A fantastic “Driver’s Car,” the BMW 340i xDrive is. It has a ton of performance features, plush interior finishes, and is enjoyable to drive. This 3-Series 340i xDrive is so much fun to drive and has more space and features than its predecessors. You’ll enjoy it!
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SERPRESULT
This car is lovely and great to drive; I occasionally cruise around slowly with the windows down just to hear the engine growl.
Update for 10,000 miles
We have a lot of great things to say about our BMW M340i. For starters, there isn’t enough space for more than five people and the roofline is below 60 inches. Because it’s not an SUV, we adore it. A powerful 382-hp turbocharged inline-six paired with an excellently tuned eight-speed automatic is the M340i’s outstanding powerplant. This sedan, however, has more than just a strong heart; it also has the bones to back it up.
As we reach the halfway point of our 40,000-mile review, the notebook is beginning to overflow with notes extolling the virtues of the new 3-series and its G20 platform. The ride is hard, but the jolts are not, according to former editor-in-chief Eddie Alterman, who also noticed the sturdier frame and improved body control over the previous 3-series generation (F30). He continued by saying that there was just one thing stopping it from being the best impersonation of an E39-generation BMW M5. Would you care to guess? You are right if you assumed steering. The complaint file for BMW is getting full. Are you prepared to pay attention to us?
The chairs on the M340i have drawn criticism from a few employees. The buckets are encased in leather and are as rigid as a brand-new baseball mitt. We’re hoping they’ll supple up with additional use. Additionally, the leading edge of the thigh support comes to a sharp finish. Shorter inseams will feel that edge dig straight into a thigh, while those with long legs will probably never notice it. Others have complained about the digital instrument cluster’s oddly opposite swings between the tachometer and speedometer, as well as how easily intense sunshine may fade the screen.
Even though our winter has been mild, the OE-sized Pirelli Winter Sottozero 3 performance rubber that I bought from Tire Rack still works well when the snow turns to gold. We haven’t felt any sorrow about skipping the $1860 all-wheel-drive option while driving on those tires. Although the feature was buried deep in the infotainment submenus, we were grateful for the ability to remotely start the car when the temperature dropped below freezing. Even without the remote start, the engine quickly reaches operating temperature and provides the interior with useful heat.
Our trusted BMW has traveled just over 10,000 kilometers without experiencing any problems. According to the onboard computer, the M340’s first planned maintenance consisted of a straightforward oil and filter change and a few straightforward inspections. Two recalls were also carried out while under the supervision of our neighborhood dealer. The first involved calibrating the rearview camera to meet federal requirements, and the second involved applying a coat of wax to the front axle supports to ward off rust. Up to 36,000 miles of maintenance are covered by BMW. Over the course of the first 10,000 miles, we had to add two quarts of oil: the first at 4,500 miles, and the second right before the service visit. Although adding oil to a modern engine should raise some red flags, our dealer tells us that everything is within standard limits. We’ll take their word for it for the time being, but we’ll be keeping an eye on it.
The BMW M340i is stunning in Sunset Orange.
The variable sport steering in the 3 Series continues to be a letdown. On paper, having light, maneuverable steering for parking and then heavier, more direct steering when you’re out having fun is excellent. But the M340i severely lacks feedback, so even when the variable ratio is perfectly set, the experience is still very subpar.
The M340i’s four drive modes (five if you double-press Sport to activate Sport Plus) significantly alter the way the car behaves. Excellent comfort is provided by Comfort in the city, while Eco Pro excels on the highway by utilizing every last drop of fuel. Speaking of which, the M340i should achieve higher fuel economy than the majority of rival compact luxury-sport sedans, with estimates of 23 mpg city, 32 mpg highway, and 26 mpg combined.
The M340i has permission to automatically modify many powertrain and chassis characteristics in the Adaptive driving mode, however I don’t like this. I prefer to leave this car in Sport. The accelerator responds much more enthusiastically to your “must go fast” urges, the exhaust opens, the digital gauges turn red, the transmission holds gears longer, and the transmission retains gears longer. Even in Sport, the M340i’s sedan behaves well in stop-and-go traffic, which is a testament to its refinement. The M340i becomes much more tail-happy when the stability control system is relaxed and some of the driver aids are reduced in Sport Plus.
The M340i shares many interior features with the base 330i, but my tester’s combination of gray and Oyster Vernasca leather appears more upscale than other color schemes. However, the 3 Series’ cockpit generally appears to be adequate for the price, but not exceptional. A 12.3-inch digital gauge cluster in front of the driver contains a wealth of information, much of which is programmable using controls on the steering wheel. A sharp 10.3-inch display is located to the right and, hallelujah, it is free to use and supports both Apple CarPlay and Android Auto.
The M340i has a variety of driver-assistance systems that pamper you while you’re on the road. On the list are automatic emergency braking, adaptive cruise control, and front collision warning. Blind-spot detection, lane-departure warning, and parking sensors are included in an optional Driving Assistance Package, which adds even more. There are plenty of possibilities for finding a location to charge the indispensable mobile gadget. A wireless charging pad, USB-A, or USB-C connectors are all acceptable. Additionally, a 12-volt outlet and USB-C connections are provided for backseat passengers.
