2013 BMW 320i First Test – Motor Trend

The new 2013 BMW 320i strips the 328i of 60 hp and the result is a 6.7-second 0-60 mph time, meaning you’ll reach that benchmark speed only 0.2 second quicker than a 2012 Mercedes-Benz C250 and just half a second quicker than the 2014 Lexus IS 250. Pathetic, right? The reality is that many buyers couldn’t care less that the 320i won’t crack the 6.0-second 60-mph barrier like the more expensive all-wheel-drive Audi A4. They care more about how the car makes them feel, and of course, whether they can afford it. Those who demand 5.6-second 0-60 times can get the 328i, but what’s left for diehard BMW fans who can’t afford the 2013 328i’s $37,775 base price?

With a $33,475 base price, the 320i will allow BMW to advertise more affordable base-model lease deals, potentially with comparable pricing to second-tier competitors. On the 320i, BMW cuts more than just $4000 compared with the 328 — the new base model also has a detuned turbocharged 2.0-liter I-4. The 320i is rated for 180 hp at 5000 rpm and 200 lb-ft of torque at 1250-4500 rpm, compared with the 328i’s 240 hp at 5000 rpm and 255 lb-ft at 1250-4800 rpm.

Our 320i tester finished the quarter mile in 15.2 seconds at 90.1 mph, down from the 14.2 seconds at 97.8 mph posted by the automatic 2012 328i that dominated an eight-car comparison. It took the 320i 106 feet to stop from 60 mph, one foot shorter than the 328i’s performance. And when you do come to a stop, the engine’s stop-start system might kick in. I appreciate the car’s quiet cabin when the engine turns off at stoplights, but another staffer found the system jarring enough that he quickly turned it off.

Around the figure-eight course, the automatic 320i performed nearly as well as that 328i. The 320i completed the figure eight in 26.2 seconds at 0.70 g (average), compared with the 328i’s 25.9 seconds at 0.69 g. The 2014 Lexus IS 250 F Sport finished in 27.1 seconds at 0.65 g, while the all-wheel-drive 2012 Audi A4 from a previous comparison test came in at 25.9 seconds at 0.69 g.

Out on the road, the 320i doesn’t feel like a 3318-pound rolling compromise. Executive editor Ron Kiino felt there was “plenty of power to enjoy the chassis.” The car’s 180 hp won’t leave you wanting power in most situations, though when you’re not in the transmission’s S mode, there’s a slight delay before the car really takes off. At wide open throttle, the resulting engine growl combined with a slight transmission whine is not a sound we’ll be dreaming about anytime soon.

But how will consumers respond to the 320i? We asked the owners of a 2011 BMW 328i and 2006 Lexus IS 250 for some anecdotal impressions. Both drivers preferred the more relaxed throttle response in Eco Pro mode. The IS 250 owner had no issues with the power level, and although the 328i owner would have liked more power at wide open throttle, they both acknowledged that 180 hp was probably enough for most driving situations.

When the road gets twisty, put the 320i into Sport mode and knock the transmission’s slick gear selector lever to S — the car is just as entertaining as you’d expect from a BMW with 50-50 front-rear weight distribution. The steering feels a bit disconnected through the sport package’s thick M steering wheel but still provides enough heft. The suspension tuning is just right, too, with the sport seats’ adjustable bolsters keeping most drivers in place around turns. All-around visibility is excellent, which isn’t surprising when you consider the 3 Series sedan’s subdued, premium exterior styling. The white paint of our test car highlighted what might be the only design issue, especially when you view a 2013 320i side-by-side with a 2011 328i: the exposed hood cut line just above the dual kidney grille.

BMW sent us a $34,775 320i in Alpine White, one of only two exterior colors you can get without paying $550 for metallic paint. The only option on the tester was the $1300 sport package that includes a retuned suspension, 18-inch alloys replacing the standard 17s, fantastic M steering wheel, black headliner, and sport seats.

A $35,000 3 Series sedan sounds like a bargain until you learn what’s not included. Extra-cost options on a sport package-equipped $34,775 320i include a rear-view camera, navigation system, real leather, enhanced Bluetooth, HID headlights, a moonroof, hands-free keyless entry, and an auto-dimming rearview mirror. Though the sport seats have two-way adjustable side bolsters, fully power-operated front seats are extra. Heated seats cost more, too, unless you consider how hot the black leatherette gets after the car sits in the sun for a few hours. Then there’s the aforementioned $550 for a selection of metallic colors. We don’t expect any luxury automaker to include all of the above options as standard equipment, but new-to-BMW customers intrigued by the 320i model but familiar with more value-oriented luxury brands may be taken aback by the fact that none of the above is standard.

To be fair to BMW, the 320i’s artificially low base price does include four years or 50,000 miles of complimentary maintenance, and sadly, BMW is not the only automaker to charge extra for a rearview camera (standard on every Honda Civic) or hands-free keyless access (standard on almost every Nissan Altima sedan). Another example of some luxury automakers’ meaningless MSRPs: Bluetooth didn’t become a standard feature on the Audi A4 until the 2014 model year. Our point? Expect to add many thousands of dollars in options before cars like our $34,775 320i tester don’t feel like a base model.

On the 320i, we also would like to see a more special-looking instrument cluster, possibly with a larger info screen. Other than that, BMW gets right the premium details. LED puddle lights shine from the bottom of each door handle when you unlock the car, and, inside, LED map lights turn on and fade away gradually. All four power windows have a useful auto-up/down function. If you absolutely must have a head-up display or BMW’s cool multi-camera parking aid, get a 328i.

So the 2013 BMW 320i drives well and has enough power for most drivers in this segment, but it’s difficult to keep the sticker price down. This all ignores the biggest problem with the 320i: the X1 sDrive28i. Open-minded BMW buyers who can’t spend more than $40,000 should consider the 2014 X1 sDrive28i. The compact crossover has a smaller backseat than the adequately sized 320i, but similar EPA-rated fuel economy and a base price that’s $1750 less expensive. Since the X1 sDrive28i uses the 240-hp version of BMW’s turbo 2.0-liter I-4, it’s quicker than the 320i. In all-wheel-drive form. We tested an X1 xDrive28i accelerating from 0-60 mph in 6.4 seconds, 0.3 second better than the rear-drive 320i.

With the less expensive and quicker X1 sDrive28i next to the 320i, BMW won’t make the buying decision easy. If you’re new to BMW, don’t be surprised when the price balloons by the time you’re finished with the options list.

Looks good! More details? 2013 BMW 320i
BASE PRICE
$33,475
PRICE AS TESTED
$34,775
VEHICLE LAYOUT
Front-engine, RWD, 5-pass, 4-door sedan
ENGINE
2.0L/180-hp/200-lb-ft turbo DOHC 16-valve I-4
TRANSMISSION
8-speed automatic
CURB WEIGHT (F/R DIST)
3318 lb (50/50%)
WHEELBASE
110.6 in
LENGTH x WIDTH x HEIGHT
182.5 x 71.3 x 56.3 in
0-60 MPH
6.7 sec
QUARTER MILE
15.2 sec @ 90.1 mph
BRAKING, 60-0 MPH
106 ft
LATERAL ACCELERATION
0.91 g (avg)
MT FIGURE EIGHT
26.2 sec @ 0.70 g (avg)
EPA CITY/HWY FUEL ECON
24/36 mpg
ENERGY CONS., CITY/HWY
140/94 kW-hrs/100 miles
CO2 EMISSIONS
0.69 lb/mile