BMW 3 Series VS Audi RS3
BMW 3 Series
- A PHEV keen drivers can embrace at last
- Useable real-world pure-EV commuting ability
- Quality BMW cabin design and presentation
- Lofty pricing, and that's before expensive options
- Reduced boot capacity compared to regular 3 Series
- 2.0-litre turbo four lacks BMW six-cylinder refinement at higher revs
- Lovely and powerful five-cylinder engine
- A joy to drive
- Still looks amazing after all these years
- Lacking some advanced safety tech
- Shorter warranty than some rivals
- About to be replaced
BMW 3 Series
Is the 330e the best of both worlds?
A plug-in hybrid electric vehicle (PHEV), it’s a part-time electric car for the city and a full-time sports sedan for everywhere else.
Both were based on the previous F30 3 Series shape. However, this year’s all-new G20 iteration improves the breed with a bigger boot, up to 50 per cent better range and brawnier performance.
The thing is, it shares showrooms with the 330i and M340i xDrive, which represent a powerful return-to-form for the 3 Series.
So, the question isn’t so much ‘Is the 330e a good enough PHEV?’ more so than ‘Is the PHEV worthy of the BMW badge?’ Let’s find out.
|Engine Type||2.0L turbo|
|Fuel Type||Hybrid with Premium Unleaded|
You might have noticed that there are new rivals to the Audi RS3 sedan.
The Mercedes-AMG A35 sedan could be considered a competitor. Or maybe the new-generation Mercedes-AMG CLA35, or the even more expensive Mercedes-AMG CLA45 S. And you can’t forget the all-new BMW M240i Gran Coupe.
This is a segment with plenty of action. So where does one of the older players in this part of the market stand against its new competitors? Well, you might be surprised just how well it still stacks up, despite having first launched here more than three years ago.
There’s an all-new, powered-up RS3 expected in 2021, but the brand is seeing out the current model range with a new variant, the Carbon Edition, which is tested here. Is it still worth considering? You’ll have to read the lot to find out.
|Engine Type||2.5L turbo|
|Fuel Type||Premium Unleaded Petrol|
BMW 3 Series9/10
You know about Goldilocks and the Three Bears, right?
Well, its themes of too little or too much apply for buyers of an eco-focused luxury sports sedan. If a hybrid like the Lexus IS 300h isn’t electrified enough, and a pure EV such as the Tesla Model 3 is going too far, then a PHEV like the 330e plugs the gap just about perfectly.
Yes, prices are high (and especially so with a few choice options), boot capacity is on the low side for a 4.7-metre long sedan and that lusty four-pot turbo is sonically no match for a turbine-smooth BMW inline six as per the M340i, but the 330e does most of the expected things well and some of the ones you might not exceptionally.
Pay the price and you can have your cake and eat it too.
There may be newer competitors, but it could be said that the Audi RS3 - despite being a seasoned player in its segment - is a sweet spot offering for those after a compact, sporty and eye-catching car. I'd certainly have it over its closest rivals, even if it is getting long in the tooth.
It is due for some big changes soon and you just know the next-gen model will step up the game big time in terms of interior design and improved technology. But as a swan song, the final versions of the current RS3 in Carbon Edition trim see it out on a high.
BMW 3 Series
Remember when BMW 3 Series were compact three-box sedans that looked like nothing else? Today’s version seems so close in size to a 5 Series that only an anorak can instantly tell them apart. In fact, at a glance, differentiating the current G20 from the old F30 generation isn’t so easy, either.
It’s no surprise, then, to learn that both the 3- and 5 Series share the company’s scalable, light but super-strong ‘Cluster Architecture’. Imbued with a large-car feel, the 330e is elegant in silhouette and handsomely detailed, its imposing stance highlighted by the M Sport lowered suspension (by 10mm) and bi-colour five-prong double-spoke 19-inch alloys and (optional) Laser-light LEDs.
Flying under the radar for an eco-warrior, there is nothing other than two ‘filler’ flaps to give the PHEV game away externally. It’s all business as usual.
The same cool insouciance permeates our 3 Series’ leather-laden and metallic-accented cabin, that is now properly spacious for four adults. It still retains the signature-BMW driver-centric dashboard angle, but the style certainly isn’t retro, with twin large digital displays and a myriad of personalisation and vehicle configuration choices underlining the 330e’s modernity.
