In pursuit of excellence, the 3 Series (F30) has partially departed from the quintessential BMW character. How do these vehicles behave almost 11 years after their debut? Here are impressions about used BMW 3 Series (F30) vehicles.
In line with the sixth generation of the BMW 3 Series, the car has significantly grown compared to its predecessor (E90) (the popular sedan is longer by 9 cm). Additionally, the wheelbase has been increased, with a minimum of 281 cm in the F30 models. However, BMW didn’t stop there; in certain body versions, this distance has been extended by an additional 11 cm, transforming the “three” into almost a family car. Yet not all BMW 3 Series owners can count on such advantages; only those who opt for specific body versions from the wide range have access to this feature. This model was available as a classic sedan and wagon (Touring), as well as an elevated version with a liftback called the Gran Turismo: with a wheelbase of 292 cm and a 520-liter trunk, this truly promises a lot. But that’s not all; this time BMW separated coupe and convertible versions as a separate 4 Series, also creating something resembling a liftback with a steeper roof slope – the 4 Series Gran Coupe. As a result, the F30 variant offers the widest range of body versions in the entire history of the BMW 3 Series. The car retains the fundamental principle of rear-wheel drive, although the steering system this time is tuned more towards comfort than a sporty experience. But there’s no need for concern, as BMW has provided multiple ways to adjust the suspension and transmission (8-speed automatic transmissions are a notable advantage).
With the F30 generation, BMW introduced more powerful, turbocharged engines with fewer cylinders. This doesn’t mean that the renowned Bavarian inline-6 engines have completely disappeared, but there’s certainly a reason why a 3-cylinder engine (1.5) was introduced into the 3 Series after the facelift. Therefore, those expecting the true essence of BMW should arm themselves with patience, as finding an F30 with 6 cylinders isn’t easy. On the other hand, it’s not always worth the effort, as the 4-cylinder versions provide sufficient power with noticeably lower fuel consumption.
BMW 3 series F30 used car – interior
At first glance, there’s hardly a noticeable big difference compared to the interior of the previous 3 Series (E90). That’s precisely what BMW had in mind – there’s no need to change something that already works well. They didn’t even opt for replacing physical buttons with touch panels: the subtle presence of current trends is only evident in partially digital instruments and impressive multimedia graphics. The large screen atop the central console was standard, although not always of the same size (depending on whether the Business system or the more advanced Professional system is present). Control, as is customary for BMW, is entrusted to the controller near the gear lever. The intuitive operation of this device has set the standard for the competition for years. The same could be said for the materials and their harmony within the interior of this Bavarian manufacturer’s vehicle. In the F30 model, there’s some dissatisfaction, particularly when the plastic creaks on uneven surfaces or under finger pressure. Fortunately, attention to finishing is now worthy of BMW (even less visible surfaces are covered with soft material).
Don’t let the significant increase in body length compared to the 3 Series (E90) deceive you – the F30 “three” still represents a relatively compact vehicle in the mid-size class, as a length of around 4.6-4.7 meters doesn’t amaze in comparison to cheaper and more spacious competitors. Adequate space is provided only in the front seats and in the 3 Series Gran Turismo with its extended wheelbase (292 cm) – here, the higher roofline compared to other versions also helps. It’s similar with the exterior appearance of the 4 Series Gran Coupe, which is significantly narrower, considering it has the same wheelbase as other versions (281 cm). People of average height will feel comfortable, especially when traveling in pairs: the tunnel in the middle of the floor effectively limits legroom. Speaking of trunks: they’re not all exceptionally spacious (from 445 liters in the coupe to decent 520 liters in the Gran Turismo), but they are remarkably well-finished and come with features that facilitate the transportation of smaller/larger items. If someone values decent cargo capacity, they should consider the wagon or one of the liftback models, with an emphasis on the GT model.
BMW 3 Series (F30) – engines
The F30 3 Series exclusively utilized turbocharged and direct-injection petrol engines. Until the 2015 redesign, BMW employed engines with codes starting with the letter “N”: N13 (1.6, developed jointly with PSA, known as THP with 136/170 HP), N20 (2.0 with a displacement of 1997 cc and power ranging from 184 to 245 HP), and N55 (3.0 inline-6 with 306 HP), which also served as the basis for the development of the high-performance BMW M3 with a biturbo system producing 431/450/460 HP. Interestingly, these engines remained in use until the end of the model’s production. In 2015, the “standard” engines were replaced by the B-series designs, including the 4-cylinder 2.0 (B48, 1998 cc; 184-252 HP), the 6-cylinder 3.0 (B58; 326 HP), and the surprising 3-cylinder 1.5 with 136 HP. As for turbocharged diesel engines, the situation is simpler, as almost all were “2-litre”, but they belong to two families: N47 (116-218 HP) and B47 (116-224 HP), introduced after the facelift. The lineup is rounded out by the 3.0-liter inline-6 engine producing 258 or 313 HP. Only these engines, along with the most powerful M3 CS, were factory paired with automatic transmissions. In other BMW models, the choice boiled down to a 6-speed manual gearbox or an 8-speed automatic transmission (7-speed in other M3 models). Regarding the designations of individual versions, detailed explanation isn’t necessary: for a long time, they haven’t referred to engine displacement. Precise information can be found in our technical data tables at the end of the text.
