First Drive: 2020 BMW 330e plug-in hybrid

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MUNICH, Germany – There’s no doubt today that the future of personal transportation is all about sustainability, reducing your carbon footprint, finding cleaner sources of fuel, and basically being friendlier to the environment while driving. But that doesn’t mean you have to make serious compromises in terms of driving pleasure if you want to do your part to ease the burden on Mother Nature — at least not yet. The  2020 BMW 330e is the firm’s latest iteration of the 3 Series plug-in hybrid, and it is greener than before, while also becoming more powerful and more engaging to drive.

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The big deal with the new 330e is a much improved and more efficient hybrid powertrain that boasts 50 per cent more electric range than the previous 330e, or up to 66 km according to European testing. The 330e’s 2.0-litre turbocharged inline four develops 184 horsepower, and an electric motor adds up to another 113 hp. Combined output is 252 hp and torque is 310 lb.-ft., though Sport mode activates what BMW calls XtraBoost, which provides maximum electric power at full throttle, or 292 hp combined, for up to 10 seconds. The previous 330e made 248 horsepower, and had no added electric boost.

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The gasoline engine is mated to a smooth-shifting eight-speed automatic. The 330e tested in Germany is a rear driver, and although we’re told it can be built with an all-wheel-drive power train, the folks at BMW would not confirm if the 330e would arrive in Canada with AWD; the outgoing model is a rear driver. Note that the latest 5 and 7 Series plug-in hybrids are built on xDrive power trains, so it’s possible this will be announced closer to market launch. The electric motor is mounted between the engine and transmission, replacing what would normally be a torque converter. Instead of a torque converter, a multi-plate clutch is used to launch the car when the engine is running.

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The 330e now rides on the latest 3 Series chassis , which was introduced to market earlier this year. It boasts 25 per cent more overall rigidity; the wheelbase is 41 mm longer and the wheels have been set wider apart. This really improves handling compared to the previous generation 3 Series, and this is no less true for the heavier 330e.

At 1,815 kg it is 46 kg heavier than the previous 330e, and 270 kg heavier than the 330i . That added weight is due to the larger 12 kWh lithium ion battery that replaces the previous 330e’s 7.6 kWh battery. The new modular battery now extends below the rear seat, whereas the previous unit extended no further than the trunk. Trunk space is reduced compared to the 330i, down to 375 litres from 480.

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Although it is carrying added heft, the 330e is remarkably strong off the line, its maximum combined torque propelling it from a stop to 100 km/h in 5.9 seconds; that’s just one tenth of a second slower than the 330i. Steering is light, yet sharp and precise, and body roll is well managed when cornering at speed — it feels as taut as a 3 Series should feel.

What is notable about the 330e is its energy management system. Hybrid mode is the default drive mode when pushing the start button, so the engine does not fire, and the car can be driven silently and emissions-free up to 110 km/h before the cylinders fire up, which is a 30 km/h increase over the previous 330e. When the gasoline engine is called into duty, it is done so seamlessly — only a change in the background colour of the instrument display giving away the use of gasoline.

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Unless Sport mode is selected, the energy management system is programmed to use mostly battery power, but without draining the battery if you have a destination set in the navigation system. It’s designed this way so that there will be a reserve of electric power when you reach your destination — especially important in Europe, where many city centres have bans on gasoline-powered vehicles. It will also use GPS and mapping information to optimize battery replenishment while driving, automatically favouring engine power on the highway, and electric power in urban areas.

When Electric mode is selected, prioritizing the electric motor, the car can reach a top speed of 140 km/h, which is a 20 km/h increase over the current 330e. Claimed charging time from an empty battery to an 80 per cent charge is 2.4 hours when using a level 2 charger.

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My 330e test car is equipped with BMW’s optional Live Cockpit, which includes a 12.3-inch high-resolution instrument screen, and 10.5-inch central touchscreen with Apple CarPlay. It also includes the optional BMW Intelligent Personal Assistant voice-recognition system that responds to “Hey BMW,” followed by a command. As long as you have a good cellular connection, the system works well using regular speech.

A number of driver assists are available, either as standard or part of separate packages, including the unique Back-Up Assistant. This feature continuously records the last 50 metres of forward travel at speeds below 35 km/h, and retains the information in memory indefinitely. This is useful if you drive into a tight spot and would like to back out without scuffing fenders. Assuming you didn’t touch anything on the way in, the car will steer out, the driver only having to control the brake and throttle.

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The latest 330e benefits from some emissions-reducing improvements, while boasting performance that’s almost on par with the new 330i. Because this is a very early exposure to the new 330e, many Canadian specifications are not yet available, including adjusted electric range (the way it’s measured in Canada differs from the European method), fuel consumption, and, of course, pricing. The previous 330e claimed 7.8 L/100 km combined, and sold for $51,200, which was a $5,600 increase over the previous-generation 330i — the new 330i starts at $49,000. The 2020 330e will be arriving at dealers early next year.