► BMW’s latest 3-series saloon driven
► Tested in 320d (RIP) and M340i trims
► Still the great saloon car it always has been?
Did you know that BMW has sold more than one million seventh-generation 3-series models since 2019? Even with the explosion of SUVs and electric cars in recent years, the 3 is still the lifeblood of Munich’s range of cars, as well as its balance sheet. In 2025 it also celebrates being 50 years old.
Around 80 per cent of 3-series sold are saloons, with the other 20 per cent of sales being the Touring estate. If you fancy getting even nerdier, 50 per cent of saloon sales are from China, with Germany, the USA and the UK being the three next biggest markets at 10, seven and six per cent share respectively.
This latest facelift, then, is designed to keep the ship steady with some carefully considered updates to keep it fresh without spoiling the overall recipe. However, subsequent updates have significantly reduced buyer choice in the UK, not least due the death of the 3-series diesel.
Should I buy a BMW 3-series? Of course you should. This car is a legend in own lifetime for very good reason, and although the competition is getting slicker it’s still the mid-size premium exec to beat.
At a glance
Pros: Still wonderful to drive, better than ever on the inside, impressive performance and efficiency
Cons: No diesels or manual transmissions any more, and fewer buttons
What’s new?
For the latest facelift the look has been given a onceover, with more angular lines at the front end and a much more aggressive appearance for M Sport versions. It’s still a handsome car, with no work being done at the sides and only the tiniest tweaks to the rear’s design being applied here. The 3-series has 17-inch wheels as standard and runs on 18s in M Sport trim.
However, while the UK model range initially carried over, with 320i, 330i and M340i petrols alongside 320d and M340d diesels at the launch of the facelift – plus the plug-in hybrid we cover in our separate BMW 330e review – there followed significant changes.
In May 2024, BMW killed diesel models for UK buyers, leaving just the 320i, the 330e and M340i to choose from. Oh, and the M3 as well, which now comes as an estate car. But again, that’s covered by our specific BMW M3 Touring review. We’ve left the 320d driving impressions in below, just because it’s still such an important used car.
What are the specs?
In 2025 the 320i is a 181bhp 2.0-litre turbo four-cylinder with 221lb ft. It does 0-62mph in 7.4sec, has a 146mph top speed and claims 41.5-42.8mpg according to WLTP measurements and emits 154-148g/km CO2. Hell of an entry level spec, right?
Want to upgrade? The M340i comes with xDrive (BMW’s four-wheel drive system), and is powered by a 3.0-litre turbo six with mild-hybrid assistance. It’s gives you a delightfully satisfying 369bhp and 369lb ft, does 0-62mph in 4.4sec and is electronically limited to 155mph. Claimed WLTP fuel economy is 33.2-36.2mpg with 188-177g/km CO2.
Both powertrains rely only on an eight-speed automatic transmission now. There is no manual gearbox for the 3-series any more.
How does it drive?
Would you promise to keep reading if I say they’re largely the same as they were before? If you’re still here, the 3-series is still an absolute peach of a small saloon, but it’s worth pointing out that both 3-series versions we drove in Germany were on 19-inch wheels with adaptive suspension.
Let’s start with the 320d. It’s very much still the sensible choice for high-milers, even during a time when plug-in hybrids dominate company car spreadsheets. The engine itself is grumbly and a little coarse, with a persistent – if admirably shrouded – din in the background. But it’s as quick as it needs to be, with a useful swell of torque and a super-smooth eight-speed automatic (standard whatever 3-series you pick).
And, while the 320d remains a resolutely sensible choice, the M340i is arguably all the car anyone could really need. BMW says 10 per cent of 3-series models sold globally were M Performance versions, but the share is more like 15 per cent here in the UK. We like it, then, and I’m happy to report it’s still very, very good. That 3.0-litre straight-six is silky smooth and explosively powerful, with a 4.4-sec 0-62mph time meaning you’re propelled into the middle distance at an alarming rate. With the facelift, the M340i has a new adaptive exhaust system that keeps the engine quiet in Comfort mode and howl in Sport. Makes you go all gooey inside.
It’s a properly calm cruiser, while also being a sharp steer, too. Perhaps, in fact, too sharp; the steering has next to zero feel, but the rack itself is hyper-alert off-centre, giving the 3-series a slightly twitchy vibe to it on twistier roads. Ditto the brakes; so much as breathe on them and they spring into action. On the face of it, it’s great to see that BMW still wants to give drivers the impression the 3-series is still a sporty saloon, but it feels a smidge too artificial these days.
And, while the 48V mild hybrid assistance claims to have environmental benefits (as well as giving a 10bhp e-boost), the engine-off coasting can be irritating. It cuts out as you slow down or come to a complete stop, but if you’re at a roundabout or T-junction where you can make a quick getaway after pulling up, it’s not quite quick enough to react. Not the first time a start/stop system has been irritating, and we’re sure it won’t be the last.
What about the interior?
Inside, the facelifted 3-series has the same curved screen setup and infotainment system as the BMW i4, with a 12.3-inch customisable instrument cluster and 14.9-inch central screen that’s still controlled by an iDrive clickwheel as well as voice and touch operations.
In adopting this, BMW has removed the physical climate controls and placed them on the screen. But unlike other digital climate control displays, BMW’s isn’t too much of a fiddle to operate on the move. Elsewhere, the shifter has morphed from an actual gearknob to a finger-pull lever inset in the centre console.
Tech including an auto-dimming rear-view mirror and all-round parking sensors are now standard equipment – it’s baffling these things weren’t standard before, frankly.
Before you buy (trims and rivals)
The 320i comes in entry-level Sport or more popular M Sport specification while the M340i is offered in a single M Performance variant, similar to the 320i M Sport. All are reasonably well equipped, but the M variants are decidedly sportier to look at.
As for rivals, well they start with the Mercedes-Benz C-Class, which gives us a moment to work out whatever Audi is called its equivalent these days. Oh, it’s currently the Audi A5. There’s also the Alfa Romeo Giulia if you’re feeling brave, or the Volvo V60 if you’re… not. Beyond that you’re into less premium or electric car territory.
For instance, the BMW i4 is pretty good. As is the Volkswagen ID.7. But if you want a fine-handling internal combustion car, the 3-series is still very much It.
Verdict: BMW 3-series saloon
If you’re worried BMW’s spoiled its success story of a saloon with this latest update, rest easy. The 3-series is still the go-to baby executive for those looking for a sharper driving experience, and the technology refresh keeps it up to date with Merc’s latest C-Class.
If you can afford it, the M340i is one of the sweetest, most satisfying all-rounders money can buy.
Specs are for the BMW M340i xDrive