BMW 3 Series (F30) – failure rate, typical faults
Unfortunately, there is not good news: almost every engine used in the BMW 3 Series (F30) has its typical shortcomings. The main issues are mostly related to unreliable power distribution through the chain: this applies to the 1.6/2.0 petrol engines as well as the 2-liter turbocharged N47 diesel engines. The initial symptoms of chain wear include knocking for several seconds after starting the engine. If this persists or, even worse, continues without stopping, the chain needs to be replaced immediately. Additionally, the 1.6-liter engines can experience valve deposits, while the 2.0-liter versions might suffer from wear due to oil pump problems.
BMW owners are also familiar with intake manifold problems, specifically with the flaps regulating the airflow coming loose. Newer engines are already showing the first issues with fuel pumps. The most durable variants are those with the 3.0-liter engines, regardless of the type of fuel they use (which doesn’t mean their maintenance will be less expensive). Prior to purchasing, one should ensure that the previous owner changed the oil in the transfer case for the xDrive all-wheel-drive system.
Frequent oil changes (every 10,000 to 15,000 km instead of the recommended 30,000 km) should be considered an advantage. This sixth generation of the 3 Series is still not perfect when it comes to reliability. However, it has been slightly improved compared to the previous generation.
Issues with the turbocharger are less common or even eradicated, the same goes for problems with management and the intake manifold.
When purchasing, if the budget allows, it’s preferable to opt for models produced after 2014, as they are more reliable.
Distribution chain. On the 2.0 diesel N47 engine (316d, 318d, 320d, and 325d), there’s a weakness in the distribution chain that can stretch or even break at low mileages (sometimes even less than 20,000 km). The guides and tensioners are the cause. Symptoms include rattling or metallic sounds. This problem has become rarer since the end of 2013. BMW usually covers repair costs well.
Flywheel / Clutch. Also on the 2.0 diesel N47 engine, there are a few, much rarer cases of premature flywheel failure, which requires replacement along with the clutch (sometimes before 100,000 km). Negotiating with BMW about cost coverage is sometimes necessary, as it’s not always automatically offered.
EGR valve. On diesel engines, there are several cases of premature failure (loss of power). It needs to be replaced.
Steering wheel vibrations. Rare cases of steering wheel vibrations during braking and even while driving, between 80 km/h and 120 km/h. Precise balancing can solve the problem, and if it occurs during braking, the discs need to be replaced.
Turbocharger hoses. On the 335i model with 306 HP, there are a few cases of turbocharger inlet hose ruptures. They need to be replaced.
Springs. For all engines, noises related to the rear suspensions are possible. This remains rare and seems to be linked to models with adaptive suspension.
Sealing. There are a few cases of water infiltrating the trunk and rear light clusters.
Recall for rectification at service centers:
- January 2015: Recall for certain models produced between September 2014 and March 2015. Possibility of a driver’s seatbelt malfunction. It may not release, especially in negative temperatures. Inspected and replaced if necessary.
- June 2015: Recall for a series produced between September 2014 and March 2015 due to a potential fault in the submerged fuel pump in the tank.
- August 2018: Recall for models with 4-cylinder diesel engines produced between April 2015 and September 2016, and 6-cylinder models produced between July 2012 and June 2015. Due to a potential risk of fire caused by an EGR valve fault.
- September 2018: Recall for models produced between May 10 and June 7, 2018. Potential issue with the crankshaft sensor could lead to engine safety shutdown. The sensor is replaced.
BMW 3 Series (F30) – Summary
It falls short of perfection, but it must be acknowledged that purchasing a BMW has always been associated with some trade-offs (e.g., performance and driving dynamics in exchange for interior space). With the F30, the right compromise hasn’t been fully achieved yet, and a significant portion of the predecessor’s drawbacks (mainly concerning the N47 diesel engines) hasn’t been eliminated. Moreover, the level of interior refinement has been reduced. Therefore, there’s not much to expect from buying a newer generation when a well-maintained previous model from lower price ranges could be a better purchase than an F30
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