BMW 330e vs Subaru Impreza

What's the difference?

The 330e M Sport is an excellent car, but it could be a much better hybrid.

In Australia, where driving distances can be vast, a car that's as comfortable and easy to live with as this one is welcome. But for the electric range to dissipate so quickly, and not recoup again at a fast enough rate without plugging into a charger, is disappointing.

There are other plug-in hybrids, even among the more affordable mainstream brands, which can return charge to the battery incredibly quickly and effectively on the go.

If you are looking to make the step into a hybrid, then perhaps consider a fully electric car. There isn't a battery electric 3 Series on the market in Australia (yet), but BMW does sell the iX1 small SUV for less money than a 330e or the iX3 for a tad more.

Both are pure electric SUVs and have a range of between 400-500km. You'll never need petrol again, which makes a hybrid seem outdated.

The 2024 Impreza delivers on all the key things which have made the nameplate so well regarded for the last 30-odd years.

The issue is, buyer expectations have moved on. Hatchbacks need to do more than ever to compete with small SUVs, and with today’s fuel prices it’s far more valuable to offer hybrid rather than all-wheel drive.

This is why, despite the sixth-generation Impreza being a tidy high-tech offering with an admirable commitment to safety, I think it will ultimately continue to shrink its market share. This Impreza really is one for the fans.

Once upon a time sedans were all we drove, well mainly. Then SUVs became the style of car most people wanted. In fact, three out of four new cars sold in Australia today are SUVs.

So, I commend you on your choice of not just doing what everybody else does, and you'll be rewarded with better driving dynamics, and ownership of an iconic BMW - the four door, 3 Series.

And even though this is a plug-in hybrid version of the 3 Series it's identical in styling to the petrol variants. Only the light blue border around the BMW roundel is the indication that it's an electric vehicle. That and the charging flap near the left front wheel.

The M Sport pack adds some very sexy features such as the M Sport aerodynamic body kit, the door sills and M Sport seats, but the M Sport Pro Pack our car came with adds a black gloss grille, boot lid spoiler and the snazzy seat belts.

The cabin's double screens are impressive but I miss analogue gauges and found the digital instrument cluster overly busy and led more by cool design than functionality.

Over the years the Impreza has changed in its design and intention so much.

Once known primarily for its sporty sedan variants, today’s Impreza is a far more contemporary hatchback, forgoing the once wagon-like shape for something with the traditional bubble silhouette to align with its rivals.

For better or worse, it also syncs up with the rest of Subaru’s range, with the brand’s current design language on full show, but it also barely evolves from the previous-generation version from the outside.

It trades the chunky square light fittings from the previous car for something a bit more refined this time around, with a similar look and feel to the WRX and Outback.

Inside also gets a similar fit-out to other Subarus in the range, complete with a raised centre console, shapely dash, and the same huge screen from the Crosstrek and Outback which dominates the space and helps simplify things compared to the busy interior and multiple screens of the previous car.

It’s a cosy space with chunky comfortable seats and the signature bumper car steering wheel is a stand-out bit of Subaru design.

Even the base car with its plastic trimmed wheel and basic cloth trims in the door is basic in an almost refreshing way, but unlike some rivals manages to be comfortable, too, thanks to soft trims for your elbows in the doors.

People will tell you SUVs are more practical than sedans... and they're right, but not in as many ways as they probably think.

The cabins of sedans and SUVs of the same size are close in terms of space, but the 330e comes with excellent storage - better than many SUVs I've tested, featuring enormous door pockets, and a deep centre console storage bin.

There are four cupholders, too. Two in the fold down armrest in the back and another two up front.

There's also wireless charging up front, plus USB ports for the back passengers. The second row also has its own climate control and directional air vents.

Legroom is excellent in the back and I can sit behind my driving position with plenty of room to spare. Headroom is also excellent thanks to the tall roofline of the 3 Series.

Where a sedan isn't as practical as an SUV is its ride height, which makes getting in and out of the latter easier (although the 330e's doors open very wide) and its boot opening.

SUVs have hatch-like openings and that offers a wider and taller aperture for carrying cargo.

The 330's boot was still big enough to fit our two largest CarsGuide suitcases (see the video), but the location of the battery means cargo capacity has been reduced from 480 litres in a petrol 330i to 375 litres in this 330e.

Living up to the adventure-ready Subaru promise, the Impreza's interior is quite functional.

Even though many controls have moved to the big central screen, there are individual buttons for temperature adjustment and a permanent touch function for fan speed on the lower third of the screen.

It would be nice to see a full set of physical buttons for climate functions, but this seems like a decent compromise.

Elsewhere there are large bottle holders in each door with a small accompanying pocket, two more rigid bottle holders in the centre console, a small tray behind them, and a huge armrest console box.

Under the multimedia screen there is a bay with a wireless phone charger, but like the Crosstrek, it is finished in a hard plastic material, which means your phone will easy slide around and out of the charging area in the corners, which seems like an oversight.

Adjustability is great, even in the base car, with flexible seats and a wide range of movement for the wheel, letting you easily find a suitable seating position. Width in the cabin is okay, but headroom is excellent.

