Budget-friendly BMW 3 Series (2012-2019): What to Consider

The sixth generation of the BMW 3 Series, identified by the F30 code, keeps budget-conscious brand enthusiasts up at night. They want to buy something newer but are wary of advanced technology and high repair costs. The car looks excellent, but caution is indeed required when purchasing.

The car was presented in 2011 and introduced to the market in 2012 while the E90 generation was still available. First, the sedan was shown, followed by the wagon, which surprisingly saw significant interest in this type of body style. The Gran Turismo version of the car, with a wheelbase extended by 10 cm (4 inches), was presented in 2013.

In 2015, the BMW 3 Series underwent a facelift, updating the front and rear, mainly the lights and bumpers. However, the most significant change was a new range of engines, especially gasoline ones, with the most exciting addition being the 3-cylinder 1.5-litre engine. The Euro 6 emission standard drove these changes.

The noticeably larger cabin space is What differentiates the F30 "three" from the E generation, although it still falls short of the Passat, Mondeo, or French competitors. Besides the rear space, the sedan's trunk grew from 425 to 480 litres (15 to 17 cubic feet), and the wagon's trunk from 455 to 495 litres (16 to 17.5 cubic feet). The wagon retained the classic opening rear window in the tailgate. The Gran Turismo model is the most spacious and has the largest trunk, at 510 litres (18 cubic feet).

The climate and concept of a classic rear-wheel-drive BMW have been preserved. There is also no shortage of sporting spirit and excellent driveability, although depending on the specification and equipment, the BMW 3 could be more comfortable or sportier.

It remains a beautifully crafted, comfortable car for daily use and long trips. It is quiet and has outstanding high-speed driving characteristics. The differences in interior appearance compared to the previous generation are surprisingly minimal, and some elements are the same. Transitioning from the E90 to the F30 is not a huge change.

Compared to its predecessor, the F30 received an entirely new platform and a range of turbocharged engines. The chassis is multi-link, with many cars featuring adaptive dampers. The steering system is electrically assisted, and well-known driver assistance systems regularly appear in the car.

The xDrive all-wheel drive is a known solution with an electronically controlled clutch that engages the front axle. In practice, it works similarly in every BMW model. In the "three," it's tuned sportily, with a rear-wheel bias, giving near-perfect traction characteristics on snow or in the rain.

The BMW F30 received exclusively gasoline turbocharged direct fuel injection engines. Before the facelift, the N series engines were used; after the facelift, the B series—both for gasoline and diesel engines—were used.

The four-cylinder gasoline engines range from 1.6 to 2.0 litres and produce outputs from 136 to 252 HP. There was only one six-cylinder engine, with a capacity of 3.0 litres and 306 HP (N55), and after the facelift, 326 HP (B58). This does not include the sporty M3 version, which should be treated as a separate model. The smallest 1.5-litre unit has three cylinders and debuted in 2015, replacing the 1.6 motor.

The diesel range was similar. Initially, the N family featured 2.0- or 3.0-litre units with power outputs from 116 to 313 HP, then the B family. Unlike the gasoline engines, the N57 engine in two power variants did not find a successor and was consistently offered until the 2018 model year.

There was also a hybrid BMW 3 Series. Two variants were offered. First was the BMW Active Hybrid 3, which has a six-cylinder gasoline engine and is a classic hybrid with 340 HP. In 2016, a plug-in hybrid appeared with a 2-litre engine. The model name was changed to 330e iPerformance, and the system power was 252 HP. In both cars, the drive was only on the rear wheel.

To understand the model naming and link it with the engine, it is no longer sufficient to stick to the principle that a "2" in the middle means 2 litres and a "3" means 3 litres. BMW typically used smaller units than in previous generations. Therefore, it's worth using the following list:

Gasoline engines:

• 316i – 1.6 l, 136 HP (pre-facelift)
• 320i EfficientDynamics - 1.6 l, 170 HP (pre-facelift – sedan only)
• 318i - 1.5 l, 136 HP (post-facelift)
• 320i - 2.0 l, 184 HP (pre- and post-facelift)
• 328i - 2.0 l, 245 HP (pre-facelift)
• 330i - 2.0 l, 252 HP (post-facelift)
• 335i - 3.0 l, 306 HP (pre-facelift)
• 340i - 3.0 l, 326 HP (post-facelift)

Diesel engines:

• 316d - 2.0 l, 116 HP (pre- and post-facelift)
• 318d - 2.0 l, 143 HP (pre-facelift)
• 318d - 2.0 l, 150 HP (post-facelift)
• 320d EfficientDynamics - 2.0 l, 163 HP (pre- and post-facelift)
• 320d - 2.0 l, 184 HP (pre-facelift)
• 320d - 2.0 l, 190 HP (post-facelift)
• 325d - 2.0 l, 218 HP (pre-facelift)
• 325d - 2.0 l, 224 HP (post-facelift)
• 330d - 3.0 l, 258 HP (pre- and post-facelift)
• 335d - 3.0 l, 313 HP (pre- and post-facelift)

Hybrids:

• Active Hybrid 3 - 3.0 l, system power 340 HP (pre-facelift)
• 330e iPerformance - 2.0 l, system power 252 HP (post-facelift)

Except for hybrids, customers could choose between a manual transmission and an 8-speed ZF automatic in all gasoline variants and 2-litre diesel. Additionally, the gasoline cars had two automatic variants —standard and sport. In 3-litre diesel, such a choice was unavailable; the customer received an automatic as standard.

xDrive was standard only with the most potent 335d diesel, but it was optional in all 2-litre gasoline versions (except the 320i pre-facelift wagon). It was not combined only with the 316d and 320d EfficientDynamics variants in diesel.