Aided by plenty of eco incentives to go PHEV, in Europe, BMW expects the 330e to be the best selling version; that said, given the inherent conservatism of premium medium sedan buyers globally, there is virtually nothing about this model’s overall execution that is too futuristic, intimidating or oddball.
I’ve long thought the Audi A3 sedan, and therefore the Audi RS3, is the most compellingly design small sedan of the modern era - possibly ever. Not many compact three-box models have the proportions and lines that this model has, and even seven years after the current-gen A3 launched this body style still looks gorgeous.
And in RS3 guise it cuts a striking figure, with the Carbon Edition adding plenty of eye-catching elements including different gloss black 19-inch alloy wheels, a gloss black exterior styling pack (logos and Audi rings in black), a panoramic sunroof, tinted windows, and Carbon mirrors. The Carbon Pack also gets rid of the matt aluminium window surrounds in exchange for black finishes.
All told, it looks extremely sleek and surprisingly modern, given the age of the platform. The interior isn’t quite as up to date, though - more on that below.
But this particular test car had the RS design package inside, which adds a number of nice additions such as black armrests with red stitching, Alcantara trimmed knee pads on the centre console (also with red stitching) to stop you bumping your knees against hard plastic when you’re out on the track, as well as red surrounds on the air vents, red trim on the outboard seat belts, and floor mats with RS3 logos and red stitch.
In terms of size, it is still a compact and urban-friendly offering, with dimensions of 4479mm long (on a 2628mm wheelbase), 1802mm wide and 1406mm tall.
BMW 3 Series
For a swoopy sports sedan, the 330e’s interior is pleasingly practical and – after a little familiarisation – user-friendly. As the biggest-ever 3 Series, four average-sized adults can fit in easily, while a smaller fifth person can crowd in on the rear-centre cushion. For short periods, anyway.
One surprise is the lightness of the doors due to them being partly aluminium, which means while they close with a reassuring thud, they’re might feel flimsy at first.
No such misconceptions await once inside the cocoon-quiet cabin, thanks to solid and lush materials everywhere the eye lands and hands touch. Even the plastics seem expensive.
As the 3 Series is famous for, the 330e’s dash is driver-centric, with ample adjustability of the fat-rimmed wheel and unimpeded reach for most of the important switchgear. Sat low and cosily ensconced between door and bisecting centre console, the mood is definitely grand-touring sports sedan.
For this generation, BMW has honed the once-controversial 'iDrive' controller into an artful yet logical example of on-the-move multimedia interface and data retrieval, with a concerted effort to simplify what is a mountain of available information.
Of course, familiarisation is essential, but even a short tuition will open up a world of configuration and customisation of every single facet of the car – chassis, powertrain, climate control, audio, communication and media being the main platforms. Sounds intimidating but isn’t.
To help relax (or energise), there’s even a ‘Caring Car’ feature in the sub menus with appropriately chilled ambient lighting, audio and climate control.
Indeed, the Germans have made strides in improving the perceived quality and functionality in other areas of the latest 3 Series, such as the gear lever operation, thoughtful storage and effortlessly effective ventilation.
However, the digital instrumentation has ignored decades of classy analogue style for a messy computerised multi-view layout that is just too Space Invaders.
Sure, it’s multi-configurable and includes a less-cluttered basic screen, but where’s the sophistication and beauty here? Notice to carmakers: would you wear a watch this ugly?
Moving to the back seat, the optional sunroof might eat into rear headroom, and really long-legged travellers need to ensure the front-seat occupants are as far forward as comfortably possible, but otherwise it’s the same story of well-sculptured cushions and backrests, set within a business-class style environment.
Twin USB-C ports, a 12V outlet and temperature controls are a bonus, hungry door pockets can take a large drink bottle and the essential cupholders are set within the centre armrest.
The only giveaway that this 3 Series is hauling extra electrification is inside the boot. Somewhat shallower than the regular 480-litre item, a higher floor than usual cuts that by 105L to 375L.
But at least the battery doesn’t intrude to the point where you can’t use the cabin load-through with the tri-sected backrests folded down (via a handy lever if you’re standing behind the vehicle). A through-loading system is part of the standard 40/20/40 split-fold backrest.
