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The M350 xDrive is the ultimate mainstream version of BMW's G50-era 3 Series. And the version of that model that gets the Munich maker's definitive 3.0-litre in-line straight six beneath its bonnet in a fiery state of tune. Still want that M3?
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Background
If we were to tell you about BMW 3 Series with 443hp that gets to 62 mph just 4.1s, you'd automatically think we were talking about an M3. Instead, the model in question isn't a fully-fledged M car at all. Welcome to the M350 xDrive.
This is the fastest mainstream version of the eighth generation G50-era 3 Series - the successor to the well-regarded G20-era M340i xDrive. That car was already the thinking person's M3 alternative. Well this M350 might arguably fill that role even more effectively. Let's take a closer look.
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Range data
| Min | Max |
| Price | 66785 | 66785 |
| CO2 (g/km) | 187 | 187 |
| Max Speed (mph) | 155 | 155 |
| 0-62 mph (s) | 4.1 | 4.1 |
| Combined Mpg | 34.5 | 34.5 |
| Min | Max |
| Length (mm) | 4765 | 4765 |
| Width (mm) | 1850 | 1850 |
| Height (mm) | 1455 | 1455 |
| Boot Capacity (l) | 450 | 450 |
| Power (ps) | 443 | 443 |
| Torque (lb ft) | 580 | 580 |
Driving experience
What's served up here is a high performance variant fast enough to make some question the need for the forthcoming new-generation M3. The M350 xDrive shoe-horns a 3.0 straight six petrol unit under this MK8 model's expanded bonnet line; as with the old M340i xDrive, it's a mild hybrid. The total output, 443hp, is more than the G20-era M3 and a big step up from that old G20 340i xDrive model's 392hp.
That's due to new turbos, redesigned intake ports and combustion chambers, different cam timing and smoother exhaust routes. Plus the contribution from the mild hybrid electrical system is increased to 18hp. The result is 580Nm of torque and a 0-62mph time of just 4.1s. For reference, an i3 50 xDrive with 469hp has 645Nm of torque and manages 0-62mph in 4.7s.
As for the handling segment benchmark that the 3 Series is always supposed to represent, well BMW has sought to embellish that in all variants with a stiffer chassis, a wider track (front and rear), a tweaked steering ratio and (on the M350) a new 'Drift Moment' feature that forces the car into rear-wheel drive. If you like your driving, there's nothing else in the segment that will feel quite the same.
There are engineering differences here over what went before, borrowing from the 'Heart of Joy' concept in the i3 where four 'brains' control every aspect of the drive dynamics - much like a conductor leading an orchestra. It's called something different here (the 'driving stack') but the principle is the same. Meaning less wiring, quicker more direct reactions to driver input and extra technology; such as the new 'Motorway Assistant' which (where legal) allows for hands-free driving at up to 81mph.
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Design and build
This top M350 model is set apart from the lesser 320 version by yellow daytime running lights and its rear quad exhaust system. But otherwise, the look is much the same. There's something about the compact silhouette of this G50 design that says '3 Series', but you'd be unlikely to recognise the model lineage from a glance at the front or the rear. What you probably would recognise is the almost identical resemblance to the brand's i3 saloon, which has a distinctive Neue Klasse BMW era look that not everyone likes.
In fact there are dimensional differences between the EV and combustion '3' models, the i3 being fractionally shorter but 15mm wider and 25mm taller. At 4,760mm, the G50 combustion design is 52mm longer than its G20 predecessor - which makes it about the same size as a Mercedes C-Class, but quite a bit smaller than the other key class rival, Audi's A5. So far, we've been talking about the 3 Series saloon; there will of course be an alternative Touring estate body shape (though not from launch).
Even without getting the tape measure out, you should be able to differentiate the combustion 3 Series from an i3. Because it has to package a straight six powertrain, the bonnet of the fossil-fuelled model is longer and lower and the windscreen sits at a more upright angle. There are different wheel designs too - in sizes between 18 and 20-inches.
It's harder to see the combustion version differences inside - there are hardly any as this eighth generation design adopts the very different digital interfaces of the brand's latest models. Including the distinctive steering wheel, above the rim of which you view the company's configurable 'Panoramic iDrive' set-up which runs in a narrow band along the bottom of the windscreen. That does away with the need for a conventional instrument cluster and everything else you'll need is on the strangely-shaped 17.9-inch control touchscreen. There's an optional 3D head-up display. Also new for a 3 Series is the availability of a full-length glass roof.
Rear seat space has never been a 3 Series selling point - and it still isn't courtesy of a 2,880mm wheelbase length (fractionally shorter than that of the i3) that's an insignificant 9mm longer than before. You'd probably choose an Audi S5 in this class if you wanted more generous rear passenger space. And this BMW loses out on boot capacity too. The saloon model's 450-litre figure (though about the same as a C-Class and 30-litres more than the i3) is actually 30-litres less than the previous generation model.
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Market and model
For this top M350 xDrive, BMW wants around £67,000 - which is a substantial £13,000 or so more than an equivalent i3 50 xDrive. And about £22,000 more than the lesser combustion version, the 211hp 320.
The M350 comes with all the features of top 'M Sport Pro' trim, which means it has an 'Iconic Glow' illuminated front grille, sun protection glass, electrically-adjustable M Sport seats, red M Sport brakes, an M steering wheel, M seat belts, black exterior mirror caps and Adaptive LED headlights. In addition, the M350 xDrive also gets a Harman Kardon surround sound system, adaptive M suspension and three-zone automatic climate control.
As you'd expect, there are loads of camera drive assist features, included in the standard 'Driving Assistant Plus' package. Here, systems control the speed and distance from the vehicle in front and help the driver to keep the vehicle comfortably in lane. The system can also automatically detect recognised speed limits and adjust the speed before bends, roundabouts and turns.
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Cost of ownership
Let's get to the efficiency stats. With the M350 xDrive, you're looking at up to 34.5mpg and 187g/km of CO2. Which is down on the car it replaced (the G20 M340i xDrive managed 36.2mpg and 177g/km). But pretty close to the figures of the lesser 320 variant (37.7mpg and 169g/km). Mild hybrid tech ought to be getting more efficient by now but on this evidence, that's not happening and it's being hobbled by extra safety system weight.
Depreciation levels should be strong - and certainly as good as you'd get from this model's Mercedes and Audi rivals. On to the warranty package. BMW's warranty only lasts for three years but it includes an Emergency breakdown service and at least it isn't mileage limited - unlike the comparable package you'd get as standard with a rival Audi. You can of course extent the warranty with either monthly or annual payments. There's a three year paintwork warranty and the usual 12 year anti-corrosion warranty. Obviously you'll be paying an awful lot more in BiK taxation than you would be for an i3: that's maybe a conversation for you to have with your accountant.
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Summary
So why would you pay vastly more for an M3 in preference to choosing this M350 xDrive? At present, we're struggling to answer that question because this top mainstream G50 3 Series model looks to be the pick of the line-up.
The Munich maker's 3.0-litre in-line six cylinder engine should sound great, performance is frantic and the xDrive's system's grip is momentous. True, the M350 doesn't have the pavement presence of an M3, but that visual subtlety might be what attracts many to it. In short, if you're looking for the ultimate compact sports saloon, this might well be it.
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