinion rack-and-pinion steering system, while M340i models retain a version of the APA (Axle-Parallel Actuation) assistance that debuted in the fifth-generation 3 Series. The latter system, boosted by an electric motor via a toothed belt drive, can cope with higher rack forces than can a dual-pinion system. Caster trail was increased on all models to provide the steering with more on-center feel.

A Sport package is optional on 330i models. It includes variable-ratio steering, a passive system in which the ratio quickens as you turn the wheel more, in place of the base car's fixed-ratio rack. The package also brings a 0.4-inch-lower ride height; 19-inch wheels; slightly stiffer springs, dampers and stabilizer bars; revised bump stops; increased front camber; and stiffer rear suspension links. On top of this can be added a Track Handling package that includes bigger brakes, adaptive dampers and an electronically controlled limited-slip differential. All but the adaptive dampers are standard on M340i models.

Revised Engines and One Gearbox

A revised version of the previous turbocharged 2.0-liter four-cylinder engine in the 330i now generates 255 horsepower and 295 pound-feet. While power rises by just 7 hp, torque jumps by 37 lb-ft across nearly the entire midrange. Among other detail refinements, credit a higher-pressure fuel system and form-honed cylinders that provide a closer fit of each piston to its respective bore when at operating temperature.

M340i models get a juiced-up variant of the previous turbocharged 3.0-liter inline-six. This engine is considerably brawnier than before, pumping out 382 hp and 369 lb-ft, increases of 62 hp and 37 lb-ft, respectively.

Among all these promising indications regarding the new 3 Series' more sporting mission is a glaring demerit: No manual transmission will be offered. Instead, the only transmission available will be a revised version of the ZF-supplied, BMW-fettled eight-speed automatic transmission. Enhancements to this transmission, now in its third generation, include slightly shorter first and second gears, quicker shifts, and reductions in noise and vibration.

Driving Impressions

On the street, we drove rear-drive 330i models equipped with the Sport package, and on the track M340i xDrive models. If you're wondering about the diesel 3 Series, we drove that, too. It's brilliant, but it's not coming to the U.S. (You can thank Volkswagen's diesel scandal for that.) All of the cars we drove were optioned as European-spec cars, but the suspension tuning is said to be the same for U.S.-bound cars.

The new chassis delivers. Over bump-strewn, twisting roads, the 330i exhibits terrific poise. It swallows midcorner irregularities at speed without becoming unsettled, yet body movements are kept at bay. As such, it changes direction adroitly and facilitates considerable pace on crummy, real-world surfaces. The variable-ratio steering has spot-on quickness and helps make the car drive smaller than it is. Grip from the 19-inch Michelin Pilot Sport 4S tires (fitted on our test car) is plentiful, and their short sidewalls don't make the ride too fidgety either.

Speaking of steering, there's a trick to be aware of if you want more feel — tap the Sport button. In cars equipped with the standard dampers, Sport mode's effect on the chassis is a subtly revised steering calibration that has somewhat reduced assistance but also less damping (yes, electrically assisted steering has damping). The result? More of the road's texture makes its way to the steering wheel's rim and thus the driver's fingers. In Comfort mode, the steering is similarly precise but mute.

The 2.0-liter turbo-four delivers a satisfying shove through the midrange. It's also perfectly happy at high revs, though winding it out to the rev limiter isn't strictly necessary. This smooth operator builds boost quickly and smoothly and emits pleasantly mellifluous sounds for a four-cylinder. It's also quiet when you want it to be. The revised automatic snaps off shifts crisply and largely makes good decisions when left to its own devices. It's not as responsive to a paddle-pull as are the best dual-clutch gearboxes, but it's certainly among the best traditional automatics out there. Do we wish there was a manual transmission option? Is water wet?

The optional performance brakes withstand hard use on back roads without fading. The same can't be said of the standard brakes, however. We noticed the pedal travel grew long on the same stretch of road after a good caning.

The M340i, meanwhile, delivers a big dose of speed. The turbocharged six-cylinder engine's broad-shouldered power delivery, snappy responses and sheer force are endlessly entertaining. On a racetrack, the car's all-wheel drive allows it to claw out of low-speed hairpins without time-wasting wheelspin. And it will slew the tail out a bit if you get rowdy with the throttle midcorner. The M340i wants a deft touch at corner entry as it's all too easy to overwhelm the grip at the front axle if you don't finish your braking before turning in. It's a hell of a capable sedan, however, and one that's a significantly more serious thing than the 330i but also not so extreme as to diminish the new M3 that will appear in the next year or so.