The floor itself is stepped half way, but if you require a flat surface, it can be lifted to even out the area. And remember, there is no spare wheel – just tyres that can be driven ‘flat’ as required to drive you to the nearest garage.
I mentioned the interior is starting to look a bit old, and that’s because this design - while revolutionary back in 2013 when this generation of A3 sedan launched - hasn’t changed much over the years.
Sure you can now get it with the tech you’d want, like the 12.3-inch digital instrument cluster which looks amazing, and the media system with the latest smartphone mirroring tech and wireless phone charging. But the screen itself isn’t touch-capacitive, and that means you have to use the rotary dial to go through menus - that’s not how smartphones were designed. You’re supposed to touch the screen.
So the concept of phone mirroring is flawed, here. It is good to be able to use your phone’s apps, but it’s not as easy to use as it should be.
Thankfully the media unit is teamed to an excellent, punchy sound system, and it’s the sort of car you’ll want to listen to your favourite albums in, rather than boring time-burning podcasts. It takes a certain drive experience to elicit that reaction - well, for me it does.
It’s a shame the dashboard design is looking rather plain by modern standards. The pop-up (even retractable) media screen is comparatively tiny, and while the ergonomics are good and all the buttons and switches feel of a high quality, it just isn’t quite as special feeling inside as the price tag suggests it should be.
Well, that’s until you see the sports seats. These are artworks, with beautiful stitching and superb bolstering and comfort. They really lift the ambience, and combined with the high-quality materials it feels sporty, but luxurious too. And the interior has the option of the black and red trim seen here, or black with rock grey stitching, or the blue-jeans-repelling Moon Silver with grey trim.
The seats are great, but I wouldn’t have minded being able to sit myself a little lower. I loved the feel of the part-Alcanatra steering wheel, too. There’s something about an abundance of Alcantara that just works (it’s on the door trims and the optional padded knee sections, too).
Of course there is dual zone climate control, seat heating and rear seat air-vents, and the aforementioned wireless phone charger is hidden in the centre covered armrest, and that also has twin USB ports plus a auxiliary jack.
Most other newer models have those ports and charge pads in front of the gear selector, but in the RS3 there’s not much usable space there. You can fit a wallet, but not much else, and behind it there are twin cup holders, and there are bottle holders in the doors.
Back seat space is okay but not great. My knees were hard up against the seat in front when it was set for my 182cm (6’0”) frame, and my head was scraping the lining as well. If you’re taller, you’ll also have to watch your noggin getting in an out as the door apertures are quite small.
There’s also limited foot space because of the transmission tunnel reaching from front to rear. But the seat comfort is very good.
The back seat amenities comprise a 12-volt outlet but no USB ports, and in the doors your find bottle holders while there’s a flip down armrest with cupholders as well, plus twin mesh map pockets.
While adults might find things a bit squishy in the rear (don’t expect things to be much better in any of its rivals!), there are dual ISOFIX outboard seat anchors, and three top-tether child seat points.
Boot capacity is small at 315 litres, especially for a sedan. That’s 20L less than the Sportback hatch’s rear capacity, but you can fold down the rear seats if you need extra room, with 770L available.
Price and features
BMW 3 Series
It’s clear that electrification will become the norm in the not-too-distant future, from hybrids combining internal combustion engines (ICE) with electric motors and batteries, to the full battery electric vehicle (EV) and eventually hydrogen EV experience.
Somewhere along that spectrum, and nestled between the 320i (from $68,900) and 330i (from $74,900), is the 330e.
Arriving from Germany in either racy M Sport or dreary Luxury grades from $81,900 (before on-road costs), it features an electric motor and battery pack for up to 60km of pure EV propulsion, before a four-cylinder turbo-petrol engine kicks in for in excess of 1800km between refills, officially. Range anxiety be damned.
Mind you, the similarly-engined 320i but minus the electrification is almost 300kg lighter. Blame all that extra electrification swag like an 83kW synchronous motor, 10.3kWh lithium ion battery and a five-metre 1.8kW charging cable.
Being a PHEV means it needs up to six hours to recharge from a regular 10-amp household plug, down to a minimum of around 3.5 hours from a larger power source.