The back seat offers a solid amount of room for myself behind my own seating position, at 182cm tall, but the middle position is no good for an adult thanks to the presence of a large raise in the floor to allow for the all-wheel drive system underneath.

Amenities for rear passengers are only okay in the base car, with a large bottle holder in the door and a further two in a drop-down centre armrest. There are no adjustable rear air vents or USB power outlets in the L, but outlets are added in the R and S.

Boot space is on the small side, with only 291 litres (VDA) on offer. The high floor means a limited amount of space with the luggage cover in place, although I was surprised to find we could fit the full three-piece CarsGuide luggage set once it was removed, so long as you’re okay not being able to see out the rear window.

Under the floor, the Impreza sports a space-saver spare wheel - a must-have for long-distance regional travellers.

Now in sixth-generation form, the 2024 Impreza range has been trimmed down to just one hatchback bodystyle and three trim levels - the base L, mid-spec R, and top-spec S.

True to Subaru form these variants are all priced quite close together, and the base L comes with pretty much all the kit you’ll need, with the R and S grades adding mainly luxuries to the equipment list.

Now starting from $31,490, before on-road costs, the Impreza is not as affordable as the previous-generation version, and while it manages to pack a relatively high level of standard equipment, some of its key rivals are a bit cheaper in a segment where every dollar matters.

For example, you can get into a hybrid version of Toyota’s Corolla (Ascent Sport Hybrid - $32,110) for similar money to the entry level 2.0L, the Kia Cerato can be had for under $30,000 (Cerato S Auto - $27,060) while the outgoing Hyundai i30 is significantly cheaper in its most basic trim level (i30 Auto - $26,000).

What might make you think twice is the Subaru’s standard all-wheel drive, where all of its rivals are front-wheel drive, but in an environment where fuel costs are high, I can understand why people would prefer to see a hybrid version instead.

Unlike the Impreza’s Crosstrek small SUV relation, there’s no ‘e-Boxer’ hybrid variant.

Still, standard equipment is high even on the base 2.0L. Included are 17-inch alloy wheels, LED headlights, a massive 11.6-inch multimedia touchscreen with wireless Apple CarPlay and Android Auto and you even get a matching wireless phone charger.

Elsewhere the base car gets cloth seats with manual adjustment, a plastic steering wheel, analogue instrument cluster with a small digital display, and importantly, the majority of Subaru’s very good active safety equipment is standard.

So, what do you get for stepping up the range? At $34,990, the 2.0R adds premium cloth seat trim, additional charging ports in the rear, eight-way power adjust for the driver, heated front seats, a leather steering wheel and shifter, steering responsive LED headlights, and LED fog lights.

At the top of the range, the $37,990 2.0S adds a 10-speaker audio system, built-in sat-nav, an electric sunroof, and synthetic leather seat trim.

The cabin tech, safety, and standard all-wheel drive are the real draws, but you have to want them. The Impreza isn’t the stellar value buy it once was.

The 330e M Sport has a 2.0-litre petrol engine and an electric motor. The engine makes 135kW while the motor produces up to 80kW, for a combined dollop of 215kW. Total torque is more than sufficient at 420Nm.

Acceleration to 100km/h from zero feels as quick as the 5.8 seconds BMW claims and that's also about a tenth of a second brisker than the 330i.

The 'XtraBoost' function combines the total output of both the engine and motor briefly providing that great acceleration.

An eight-speed automatic shifts gears smoothly with the drive going to the rear wheels.

I like all this very much - the responsive engine, the fantastic transmission, the extra oomph from the motor and the way it all works together seamlessly. It's just a shame it's not as efficient as some other new plug-in hybrids.

The Impreza is equipped with just one engine and transmission for its sixth-generation, a 2.0-litre (FB20) four-cylinder horizontally-opposed ‘boxer’ engine mated to a continuously variable automatic transmission, driving all four wheels via the brand’s signature ‘symmetrical’ permanent all-wheel drive system.

The FB series is a development of the successful EJ series engines which lasted from 1989-2021. This more recent engine has new material science, heads, and seals which have helped the brand push service intervals out to 12 months rather than six, and should address issues which the older engines developed over time.

Power is on-par, but not a stand-out in the segment, with peak outputs of 115kW/196Nm.

The 330e M Sport is a plug-in hybrid which must be connected to an external power source regularly to charge its 12kWh battery.

The charging flap is located on the left side of the car near the front passenger door, which worked well for me as I could steer the 330e into my driveway and connect to a powerpoint on the wall using the charging cable provided.

It took me about six hours to charge the battery to 100 per cent from zero and that gives you a maximum 57km of electric driving range.

During my four days with the 330e Sydney's summer temperatures were hitting 34-degeres Celsius and with the climate control keeping the cabin at a hospitable 18C electric range was seriously cut short to about 40km.

I drove the 330e in hybrid mode nearly all the time - this is a hybrid after all. But there is a 'Sport' mode for more grunt and a 'Battery Hold' mode to save the charge for later.