New Infotainment and Tech

The new cabin dispenses with some traditional touches and includes a raft of new features. Gone are the traditional round gauges in the instrument cluster; in their place are an arc-shaped speedometer and tachometer that free up real estate for a larger digital display. Climate control knobs have been replaced with buttons. An 8.8-inch infotainment screen is powered by BMW's latest Operating System 7.0, which supports touch or can be accessed via the console-mounted knob. Gesture controls are available; those who talk with their hands will advertently trigger them.

A smartphone-based key is available. It can be shared with up to five people, but only if those people all use an NFC-capable Samsung Galaxy smartphone. There's also an Intelligent Personal Assistant, which responds to voice commands via natural spoken language. That's the idea, anyway. Our experience with it resulted mostly in frustration for a number of reasons, though we're told the system we tested was configured for U.K. English rather than U.S.

More effective is the new Reversing Assistant. This system performs in reverse all of the steering inputs made when going forward during the previous 55 yards or so when traveling at 22 mph or slower. It can then easily thread the car backward out of any tricky quarters you nosed it into. It retains this memory even after a key cycle.

2019 BMW 3 Series Pricing and Release Date

Perhaps the most surprising aspect of the new 3 Series isn't its increased capability, keener edge or updated cabin features. It's that the 2019 model doesn't cost a dime more than the car it replaces. Base price for the rear-drive 2019 BMW 330i remains $41,245, including destination. All-wheel drive adds $2,000, same as before. The M340i is priced at $54,995. As noted earlier, you can expect to see the new 3 Series starting in March 2019. A 300e plug-in hybrid model should debut in 2019 as well.

Our first taste of the new 3 Series suggests that the indifference is gone. Certainly, we're looking forward to testing one at our test track and on familiar roads. But early indications are that the new car — certain infotainment features notwithstanding — has more of what made the 3 Series a touchstone in the first place.

With the unveiling of the 2019 3 Series sedan, BMW starts the latest chapter of a story that began in 1975. The 2019 BMW 3 Series promises to be bigger, more powerful, more efficient, and packed with more technology than the outgoing model — in other words, everything you expect from a new Bimmer. But there's one piece of news that will come as a blow to BMW purists: The manual transmission is dead. At least for now, all new 3 Series models will come with an automatic. Cue the dudelsack dirge.

While the 2 percent of us who actually buy manual cars lick our wounds, the other 98 percent of you are probably wondering what the new 3 Series is all about. The sheet metal is definitely more evolutionary than revolutionary, so we'll have to pop the hood to start understanding what makes the 2019 model so different.

A Little More Power, A Lot More Launch Control

The 330i models of the 2019 3 Series will receive a new turbocharged 2.0-liter four-cylinder engine that makes 255 horsepower and 295 pound-feet of torque, an increase of 7 horsepower and a healthy 37 lb-ft over the outgoing four. This engine will be exclusively paired with an eight-speed automatic transmission. There's no increase in the number of speeds, but the gearing has been changed, with shorter low gears for a sprightlier feel and taller high gears for more efficiency. This transmission also provides launch control. That's right: Even the lowest-spec 2019 330i you can buy comes with 100 percent more launch control than the 2018 model.

Oddly enough, the claimed 0-60 mph time has gone up by a tenth of a second, to 5.6 seconds, for the 2019 330i. Opt for all-wheel drive, however, and it's a different story. The new xDrive system has been updated and lightened, so BMW promises more efficiency and faster response. The 330i xDrive models make the 0-60 sprint in a claimed 5.3 seconds, two-tenths faster than the 2018 car.

The top of the 2019 3 Series range will be the new M340i and M340i xDrive. These models will use the same eight-speed automatic and optional AWD system, but under the hood they'll pack an updated 3.0-liter turbocharged inline-six engine that makes 382 horsepower and 369 lb-ft of torque. That's almost 50 more horsepower than the outgoing 340i. The claimed 0-60 mph time for the M340i xDrive is an impressive 4.2 seconds. The package includes a sport-tuned suspension and an electronically controlled, fully locking rear differential.

More Space, More Comfort, More Handling

Overall, the 2019 3 Series has grown 2.9 inches in length, 0.6 inch in width, and 0.5 inch in height, with a 1.6-inch increase in wheelbase. BMW promises that this growth adds up to increased passenger space, with more head- and legroom all around. Trunk space is also up, coming in at 17 cubic feet, which is significantly more than you'll find in competitors such as the Audi A4 or the Mercedes-Benz C-Class. Thankfully, lightweight materials were used extensively throughout the vehicle to shave weight from the body, chassis and suspension components. Based on BMW's specs, the new car's curb weight is only up about 40 pounds over last year.

