2019 BMW 330i XDrive Review - Wider Waistline, Still Balanced

Tim Healey
by Tim Healey
Fast Facts

2019 BMW 330i xDrive Fast Facts

2.0-liter turbocharged four-cylinder (255 hp @ 5,000-6,500 rpm, 295 lb-ft @ 1,500-4,400 rpm)
Eight-speed automatic transmission, all-wheel drive
25 city / 34 highway / 28 (EPA Estimated Rating, MPG)
9.5 city, 6.9 highway, 8.3 combined. (NRCan Rating, L/100km)
Base Price
$42,250 (U.S) / $49,000 (Canada)
As Tested
$57,420 (U.S.) / $60,570 (Canada)
Prices include $995 destination charge in the United States and $2,470 for freight, PDI, and A/C tax in Canada and, because of cross-border equipment differences, can't be directly compared.
2019 bmw 330i xdrive review wider waistline still balanced

A lot of us pack on pounds as we age. I should know – it happened to me as I voyaged through my 30s.

We all know it’s been happening across the car world, too. Just about every model has grown in size and packed on pounds over the past two decades.

Problem is, that turns some vehicles that were once known as svelte sports sedans into bloated versions of themselves. The good news is that some of these vehicles can still do a lot of what they once did – but the swell is unfortunately noticeable.

The 2019 BMW 330i xDrive sedan is both a victim of the ravages of aging and a good example of how clever engineering can mitigate some of the problems.

While the nimbleness of previous generations – the Bimmers that bring big bucks on Bring a Trailer – is gone, it’s important to remember that things are relative, and compared to others in its class, the 330i xDrive still feels quite lithe.

It’s also a relatively relaxed highway cruiser; the upsizing isn’t all bad. I say relatively, because the ride errors on the side of firm, as is proper in a German sport sedan, but it’s still comfortable enough that two long freeway slogs on the same day weren’t terribly taxing.

BMWs once had arguably the best steering feel in the industry, at least among luxury sport sedans, but the advent of electronic power-steering systems has changed the game somewhat. This one is weighted nicely and the overall feel is good, but you can’t help but feel some artificialness in its operation, especially if you aren’t dialed into sport mode (which does make the car a more willing dance partner overall when selected). Speed-sensitive power assistance is standard, and if you have the M Sport package, which my car did, you get variable-ratio steering. Artificial the feel may be at times, but the 3 is responsive, ready to flex when called upon.

My test unit didn’t have the optional adaptive suspension, but it still felt fairly well dialed-in.

The 2.0-liter, twin-scroll turbocharged four-cylinder powers the car nicely despite the over 3,700-pound curb weight and the extra pounds put on by the all-wheel-drive system. Low-end grunt helps – all 295 lb-ft of torque are available as low as 1,500 rpm. The power gets to ground via an eight-speed automatic transmission.

[Get new and used BMW 3-Series pricing here!]

It all adds to up a balanced package, but you can’t help but wistfully pine for the lighter 3s of yore. That’s true even when you account for the amount of safety and convenience features packed into every modern car – what do you think has caused all that weight gain?

Some of those features include BMW’s loved or loathed iDrive infotainment system, which has improved in terms of user-friendliness over the years – the learning curve is much less steep, and you can get through menus much more easily. Wireless Apple CarPlay does make life simpler, for the most part.

The 3 Series still looks the part – BMW styling has been more evolutionary than revolutionary over time. Inside, the theme is future tech. There’s lots of orange and black coloration in the infotainment and gauge cluster fonts. The instrument layout is linear and button-heavy, with the main infotainment screen peaking over the top of the dash like a pop-up. Metallic look is a heavy theme, at least for this particular test unit.

Not only have cars gotten fatter, but so have sticker prices. You knew that, of course, and obviously, costs typically rise over time. But this Bimmer compact will cost ya.

How much? Nearly $60K as tested, and unlike many press cars, it wasn’t fully loaded. Well-equipped, sure, but not every option box was ticked.

We start at $42,250 for standard features such as LED headlamps, USB, Bluetooth, iDrive, automatic climate control, moonroof, and rain-sensing wipers.

Black Vernasca leather upholstery added $1,450, and a Driver Assistance Pro package added $1,700 and included traffic-jam assist and active driving assistant. The M Sport package added five grand and included the variable-ratio steering, keyless entry, lumbar support, and satellite radio. For $2,800 more, the Premium Package adds heated front seats and steering wheel, head-up display, connectivity package, navigation, more USB ports, digital gauges, larger infotainment system, 20 GB hard drive, and Apple CarPlay. A $2,100 Executive package adds ambient lighting, gesture control, and parking assist.

Remote start adds $300, wireless charging for your phone, $500, and Harmon Kardon audio, $875. With the $995 destination fee, the total sticker on this test unit checked in at $57,420.

