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| 2013 BMW 3-series |
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| 2013 BMW 3-series |
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| 2013 BMW 3-series |
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| 2013 BMW 3-series |
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| 2013 BMW 3-series |
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| 2013 BMW 3-series |
The 3-series will grow slightly, more so in wheelbase than in overall length. While its front-engine, rear-wheel-drive architecture remains similar to the current model’s, the powertrain package comes in for a big overhaul.
The four-door sedan is in essence a downsized 5-series, longer, sleeker and more homogenous than the model it supersedes, with none of the polarizing cutlines, flame surfaces, and quirky details. The coupe is not just a two-door sedan with a lower roofline but boasts bespoke sheet metal from nose to tail, featuring more sculptured flanks, a more steeply raked windshield and rear window, a sportier front section and a totally remodelled rear end. To enhance the passive safety performance, BMW has opted for prominent B-posts and thus for fixed rear side windows.
Contrary to earlier plans, the convertible is now likely to retain the controversial retractable hardtop, which is particularly popular in North America and China. There is a slim chance that we might see a 3-series Speedster with a manual fabric roof and a lowered windshield. If that does happen, this car would be engineered and marketed by the M division.
Turbocharged, 2.0-liter four-cylinder engines take the place of the naturally aspirated inline-six; the N55 engine, a single-turbo inline-six, will be the top powerplant for the regular models. Above that, Kay Segler’s M division takes over: We expect the next M3 to be powered by a twin-turbocharged inline-six instead of the current model’s thirsty 4.0-liter V-8.
Europeans will have a choice of four- and six-cylinder diesel engines; the turbocharged, 3.0-liter inline-six diesel could be offered stateside as well. And there will likely be a gasoline hybrid for the U.S. market.
Power will be channeled to the wheels through a six-speed manual or a ZF-sourced eight-speed automatic. All-wheel drive remains an option.
The four-door sedan is in essence a downsized 5-series, longer, sleeker and more homogenous than the model it supersedes, with none of the polarizing cutlines, flame surfaces, and quirky details. The coupe is not just a two-door sedan with a lower roofline but boasts bespoke sheet metal from nose to tail, featuring more sculptured flanks, a more steeply raked windshield and rear window, a sportier front section and a totally remodelled rear end. To enhance the passive safety performance, BMW has opted for prominent B-posts and thus for fixed rear side windows.
Contrary to earlier plans, the convertible is now likely to retain the controversial retractable hardtop, which is particularly popular in North America and China. There is a slim chance that we might see a 3-series Speedster with a manual fabric roof and a lowered windshield. If that does happen, this car would be engineered and marketed by the M division.
Turbocharged, 2.0-liter four-cylinder engines take the place of the naturally aspirated inline-six; the N55 engine, a single-turbo inline-six, will be the top powerplant for the regular models. Above that, Kay Segler’s M division takes over: We expect the next M3 to be powered by a twin-turbocharged inline-six instead of the current model’s thirsty 4.0-liter V-8.
Europeans will have a choice of four- and six-cylinder diesel engines; the turbocharged, 3.0-liter inline-six diesel could be offered stateside as well. And there will likely be a gasoline hybrid for the U.S. market.
Power will be channeled to the wheels through a six-speed manual or a ZF-sourced eight-speed automatic. All-wheel drive remains an option.
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