In contrast, a non-plug-in, series-parallel hybrid like the Lexus IS 300h barely manages 2.0km of sub-40km/h-only EV range, before its ICE takes over to replenish a much-smaller battery pack, and relegate the electric motor to mere performance and/or economy boosters only. That’s why the Lexus is some $20,000 cheaper.
Though both promise slightly less EV range than the 330e, the former is comfort-biased while the latter is a bit of a Swedish hot-rod, blitzing all for sheer oomph while scoring all-wheel drive into the bargain.
Note, however, that from $75,425 (before tax and on-road costs) will buy you the mouthful Tesla Model 3 Standard Range Plus RWD (rear-wheel drive). As a pure EV, the Yank has kicked the ICE habit with a silent and furious need for speed.
Not that our 330e M Sport Package isn’t hot to trot, with its M Sport-enhanced suspension, brakes, aero body kit, 19-inch alloys shod with run-flat tyres (so no spare wheel), steering wheel, Alcantara/Sensonic vinyl upholstery and ‘Shadow Line’ gloss-grey trimmings. Menacing.
The BMW’s list of goodies is barely good enough for a sedan that’s over $90K drive-away. You’ll find adaptive dampers that switch seamlessly from firm to soft depending on how stiff/supple you want the ride to be, auto entry/start, stop/start, heated/folding/dipping mirrors, two USB and a single 12V ports, tri-zone climate control, electrically adjustable front seats with driver’s-side memory, three-year subscription-based in-car emergency and concierge services, Apple CarPlay (but still not Android Auto at the time of publishing), 12.3-inch digital instrumentation with head-up display, a 10.25-inch central screen, satellite navigation, extended Bluetooth connectivity, an unreliable ‘Hey, BMW’ voice-activation system, digital radio, 205W amplifier audio, a 32GB hard drive, wireless smartphone charger and a personalisation function in the key saving all your preferred settings.
On the safety and security front there’s also autonomous emergency braking (AEB), warnings and active assistance/intervention for steering, lane-change, lane-departure and front/rear cross-traffic (with braking) situations, full-auto parking with surround-view 3D cameras and sensors, adaptive cruise control with full stop/go, auto high-beam LED headlights with delay/off, rain-sensing wipers, low-speed EV-mode acoustic warnings for pedestrians and localised recharging info including range radius. Handy.
Still, a sunroof is optional, as are our car’s trick 'Laser-light' active/adaptive LEDs, ambient cabin lighting, motion-sensor electric bootlid, seat and steering wheel heaters, galvanised trim, and other goodies, amounting to over $10,000. All blow out pricing towards $100K. Ouch.
At least you can pre-set the climate control in your 330e via a BMW app. Cool!
The list price of the regular Audi RS3 sedan is now $86,500 plus on-road costs, which means it’s a bit pricier than when it first launched (at $84,900). That comes down to currency fluctuations over the past few years, as nothing has really changed over the period since launch in March 2017.
It’s worth noting there is a new addition to the 2020 RS3 sedan range - the RS3 Carbon Edition, as tested here - which lists at $89,900 (MSRP) and has no mechanical changes compared to the standard model, but gets a number of design changes which we’ll cover off in the next section.
That means it is considerably more expensive than the BMW M235i xDrive Gran Coupe ($72,990) and even the Mercedes CLA35 ($85,500), though the RS3 has considerably more grunt than those cars - in fact, it’s closer in terms of engine specs to the CLA45 S, though that model lists at a huge $111,200. More on horsepower below.
And of course, the RS3 sedan is only one part of the RS3 range - you might also be interested to look at the Sportback hatch version, which is more affordable ($83,800). You can get it in Carbon Edition trim, too, at $87,200.
What do you get in the RS3? Standard equipment includes: 19-inch alloy wheels in matt titanium, LED headlights and LED daytime running lights, LED rear lights with dynamic indicators, matt aluminium window surrounds, a reversing camera, front and rear parking sensors, a body kit, rear spoiler, auto headlights with auto high-beam, auto wipers, heated side mirrors with passenger’s-side auto-dipping when reversing.