I liked the 3’s balanced nature, and I can even live with its growth over time – all cars are larger and heavier now. The ‘90s Accord I owned in the Aughts is smaller than the current Civic. Cars are also safer now, and we have nicer interiors. There are benefits.

Still, there may be room to cut some weight here, to fully unlock this sport sedan’s potential. It’s engaging to drive, but it just feels a bit bloated.

Only a bit, but enough to detract ever so slightly from the experience.

There’s a lot this Bimmer can do, and do very well. All it really needs is a diet.

[Images © 2020 Tim Healey/TTAC]

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2 of 31 comments
  • Sportyaccordy Sportyaccordy on May 05, 2020

    I think it's more fair to compare this against 5 series of the old days. In that regard it's a significant improvement objectively. The 2 is the spiritual successor of what we call 3s. Dimensionally it's essentially identical to the E46 M3. And it's an absolute riot to drive. Ditch the fixation on model continuity and evaluate cars through relative objectivity. There are still things I'm not crazy about, but as long as the 2 and Z exist I won't completely give up on BMW.

  • Swilliams41 Swilliams41 on May 15, 2020

    Not only do most folks not put handling or ride/handling balance at the top of the priority list, if you have a car that handles well and you use it, you are driving too aggressively. Many folks are scared of the kind of driving that rewards a well handling vehicle. Honestly, if you have a car that will pull .85g on the skid pad, most of today's drivers will give up at .65. We are wusses when it comes to driving. Crowded roads do not help in that regard in addition to low skill levels in most drivers.

  • Keith Maybe my market's different. but 4.5k whack. Plus mods like his are just donations for the next owner. I'd consider driving it as a fun but practical yet disposable work/airport car if it was priced right. Some VAG's (yep, even Audis) are capable, long lasting reliable cars despite what the haters preach. I can't lie I've done the same as this guy: I had a decently clean 4 Runner V8 with about the same miles- I put it up for sale around the same price as the lower mile examples. I heard crickets chirp until I dropped the price. Folks just don't want NYC cab miles.
  • Max So GM will be making TESLAS in the future. YEA They really shouldn’t be taking cues from Elon musk. Tesla is just about to be over.
  • Malcolm It's not that commenters attack Tesla, musk has brought it on the company. The delivery of the first semi was half loaded in 70 degree weather hauling potato chips for frito lay. No company underutilizes their loads like this. Musk shouted at the world "look at us". Freightliners e-cascads has been delivering loads for 6-8 months before Tesla delivered one semi. What commenters are asking "What's the actual usable range when in say Leadville when its blowing snow and -20F outside with a full trailer?
  • Funky D I despise Google for a whole host of reasons. So why on earth would I willing spend a large amount of $ on a car that will force Google spyware on me.The only connectivity to the world I will put up with is through my phone, which at least gives me the option of turning it off or disconnecting it from the car should I choose to.No CarPlay, no sale.
  • William I think it's important to understand the factors that made GM as big as it once was and would like to be today. Let's roll back to 1965, or even before that. GM was the biggest of the Big Three. It's main competition was Ford and Chrysler, as well as it's own 5 brands competing with themselves. The import competition was all but non existent. Volkswagen was the most popular imported cars at the time. So GM had its successful 5 brands, and very little competition compared to today's market. GM was big, huge in fact. It was diversified into many other lines of business, from trains to information data processing (EDS). Again GM was huge. But being huge didn't make it better. There are many examples of GM not building the best cars they could, it's no surprise that they were building cars to maximize their profits, not to be the best built cars on the road, the closest brand to achieve that status was Cadillac. Anyone who owned a Cadillac knew it could have been a much higher level of quality than it was. It had a higher level of engineering and design features compared to it's competition. But as my Godfather used to say "how good is good?" Being as good as your competitors, isn't being as good as you could be. So, today GM does not hold 50% of the automotive market as it once did, and because of a multitude of reasons it never will again. No matter how much it improves it's quality, market value and dealer network, based on competition alone it can't have a 50% market share again. It has only 3 of its original 5 brands, and there are too many strong competitors taking pieces of the market share. So that says it's playing in a different game, therfore there's a whole new normal to use as a baseline than before. GM has to continue downsizing to fit into today's market. It can still be big, but in a different game and scale. The new normal will never be the same scale it once was as compared to the now "worlds" automotive industry. Just like how the US railroad industry had to reinvent its self to meet the changing transportation industry, and IBM has had to reinvent its self to play in the ever changing Information Technology industry it finds it's self in. IBM was once the industry leader, now it has to scale it's self down to remain in the industry it created. GM is in the same place that the railroads, IBM and other big companies like AT&T and Standard Oil have found themselves in. It seems like being the industry leader is always followed by having to reinvent it's self to just remain viable. It's part of the business cycle. GM, it's time you accept your fate, not dead, but not huge either.