<img src="http://images.mid-day.com/images/2016/oct/30bmw.jpg" alt="" /> A boot volume of 480 litres is on par with the rest of the segment
The new BMW 3 Series is sharp, mildly aggressive and sounds excitedly vocal, yet restrained. Evolved from the F30, it packs sharper LED clusters front and rear and some restyled lines to make it appear more lithe and agile.&nbsp;
The 320d was the only version on offer so far. The previous model did have a 184-PS 320i and a 245-PS 328i, both displacing as much as a large soda bottle. This time, there&rsquo;s just a 320i but it has a new engine that puts out similar power and torque figures as the older one did. But the torque has a better spread.
<img src="http://images.mid-day.com/images/2016/oct/30BMW2.jpg" alt="" /> A boot volume of 480 litres is on par with the rest of the segment
BMW is offering the 320i in two trims: Prestige and Luxury Line. We tested the Luxury Line, complete with its chrome garnishes, 17-inch wheels with 225/50 tyres, and a sunroof. The 320i Luxury Line gets the eight-speed Steptronic sport automatic transmission. Apart from the usual Comfort, EcoPro and Sport drive modes; it has a &lsquo;Sport+&rsquo; mode and gearshift paddles behind the steering wheel.
It has an iDrive system that packs handwriting recognition, a DVD drive, an integrated 20 GB hard drive for maps and audio, a satellite-navigation system with 3D maps, all usable on an 8.8-inch display. You also get nine speakers and a hi-fi audio system with Bluetooth connectivity and audio streaming capabilities, all of which aren&rsquo;t available in the Prestige trim level.
 <img src="http://images.mid-day.com/images/2016/oct/30BMW3.jpg" alt="" /> Seats are firm but high on ergonomics and the cabin is well put together
There are three colour choices for the leather upholstery. However, while BMW is offering the 320i with head airbags, it doesn&rsquo;t have curtain airbags.
The interior is a familiar affair. The seats are firm but supportive and the cabin feels solid. The hand-brake lever is another element that lends relief in this connected day and age; no little &lsquo;P&rsquo; marked electronic parking brake in here.
There is stability and traction control and the car won&rsquo;t roll back when you move from the brake to the throttle on a steep hill if you happen to get caught behind a stray buffalo. There is a manual option; it&rsquo;s just not available here.
<img src="http://images.mid-day.com/images/2016/oct/30BMW4.jpg" alt="" /> Straightforward analogue console has an old- school charm
The new 1,998cc in-line four with its TwinPower Turbo delivers 184 PS from 5,000 RPM and a decent 270 Nm between 1,350 and 4,600 RPM. That&rsquo;s an enhanced torque spread, 100 revs higher than before. The engine sounds refined with a hint of eagerness at idle. Move from &lsquo;Comfort&rsquo; or &lsquo;EcoPro&rsquo; to &lsquo;Sport&rsquo; or &mdash; if you want the leash loosened further on the traction control &mdash; &lsquo;Sport+&rsquo;.
Put your foot down and the 320i shoots forward with an intensity that seems just as restrained as its exhaust note. It&rsquo;s a quick car, getting from zero to 100 km/h in 8.7 seconds. There is a bit of lag at the very bottom. I blame the unholy system of having modern-day electronics control physics that themselves have limitations such as a spooling fan with its own latency. There is lag, and it&rsquo;s not necessarily entirely the turbo&rsquo;s fault.
<img title=" The 2.0-litre TwinPower Turbo petrol puts out a healthy 184 ponies" src="http://images.mid-day.com/images/2016/oct/30BMW5.jpg" alt=" The 2.0-litre TwinPower Turbo petrol puts out a healthy 184 ponies" /> The 2.0-litre TwinPower Turbo petrol puts out a healthy 184 ponies
Nevertheless, the 320i feels urgent and aggressive as the revs climb up. The exhaust note is so sonorous it eggs you to keep the pedal floored.
The speedometre moves on to an indicated 161 km/h before traffic requires us to brake hard. The steel discs pack enough punch to allow for progressive, but consistent and fade-free braking. Swerving to avoid an incident is easier because this 3 is not just low; it&rsquo;s also quite light, at 1,450 kg. The steering wheel feels positively tiny but is firmly weighted and works just like it should.
The pitch under hard acceleration and braking is rather evident, but it&rsquo;s not a bad thing at all. It adds to the feel. As does that feeling of being pressed into the seat back at 5,000 RPM.
<img src="http://images.mid-day.com/images/2016/oct/30BMW6.jpg" alt="" /> &nbsp;Sharp lines and sporty looks are a reflecftion of its dynamics.
Like the E90 and first F30 before this one, the ride is quite firm. It&rsquo;s fun for the driver, but isn&rsquo;t really the plush kind. The fit-and-finish is good, and the equipment list is quite long on the Luxury Line. Of course, that Bavarian badge has a lot to do with the purchase. It&rsquo;s quick, it&rsquo;s nippy and it&rsquo;s fun, and in the right sense of each of those words. It feels like a small car on the move and it gives you confidence to throw it around corners knowing it will stay planted. It even sips responsibly, achieving 10 km/l in the city and 15 km/l on the highway, for an 11.25 km/l overall figure in our fuel consumption tests. Plus, the tag of R42.70 lakh (ex-showroom) is not too steep, considering the current position of the market. If you want even more, there&rsquo;s always the M3.
There&rsquo;s a reason the BMW 3 Series has been widely recognised as the best family sedan. It builds on its predecessor. It is roomier, more comfortable and packs more of what you need. It has got it all, but in the simplest of ways. And that&rsquo;s why it&rsquo;s a winner.

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