This M340i is not a cheap vehicle; it costs $66,000 and change. But when compared to the conventional 330i, it’s simple to find value in the powertrain given that it starts at $55,695 after a $995 destination charge. For instance, our long-term 330i cost $57,000 after options, but if I had to put a price on enjoyment, I would say that the M340i was worth the extra money because I felt so much better in it. The M340i is a perfect 3 Series thanks to its shape-shifting personality, wonderful powertrain, and fantastic appearance.
I dislike
The current 3 Series is getting on in age, and the car can really tell in several places. The bland soft plastics and aluminum accents in the interior are nothing special. The short door apertures and large sills make the backseat unnecessarily confined and challenging to enter and exit. The M340i’s interior is very subpar when compared to competitors like the Mercedes-Benz C-Class and even the Genesis G70, but at least its front seats are comfortable and well-designed. For an additional $1,450, the example also includes black leather with blue stitching, which brightens up the otherwise dull inside.
However, this improvement isn’t even close to being my tester’s most expensive option; that distinction belongs to the Daytona Violet Metallic paint job, a special-edition hue that costs $4,500 and looks fantastic while completely standing out from nearby traffic. How frequently do you see purple cars, really?
Performance and time from 0 to 60 mph
It must be a vehicle bearing the 335d or 340i badges if you’re looking for eye-widening punch. Both engines deliver incredible acceleration at any speed, with the gasoline engine outperforming the diesel in terms of power while the diesel engine fights back with a far greater torque number.
Due in large part to the 335d’s availability as an xDrive only in the UK, the diesel is also quicker off the line (the 340i is exclusively RWD). It provides the diesel monster with off-the-line traction and aids the saloon version’s acceleration to 62 mph in 4.8 seconds from a complete stop.
To 62 mph in 5.2 seconds, the 340i takes 0.4 seconds longer. However, the petrol variant is the superior car to drive and its engine is far more pleasurable, despite being slower. Both vehicles have an electronically capped top speed of 155 mph.
Those two 3-series models are the fastest you’ll find, excluding the M3. Although they offer a very different driving experience than BMW’s actual M automobile, it is difficult to contest either vehicle’s straight-line performance.
Only the 114 horsepower 316d fails to reach 0-62 mph in under 10 seconds (10.7 seconds or 11.2 seconds as a Touring), but the range-opening 318i petrols are swift enough to achieve an 8.9-second 0-62 mph sprint, which is a tenth faster than the diesel-powered 318d. At 7.2 seconds, the 320i is still quicker. The E46 M3 had a pace similar to that of the 330i and 330d, with a 5.9sec figure from the former and 5.6sec from the latter.
The plug-in hybrid 330e is the last available model. It can reach 62 mph in 6.1 seconds thanks to the combined efforts of the electric and gasoline engines, which is virtually as quick as the potent 330 petrol and diesel engines. However, with a top speed of 140 mph, it is a little slower than those. Realistically, there’s probably plenty in the UK…
On UK roads, we operate a high-end gasoline-powered 3 Series; is it preferable than a diesel?
The BMW 340i is a top-notch vehicle in all respects. It’s quick, enjoyable, and well-equipped, but a 330d is just slightly slower and ought to be far less expensive to operate. But the chassis is still delightful, and the refined gasoline engine will appeal to buyers in a different way than its diesel counterpart. Although it will be a specialized option in the 3 Series lineup, we’re happy that there is still a fantastic petrol option underneath the supercar-baiting M3.
BMW gave its popular 3 Series a mid-life update last year. With it came a slightly updated exterior, with new air intakes and headlights, as well as a redesigned engine lineup that saw this 340i replace the 335i as the top model.
This particular vehicle gave us our first taste of the new 3 Series back in the summer of 2015. Since then, we’ve driven a number of different models on UK roads, but the top-of-the-line 340i eluded us. Now that the six-cylinder saloon is on British soil, we can test the hypothesis that fastest is better.
Of course, the rubber-chewing M3 is still on our minds, but let’s ignore it for the time being. While the starting price for the 318i SE in the current 3 Series lineup is only PS25,160, the 340i approaches PS40,000. The price of a 320d with chic M Sport trim is PS32,770.
However, the 340i has twice as many cylinders and more than double the power as the entry-level car, although costing 50% more. It has a top speed of 155 mph and can accelerate from 0 to 62 mph in under 5.5 seconds. On deserted German autobahns, that would be helpful, but is it equally useful in the UK?
How is the BMW 340i?
A fantastic “Driver’s Car,” the BMW 340i xDrive is. It has a ton of performance features, plush interior finishes, and is enjoyable to drive. This 3-Series 340i xDrive is so much fun to drive and has more space and features than its predecessors. You’ll enjoy it.
The BMW M340i is dependable.
Even though the BMW M340i xDrive has only had one yearly service at about 7,500 miles, it has so far shown to be dependable. The Park Assistant seemed to have run into a ghost more than once and then just decided to disappear, for whatever reason. Every time, after switching the car off and back on, it reverted to regular operation.
So far, the only costs associated with ownership have been the cost of insurance and petrol, both of which are quite similar to those of the M2. I get around 17 mpg on average, which is respectable given that I do most of my city driving in Sport Plus. On a road trip to Northern Arizona, I once returned 38 mpg while traveling at a speed of about 80 mph, which is outstanding for a 382 horsepower turbo-six. No BMW is the least expensive to operate, but this one isn’t either. I’m satisfied with the cost of ownership so far in general.