Further standard gear includes adaptive cruise control with stop and go traffic assist, Audi drive select with four different modes (Auto, Comfort, Dynamic, Individual), electric front seat adjustment, front seat heating, Audi’s 12.3-inch Virtual Cockpit instrument cluster, 7.0-inch media screen with MMI touch dial controller, sat nav, Audi connect online services and Wi-Fi hotspot, Apple CarPlay and Android Auto phone mirroring, Bluetooth phone and audio streaming, wireless phone charging, two USB ports and DAB digital radio, and a Bang & Olufsen sound system with 14 speakers.
For a full breakdown of the standard safety inclusions, see the safety section below.
Our test vehicle had Nardo Grey paint, one of several no-cost optional colours that also includes Mythos Black Metallic, Kyalami Green, Daytona Grey Pearl, Tango Red Metallic, Florett Silver metallic and Glacier White metallic. Two Crystal Peal colours will cost you an extra $728: Ara Blue and Panther Black.
Our car further had the RS design package for $1950. More on that in the design section below.
Engine & trans
BMW 3 Series
BMW’s modular (B48) 2.0-litre four-cylinder engine delivers 135kW of power and 300Nm of torque, and drives the rear wheels via a ZF eight-speed automatic. The latter is regarded as one of the best transmissions of its type in production today.
That transmission also houses the 83kW/105Nm synchronous motor, while the 10.3kWh battery pack is located underneath the back seat. Total outputs are 185kW/420Nm.
Each power source works together to create a smooth and quiet EV experience up to a published 60km, before the 2.0-litre takes over the main driving function, but powering down again when coasting or under very light throttle, to help eke out maximum mileage between refills.
There are three modes to choose from – 'Sport', 'Hybrid' and 'Electric' – with the latter allowing for pure EV driving as long as the batteries are juiced up enough; otherwise the default Hybrid setting kicks in, where both propulsion options are used to maximum efficiency.
Back in Electric mode, in Battery Control mode, the driver can pre-select a minimum battery charge level for use later on where conditions are better-suited to EV driving – such as in downtown.
There’s also a so-called ‘XtraBoost’ function, providing up to 30kW of extra power (topping out at 215kW) for short periods, and is accompanied by a fake/enhanced exhaust note. It’s a bit of a scorcher, actually, revving hungrily to the redline and reeling in the horizon like a proper BMW should.
Don't go searching for an evocative in-line six-cylinder soundtrack, however. Instead, there's simply a zingy metallic snarl as the tacho swings swiftly upwards. S mode loves holding on to each gear ratio, aided by a thoughtfully placed set of paddle shifters.
Overall, the 3 Series PHEV is surprisingly rapid – clearing the 100km/h marker needs just 5.9 seconds – but subjectively actually feels even faster. BMW limits the 330e's EV top speed to 140km/h, or 230km/h in dinosaur-fuel mode.
Unlike all of its rivals, the Audi RS3 gets an engine with five cylinders instead of four.
Yep, it’s a 2.5-litre five-cylinder turbo-petrol engine producing 294kW of power (at 5850-7000rpm) and 480Nm of torque (from 1950-5850rpm). As you can see, the power band is linear - despite the uneven number of cylinders.
How does it compare to those rivals I mentioned earlier? The A35 sedan and CLA35 both have 225kW/400Nm, so you can see why I said it was a mismatch. The BMW M235i is closer, at 225kW/450Nm despite being a lot cheaper. And the CLA45? It punts them all on engine performance, with 310kW/500Nm.
Hey, there are rumours the next-generation RS3 will have as much as 331kW. So maybe wait for that car, if you’re really interested in horsepower heroism. But trust me - there’s ample grunt on offer here.
BMW 3 Series
On the flipside, BMW reckons over 1800km is possible, thanks to the official combined figure of only 2.2 litres per 100km. That’s outstanding range, especially considering the fuel tank is a teeny 40 litres.
Maybe it was the addictive allure of all that XtraBoost oomph, or perhaps it’s the porky 1740kg throwing its weight around, but we could not better 6.3L/100km during our week with the Bavarian wunderkind.
BMW recommends either premium unleaded (95 RON plus) or E10 ethanol, so no standard stuff, please.