I started with a full charge and a full tank of petrol, and for four days I lived with the 330e as I do with all my test cars.

I didn't aim to get the best fuel economy ever, nor was I wasteful with fuel. My wife and I, plus our two kids, just used it as our family car, doing trips to the beach, endless laps of the supermarket car park looking for a space, a birthday party, the lot.

I drove 154.7km over those four days and charged it on the second day after the battery was drained completely before driving another 70km or so over the next couple of days.

When I filled up after this it needed 7.74 litres to reach full again - it's a small 41 litre tank.

That converts to average fuel consumption of 5.0L/100km, which is bang on double the 2.5L/100km BMW says you should get.

I don't doubt you could get 2.5L/100km, but you'd have to be doing short trips and charging almost every time you weren't driving. And not use the climate control on an icy blast setting.

I've tested other plug-in hybrids that achieved much better mileage and that's because their on-board charging capabilities were excellent.

Some were even able to use the petrol engine to power the motor in reverse and therefore act as a generator to recharge the batteries fully.

The 330e M Sport doesn't do a good job of charging its battery while on the go. Sport mode does recoup charge to the battery, but again, if you're doing a long motorway trip that charge evaporates fast.

I don't think this type of plug-in hybrid is suited well to our country where we don't blink an eye at travelling 100km for Christmas lunch and then drive back again.

Also think about if you ever go on a trip away and don't have access to a power point or public charger. It's happened to me.

One issue with having a non-turbo, non-hybrid 2.0-litre engine with all-wheel drive is relatively high fuel consumption. The Impreza has an official combined cycle fuel consumption figure of 7.5L/100km which is less than impressive in today’s market of hybrids and downsized turbocharged engines.

In my week of mostly stop-start city driving, the test example drank 11.1L/100km, which is disappointing.

Mercifully, it is capable of running on 91RON unleaded. For those who care, the CO2 output is officially 170g/km which is well above the 140g/km it would need to be at to avoid the wrath of incoming vehicle emissions regulations.

The 330e M Sport is outstanding to drive. The driving position is superb, the steering is effortless and accurate, handling is excellent and the ride is beautifully comfortable.

Brake pedal feel is surprisingly good for a hybrid - some have a wooden sensation.

The transition from electric motor to petrol engine is also remarkably smooth.

Acceleration in Sport mode is sudden, with the engine and motor combining their mumbo to move you. There is a 'fake' or synthesised exhaust note in Sport mode, but it sounds convincing.

Speaking of sounds at lower speeds, in fully electric mode the 330e emits a warning tone to alert pedestrians of your presence. It's quite loud in car parks and does actually make people turn around looking for a UFO.

Have you driven a Subaru in the last 10 years? The drive experience here is pretty much uniform with the rest of the automaker’s range.

This means a lot of very appealing traits. For example, the new Impreza has a comfortable, compliant ride, really nicely weighted steering, and solid handling even on slippery surfaces courtesy of the all-wheel drive system.

The FB series engine also has a good bit of pull fairly early in the RPM range which makes it deceptively spritely, although power really hollows out the more you push it.

This makes it nice to drive around town, but less impressive when it comes to overtaking on the freeway.

This is reinforced by the continuously variable automatic which lends the engine a thrashy, rubbery character when pushed, but is nice and predictable at lower speeds.

The rev-happy engine is also quite noisy when a lot is asked of it, and like a lot of Japanese cars, but Subarus in particular, tyre roar picks up in the cabin above 80km/h.

It’s a comfortable and family-friendly drive, and I particularly like the way the plethora of active safety systems sit by the wayside and don’t interfere with the overall experience.

It is just a bit of a shame it doesn’t move the drive experience forward by a huge amount. The current Impreza doesn’t feel meaningfully different from the fifth-generation version which debuted in 2016.

The majority of active safety equipment is standard across all three Impreza variants including auto emergency braking up to freeway speeds with reverse auto braking, lane support systems, blind-spot monitoring with rear cross-traffic alert, traffic sign recognition, lead vehicle start alert, driver attention alert, and adaptive cruise control.

Stepping up to the 2.0R or 2.0S nets you the front parking camera for a 360-degree parking suite, and high-beam assist for the LED headlights.

Expect the usual traction, brake, and stability controls, alongside the more modern torque vectoring system and an impressive suite of nine airbags. The new Impreza is yet to be rated by ANCAP.

The 330e M sport is covered by BMW's five-year/unlimited kilometre warranty. The hybrid battery is covered by a six-year/100,000km warranty.

BMW offers a five-year/80,000km service package for the 3 Series for $2150.

Service intervals are condition-based, and the car will let you know when it's time for a check-up.

Subaru offers its fairly standard five-year and unlimited kilometre warranty on the Impreza, with 12 months of roadside assist included.

There is also a five-year fixed-price service program covering the first 75,000km, although it’s nowhere near as affordable as the Corolla or i30, coming in at an average annual cost of $464.64.

The Impreza needs to be serviced once every 12 months or 15,000km, whichever occurs first.