To help you enjoy that extra space, the interior design and materials have been upgraded. The images we've seen so far are a bit reminiscent of the current 5 Series, but with extra sleekness. The rear seat has been resculpted for more comfort, and the leather upholstery can be outfitted in five colors and with a range of decorative quilting and seam patterns. The outgoing 3 Series was beginning to feel a bit flat and dull compared to newer competitors, but it looks like BMW has the situation well in hand with these updates.

Perhaps the most interesting advancement in the 3 Series is the new suspension. An adaptive M suspension setup is available as an optional extra, allowing drivers to adjust suspension stiffness on the fly depending on their needs, but the standard suspension is the real story. The poetically named "lift-related dampers" are the centerpiece here, and they're debuting on the new 3 Series. Essentially, they're an entirely mechanical way to allow the suspension to respond differently to different sorts of compression events. That means they can resist body roll in turns or pitch during acceleration and braking but react with more compliance over bumps and road imperfections — all without using a single line of code.

We'll have to wait and see how this new suspension works in the real world, but we like the premise. BMWs have suffered from "mode creep" quite a bit in recent years, in which all the different driving interfaces can be set in multiple ways. Sometimes that means you can find a mode that's just right for you, but it can also feel as if you're missing out on how the engineers believe the car should behave. The 3 Series' trick new dampers could prove to be an elegant cure for mode creep, so long as they deliver on their performance claims.

More Equipment, More Tech

The 2019 BMW 3 Series will come standard with full LED automatic headlights, automatic wipers and three-zone climate control. A 10-speaker stereo comes standard, with the option of a 16-speaker, 464-watt Harman Kardon system. The optional head-up display has grown both in size and functionality, able to display more information over a larger area of the windshield. A 360-degree camera is available, with Remote 3D View that allows owners to call up a live 3D image of their car and its surroundings on their smartphone. NFC technology in the doors allows owners to turn their NFC-enabled phones into virtual keys that unlock the car.

BMW's full suite of driver aids and active safety features is available, from adaptive cruise control with stop-and-go functionality to lane keeping assist, blind-spot monitoring, automatic reverse braking and rear cross-traffic alert. Of course, there's also an available active parking assistant and parking sensors. Forward collision alert with automatic emergency braking is standard, and it can detect pedestrians and bicyclists as well as other automobiles.

All of this tech falls under the title "Driving Assistant Professional," and all of it should make driving in traffic or on dull roads less of a chore, not to mention cut down on collisions. It's worth noting that this is an assistant, not a semi-automated system like Cadillac's Super Cruise. In other words, you'll still need to keep your hands on the wheel.

More Tech Talk

BMW's iDrive 6.0 system is standard on all 3 Series models, with an 8.8-inch touchscreen and a 5.7-inch driver information display. A 10.25-inch touchscreen and a 12.3-inch fully digital instrument cluster, running iDrive 7.0, are available. Called Live Cockpit Professional, this setup puts BMW on a more even footing with systems such as Audi's Virtual Cockpit, allowing for more customization and display options. Notably, both of the available touchscreens retain BMW's console-mounted rotary-knob controller.

To complement the new infotainment and tech features, BMW is debuting another technology, the Intelligent Personal Assistant. This is more than just a natural-language voice control system, although it's that, too. À la Siri or Alexa, just say "Hey, BMW," and the car will respond to simple commands. Tell the car you're cold, for example, and it'll kick on the seat heaters. Tell it you're tired, and it'll alter the ambient lighting, music, and temperature to try to wake you up. The assistant will also learn your habits, homing in on your frequent destinations and favorite vehicle functions. Considering the number of features available on the new 3 Series, making them easier to access makes a lot of sense.

Is More More?

For many owners, a big part of the joy of older 3 Series models was how they handled the road. Even the least powerful versions felt sporty, and even loaded with luxury features, the car still stayed connected to the pavement. The new model's missing manual transmission, stretched dimensions, and heavy focus on added technology may be seen by some as signs that the 3 Series has lost its edge. Such worries are natural, particularly given that the outgoing 3 Series had already come under fire from some quarters for its complacent character.

But in our very limited preproduction drive, we found the new 3 Series engaging and fun, a potential top contender for driver engagement. Is BMW opening a new chapter on compact luxury sport sedans or closing the book on those classic driver-centric 3 Series models once and for all?

2019 BMW 3 Series - Paris Auto Show Debut

Pricing and Release Date

The 330i and 330i xDrive will go on sale in March 2019, with prices starting at $41,195 (including destination). The M340i and M340i xDrive will arrive later in the spring. There's no official date for the forthcoming 330e hybrid, but BMW expects to release it sometime in 2020.