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Compact
With all the hype surrounding the 1 Series, the 3 Series Compact tends to be slightly overlooked, and this three-door, second-generation hatchback isn't helped by its squashed-rear looks. On top of that, it doesn't have as big a boot as an Audi A3, nor are its rear seats as roomy.
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Entry-level models are also modestly equipped. There is still much to like about the Compact, though. Fit and finish are up to BMW's usual high standards and there's the same, driver-oriented, high-tech feel that characterises the marque. You certainly won't find much to moan about behind the wheel. Admittedly the entry-level 1.8-litre model is far from rapid, but the rest of the range exhibits refinement and smoothness that few rivals can match. While the ride is hardly super-soft, the handling is first-rate, making the Compact easily the best-driving hatch in the class.
Running Costs
Anything with a BMW badge does not get sold cheaply and that rule applies here. This is far from the cheapest small hatchback. Insurance costs on the 316ti and 318ti are reasonable. Provided you don't succumb to the lure of a Sport badge, you'll face no more than group 12 costs. The diesel variant sits one group higher, while the most costly to insure is the 325ti, in group 16. The 325ti is also the thirstiest model in the range, retuning no more than 31mpg on average. The 316ti delivers a claimed 40mpg, although the more powerful 318ti almost matches that with 38mpg. Most economical of all is the diesel, at a claimed 49mpg, which will still easily translate into 42mpg in the real world. Servicing is required every 15,000 miles, but BMW dealers are far from cheap, so unless you are buying a very late car with some warranty left, it makes more sense to seek out a good independent specialist.
Coupe
You won’t be disappointed if you enjoy driving. The handling is sharp, involving and addictive, but there’s plenty of grip and some useful electronic driver aids that stop it getting out of control. Even with the firm sports suspension, though, it rides all but the worst bumps in comfort. It’s also a terrific motorway cruiser. The excellent driving position and logical controls come into their own on long hauls and the cabin effectively shuts out external noise, apart from tyre rumble. Whichever engine and gearbox you pick, you'll have plenty of power at your command, all delivered very smoothly. Drive more sensibly, and the engines are surprisingly frugal, too. Inside and out, the styling is bland too close to the 1998-2005 3 Series saloon’s but the quality of materials and rock-solid build are beyond reproach. So is the amount of space in the front. However, this isn't the most practical of machines. Adults in the back will complain about the shortage of headroom, and the boot is no more than average, either.
Running Costs
You’ll pay a wedge to get hold of one. The oldest, high-mileage 318Ci cars are far cheaper but, even then, the same money will bag you a newer, faster, more stylish-looking coupe from another manufacturer. However, the car only loses its value slowly, so you’ll reap the dividends when you sell it on. Running costs won’t hurt too much. For example, the 318Ci is remarkably cheap to service some superminis cost more but the 330Ci will add another 25% or more to your bill. Even then, a 330Ci should work out cheaper than the equivalent Mercedes CLK to service. Insurance is competitive (groups 13-17) and fuel costs are pretty decent. The 320Ci, 325Ci and 330Ci all fall close to 30mpg on the official combined average, the 318Ci just short of 40mpg. The 330Cd diesel is good for over 40mpg and the 320Cd nudges 50mpg.
Estate
The 3 Series Touring is every bit as good to drive as its saloon counterpart, which is a trick BMW has become very adept at over the years. You certainly can't tell that the Touring is heavier than the saloon, and the estate makes light work of twisty roads in a way few other cars - especially estate cars - come close to. Importantly, the Touring’s superb drive is not at the expense of comfort, and the ride quality is one the outstanding assets of the 3 Series, although some may find it a touch too firm at low speeds. The six-cylinder engines sound suitably sporty, and there's no lack of performance from the four-cylinder petrol and diesels, either. There’s more space in this 3 Series Touring than in previous models, and passengers in the back benefit especially. The boot, however, is not as large or well shaped as some of its rivals'.
Running Costs
The 320d is easily capable of returning the best part of 50mpg while delivering strong performance. And, BMW’s variable service intervals are likely to stretch to 18,000 miles, all of which will keep running costs down. The smaller diesel and petrol engines are also very frugal, while the six-cylinder petrols are rather more thirsty, especially when used to their full potential. However, if you want a genuinely fast 3 Series that will still deliver fine economy, the 330d will fit the bill. BMW main dealers are among the most expensive in the country for labour rates. While the Touring is still relatively new, the majority of cars will be serviced at dealers, but independent garages will make more sense as the car ages. Insurance is on a par with the car's rivals, while repairs to a 3 Series Touring should not prove too expensive thanks to BMW spare parts being cheaper than some of its key rivals’.
Convertible
Totally classy, whichever model you choose and no matter how old it is. The cabin and dash are just like those in any 3 Series - well-made and efficient, if sombre. The driving position is spot-on and the positioning of the controls is A1, too, although the stereo switches are fiddly. The cabin is spacious, but strictly for four (not five) and the boot space is reduced once you've dropped the electrically operated roof. Driving with the roof down is a serene experience, although rear seat passengers are a little exposed to the wind at speed. Put the hood up, and it's so quiet you could almost kid yourself you were in a 3 Series coupe, the Convertible's closest tin-topped relation. Step into one straight from a coupe, though, and you'll notice that the extra bracing fitted to limit the body shake also adds enough weight to obviously limit the car's performance. Press on, and you will also be able to feel the body flexing through the steering. It's only slight, admittedly, but it's there, and that might put off some people.
Running Costs
It'll cost a fair amount more to buy and run than a 3 Series saloon, but it makes a lot more sense when you compare it to other posh-brand drop tops. Prices are high and demand higher, so act quickly once you've found what you want - and don't think that you'll score a bargain by buying in the depths of winter, because prices dip little with the seasons. Its popularity, though, means that you'll see a good price come resale time. Main dealer servicing is expensive, although prices drop for cars past their fourth birthday, and insurance is costly, too: most models fall in at least group 15. The M3, which sits in group 20, will be the most expensive, while the 318 is cheapest because it falls in group 13. The 320 diesel promises up to 45mpg and the 318i 36mpg, but the others will rarely touch 30mpg, while the M3 dips below 15mpg in town.
Saloon
The 3 Series is a great car to drive the best in its class by a long shot. You'll notice bumps and rough surfaces at low speed, but the firm suspension isn't uncomfortable. The 3 Series is also a quiet cruiser, so it makes a top choice if you pound the motorways. There's precious little road or suspension noise, while wind noise is only noticeable at high cruising speeds. Short or tall, any driver should be able to get comfortable at the wheel as there's loads of adjustment in the front seats and steering wheel. Generally, the controls are easy to use, but posher cars get the awkward iDrive rotary control, which should be avoided. Unless you're over six-feet tall you'll find the back seats comfortable. The boot is one of the largest in the class, but a strange shape means it isn't the most practical.
Running Costs
It certainly isn’t cheap to get behind the wheel of a 3 Series, but those strong residual values should give you something to smile about when you come to sell it on again. However, BMW dealers have some of the highest labour charges, so servicing and repairs can be pretty costly. That said, running costs compare favourably with rivals such as the Audi A4, Mercedes C-Class and Lexus IS. The engines are all reasonably fuel-efficient, and our favourite 2.0-litre diesel manages nearly 50mpg. You'll obviously spend more time at the pump if you have a petrol, but they're more frugal than the equivalent Audi or Mercedes. Insurance ratings are mostly reasonable, but you might baulk at the cost if you opt for a 3.0-litre model. Unless you've got some serious no-claims discount, a clean(ish) licence and live in a relatively crime-free area, the high premiums might well put these models out of reach.