Meanwhile, in EV mode, less than 40km is the real-world range, and that can drop dramatically with amenities running like the AC. The EU electricity consumption figure is 15.4kW/h/100km, which is reasonable for the 330e’s size and weight.
The claimed combined cycle fuel consumption figure for the Audi RS3 is 8.5 litres per 100 kilometres, which is reasonable for a car with this level of performance.
On test, across a mix of driving, I saw a return of 9.1L/100km. Not too bad.
The fuel tank capacity is 55 litres, but you need to fill it with 98RON premium unleaded petrol.
BMW 3 Series
The good news is that the 330e is designed for built-up and urban environments, since it benefits from a quiet electric motor to whoosh you along almost silently and always serenely for up to that 60km official range. Acceleration is instant, punchy and remains strong as speeds quickly rise, making the BMW ideal for darting in and out of traffic gaps.
In the real world, with the climate-control switched on and other drains on the car, that drops to under 40km, though that can often be more than enough for most commutes. If there’s access to a normal 10a socket, the BMW will be fully charged to get you back home in fewer than six hours.
Of course, the beauty of a PHEV is that the main form of motivation is a brilliantly muscular and responsive BMW 2.0-litre four-cylinder turbo petrol engine, which really gives the 330e wings as a fast and fluent open-road grand tourer. It just laps the miles up.
Still, running on petrol, the Bavarian is as impressive around town, too, since there’s a hefty lump of low-down torque on tap for prompt throttle responses. The superb eight-speed torque-converter auto provides an almost supernatural ability to select the right ratio at the right time, and in a most harmonious manner too.
Perhaps this is a one-off blip in our test car, but a concerning powertrain jolt was discernible from somewhere in the transmission at step-off, as if the 330e is struggling to reconcile electric and petrol power seamlessly.
Every aspect of the BMW PHEV’s powertrain and chassis – engine, transmission, steering and suspension – can be altered from a cushy softness to a muscular firmness, according to the mood of the driver (or passengers).
Although never heavy, there is substance to the steering even at slower speeds, and the upshot is an engaging and involving experience. Switching to Sport intensifies everything, for an edgier, more athletic experience.
Great for keener folk seeking the 3 Series’ enthusiast’s machine reputation. That said, the turning circle is tight for easy manoeuvrability, while the auto parking feature helps getting the sedan into tighter spots, and generally works reliably.
Adaptive dampers do a great job in helping to smother out most of the bumps and ruts of suburbia’s roads, though larger speed humps can expose the limits of available suspension travel as well as ground clearance (147mm).
Out on the open road, the steering is a boon, working with the taut chassis for sharp handling and balanced roadholding. Displaying towering levels of roadholding, the 330e simply remains glued to the road, even at speed.
One small observation is that the 330e lacks a mechanical limited slip differential, so there isn’t quite the surgical handling crispness that elevates the latest 330i into the dynamic stratosphere.
That, plus the extra mass of the PHEV, do dull the steering’s sharpness and BMW’s overall agility slightly. Never stodgy, just not supernaturally athletic. That’s the price you pay for parsimony.
Finally, in the sportier settings, with the stability and traction controls’ hold loosened, the tail can be made to swing out, meaning the driver must remain alert and ready to reel it all back into place.
This isn’t as much a flaw as a playful aspect of the 330e’s very broad dynamic bandwidth. There’s something for everyone.
There’s something really special about a five-cylinder turbocharged petrol engine.
The way that it builds pace and drama in such a linear fashion despite being inherently unbalanced is awe-inspiring.
The sound of your acceleration is actually more dramatic outside the car than in. When you’re driving and pushing the throttle hard, you’re rewarded with a muted roar - the sort you hear in movies when the kidnappee has been gagged with a cloth but can still make enough noise to get curious attention.
Outside the car it’s more prevalent, as the sports exhaust and heavy breathing air intake combine for plenty of road presence.
Audi has quite a history with this type of engine. And teamed with the brand’s “quattro” all wheel drive system and dual-clutch automatic transmission, the acceleration on offer is simply addictive.
The transmission is smooth and snappy when it shifts. In the sportier driving modes - with Dynamic selected, or in S on the transmission - the revs will rise and hold, before the transmission rapidly snaps to the next gear.