The choice of engine, considering only traction properties, in the BMW 3 Series is simple. If you don't care about performance, choose a model with a "1" in the middle of the name. If you seek a compromise between performance and fuel consumption, then a "2" is for you. Models with a "3" in the name are prepared for those focused on good dynamics. And that's the best advice if you don't consider the exploitation.

Unfortunately, the choice is not that simple. It's worth mentioning that the gasoline 316i is the N13B16 engine, also known as EP6 or Prince, a Franco-German masterpiece best known as the 1.6 THP. A masterpiece of technical defects, whose number is unimaginable, though the engine, when well maintained, can surprise with good dynamics and decent fuel consumption. However, it's not an engine for everyone. More about this engine can be read in the following text.

Its successor, the 1.5-litre B38B15, performs much better, though opinions about it are mixed. Overall, it's a successful, durable, and fairly reliable unit but requires good maintenance.

In 2.0-litre engines from the N family (pre-facelift), special attention should be paid to the timing chain, whose durability is estimated at 100,000 kilometres (62,000 miles). It's worth replacing at that mileage, even if it seems in good condition. The kit to replace three chains, gears, guides, etc., costs about 500 to CAD 850 (360 to 610 USD), depending on the parts supplier. Additionally, the oil pumps caused problems as they didn't last long, so it's worth replacing them at every overhaul.

The larger six-cylinder N55 engine is slightly worse than the four-cylinder, where the timing chain drive problems should be added to problems with the Valvetronic system. Here, repair costs increase two- to threefold.

Therefore, the best choice in a pre-facelift car will be 2.0-litre engines. Neither the 1.6 nor the 3.0 engines are recommended, although each has advantages but only with very good servicing.

Newer gasoline engines from the B family are much better refined, although, for example, the timing chain drive placement on the flywheel side generates higher costs when replaced. It's better to buy a car with such an engine for slightly more money and thus save on potential repairs. Here, it doesn't matter much whether you choose a 1.5 or 3.0 engine, although the larger the engine, the higher the repair and servicing costs.

Among diesel, the same principle applies to gasoline engines: 2-litre units for the economical and 3-litre for those who enjoy fast driving. The 325d variant seems optimal, offering a good compromise between the costs of a smaller engine and the dynamics close to a larger one.

The timing chain in the N47 diesel should be taken with special care, while in the N57, it seldom causes issues. However, each fault closely related to the number of cylinders will cost more. Although the N57 is considered very good and durable, initially, there were sporadic cases of crankshaft-bearing seizures appearing more frequently.

The modernized N47 received the designation B47. Initially, it had problems with the turbocharger and cooling system, but these were usually resolved under warranty.

In summary, any diesel can be recommended, but it's also important to be aware of higher potential repair costs compared to gasoline units. The best BMW 3 Series F30 versions are 2-litre gasoline engines, preferably post-facelift.

One of the more serious faults in this car is the wear of the bearings and teeth breaking in the rear differential. BMW did not ensure good lubrication here, so it is important to keep the oil fresh. It's worth changing it every 2-3 engine oil changes. Leaks must be checked. Additionally, vibrations during acceleration or throttle release while driving can result from worn couplings connecting the shaft to the rear differential.

There are obvious concerns about the durability of the xDrive drive system, which in older BMW models wore out quite early. It's the same in the F30 series. Usually, problems appear between 150,000 and 200,000 kilometres (93,000 and 124,000 miles). The front shaft can wear out (a more durable one than the original can be purchased), or the drive distribution mechanism can wear out via a chain and clutch.

Warning lights, jerking during acceleration, wheel locking while manoeuvring in a parking lot, and noticeable chattering can recognize the fault. Depending on the scope of repairs, transfer case regeneration costs from $650 to over $1,300 CAD (480 to over 970 USD).

Cracking headlight housings, breaking rear lamp mounts, crumbling front windshield seals, breaking mirror folding mechanisms, not very durable door seals, squeaking rear door seals, or the steering wheel during turning are minor but troublesome problems that shouldn't affect even 10-year-old premium-class cars.

In case of any electrical problems, it's worth checking the power cable that carries the current from the trunk to the hood. The battery is in the trunk, and the positive wire connects with that under the hood via a special connector that tends to rust. Inspecting the wire where it exits the trunk space under the car is also good.

Fortunately, the suspension, braking, and steering systems are durable, and the car resists corrosion. Repair costs will be high, mainly for drivetrain parts - from the engine to differentials. Only the gearboxes are exceptionally durable, but changing the oil regularly is worth remembering. Unfortunately, operating and repair costs can be considered high since only expensive components tend to fail.

The BMW 3 Series is one of the most popular cars and has been at the top of the used car import rankings for years. In terms of market availability, the F30 generation is second after the E90. As a result, there is no shortage of offers, and the price range is enormous.

Prices start below CAD 9,000 (6,700 USD), and facelifted cars cost about CAD 11,900 (8,900 USD) and up. The most expensive cars are between $39,000 and CAD 42,000 (29,000 and 31,000 USD).

Diesel dominate the market (65 percent), and five-door body styles (wagon and Gran Turismo) account for about 67 percent of offers. Almost 72 percent of cars have an automatic transmission, but only 35 percent have all-wheel drive.