In more sedate driving - in Comfort drive mode in D - you will notice a little bit of low-rev turbo lag and transmission spool-up from a standstill. But if you do suddenly plant your foot on the throttle, it responds mightily no matter the mode.
For me, the five-cylinder engine offers a more entertaining experience than its closest high-power four-cylinder rivals. It’s quick, tremendously enjoyable to accelerate in, and just a whole lot of potentially-licence-risking fun.
The adaptive magnetic ride suspension is firm but that’s to be expected of a sports sedan with this level of intent, and in Comfort mode it actually settles pretty well. Even over repetitive pockmarks it never felt like things were getting clumsy or that it was tripping over itself. In fact it’s a beautifully composed car even in the most sporting drive mode, Dynamic, and over my drive it never felt like it was doing the wrong thing despite some challenging road surfaces.
There was immense grip and traction in tight twisting corners, and while the steering mightn’t be as pinpoint accurate in Dynamic mode as I’d like, it was still really easy to sew together a series of bends without ever feeling like things were getting out of hand.
I actually preferred to set up my own Individual driving setting, with Comfort steering and suspension but Dynamic everything else. In regular Dynamic mode the steering is a little heavy and dull while in Comfort mode the steering is lighter and makes the car feel a little bit more agile.
All told, I didn’t want to stop driving the RS3 - even after 700km. It bodes well for the next-generation model, that’s for sure.
BMW 3 Series
As part of the G20 3 Series line-up, the 330e achieved a five-star ANCAP crash-test rating in October, 2019.
There basically isn’t an active or passive safety item left unticked in this grade, meaning AEB (operational from 5km/h to 210km/h), stability and traction control, anti-lock brakes with electronic brake-force distribution, cornering brake control and brake-assist, active lane-change and lane-departure warnings and intervention, front and rear cross-traffic alert with braking and blind-spot monitoring.
Eight airbags are fitted – front and side airbags for driver and front passenger and head airbags for all outboard seat occupants.
There’s also adaptive cruise control with full stop/go functionality, as well as a low-speed EV-mode acoustic warning for pedestrians and cyclists to get out of the way. That’s set to about 20km/h.
The Audi RS3 runs with a five-star ANCAP crash test rating that was awarded to the regular Audi A3 range way back in 2013, and things have changed a lot since then. But so has the safety offer in the A3/S3/RS3 line.
The RS3 has auto emergency braking (AEB) which Audi calls Audi pre sense front which includes low-speed pedestrian detection - but unlike other versions of the tech that run under the same banner, the one employed in this generation of A3/S3/RS3 doesn’t have cyclist detection - the next-gen model is certain to. Also missing is a surround view camera and front cross traffic alert, among others.
It does, however, have adaptive cruise control with stop and go traffic function, not to mention Audi’s active lane assist tech which can keep you in the centre of your lane, as well as lane departure warning, blind spot monitoring, rear cross traffic alert.
In the RS3 you get seven airbags (dual front, driver’s knee, front side, full length curtain), and as mentioned above, there’s a reversing camera alongside front and rear parking sensors.
As mentioned, the game has moved on a bit - and we expect the next-gen A3/S3/RS3 to get considerably more safety technology, even if this existing model’s offering isn’t terrible.
BMW 3 Series
The 330e’s servicing is condition-based, depending on how it’s driven and other factors, with a dash warning appearing to let the driver/owner know when it’s time. In the UK, a two-year/30,000km interval is advised, if that helps.
No capped-price servicing regime is offered, but the 'BMW Service Inclusive Basic' packages cover scheduled servicing from three years/40,000km to five years/80,000km, and start from $1350.
Audi offers buyers the option of choosing a pre-purchase servicing plan, rather than offering a conventional capped price service plan.
That means you’ve got the option of a three-year/45,000km service plan, at a cost of $2320, or a five-year/75,000km plan at $3420. It covers most standard items, excluding brake pads or discs and wiper blades. Compared to AMG rivals, those prices are actually pretty sharp.
As you may have guessed, service intervals are pegged at 12 months/15,000km.
The brand hasn’t really kept up with rivals such as Genesis and Mercedes-Benz (both of which offer a five-year warranty), and as such Audi still offers a three-year/unlimited kilometre warranty plan at the time of publishing. That warranty cover also includes roadside assistance at no cost.