Mercedes-Benz E-Class VS BMW 3 Series
- Numb steering
- Rear headroom in coupe/cabrio
- So-so warranty
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
To say Mercedes-AMG is popular in Australia is like saying the young people are fond of Drake, or that football fans seem to appreciate Ronaldo’s skills.
Per head of population we buy more of the three-pointed star’s go-fast specials than any other country on the globe. Typically, between 15 and 20 per cent of all Mercs sold here are of the AMG variety.
The ‘43’ suffix appeared on C and E Class variants, meaning a 3.0-litre, twin-turbo V6 had been slotted under the bonnet, providing enough grunt for day-to-day enjoyment without the hardcore edge of a big-banger V8.
But the boffins at AMG’s Affalterbach HQ can’t seem to help themselves because the E 43 has been replaced by, you guessed it, the gruntier E 53.
Powered by a 3.0-litre, in-line six-cylinder turbo engine, the 53-series delivers close to 15 per cent more power and a huge dollop of extra torque courtesy of its tricky ‘EQ Boost’ starter/alternator system.
So, has the civility and relative efficiency of Merc-AMG’s only slightly psycho E Class models been maintained, or has another beast been released?
|Engine Type||3.0L turbo|
|Fuel Type||Hybrid with Premium Unleaded|
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|
The Mercedes-AMG E53 is a supremely refined and satisfying performance/luxury package. For those who want the practicality and style of a high-spec E-Class, with an extra performance boost (but not the full-fat V8 drama) it’s got to be an appealing option. Plus, the high-tech hybrid drivetrain is brilliantly executed and seamless in operation.
Does the E 53 AMG do enough to warrant the hallowed Affalterbach seal of approval? Tell us what you think in the comments section below.
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.
Keen car-spotters will pick the E 53 courtesy of its ‘twin-blade’ radiator grille (in silver chrome) with black mesh insert in place of the standard E-Class ‘diamond’ version, and a distinctive ‘A-wing’ front apron design.
AMG-specific side sill panels link the front fascia to a rear treatment including a high-set diffuser panel and quad exhaust tailpipes finished in high-gloss (black) chrome.
The interior doesn’t vary dramatically from other high-end E-Class variants, the biggest differences being grippier, leather-trimmed sports seats, dark ash wood trim on the dash, console and doors, plus an ‘AMG Performance’ steering wheel trimmed in nappa leather.
A twin (12.3-inch) screen ‘Widescreen Cockpit’ media and instrument array includes the ability to scroll through an AMG-specific digital display, scrollable through ‘Classic’, ‘Sporty’ and ‘Progressive’ configurations.
Via the AMG menu it’s also possible to call up read-outs including engine and transmission oil temp, acceleration (longitudinal and lateral), engine outputs, turbo boost pressure, tyre temps and pressures, as well the current vehicle set-up.
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.
Despite availability in sedan, coupe and cabriolet form, the E 53 launch drive program focused exclusively on the coupe and cabrio.
Like all E-Class models the E53 offers plenty of space up front, as well as a generous, lidded console box incorporating multiple USB ports.
A second flip-top section in front of the media controller houses a pair of cupholders, oddments space and a 12-volt power outlet, plus there’s a medium-size glove box, and the doors feature long bins including big bottle holders.
Rear room in the sedan is typically E-Class generous, with three adults across the back seat a genuine option on shorter journeys.
Adjustable air vents are welcome, and a fold-down armrest houses two cupholders and a lidded bin, with another two USB ports provided. Door pockets incorporate bottle holders and there are map pockets on the front seatbacks.
The sedan’s boot capacity is 540 litres, more than enough to swallow a pram and accompanying baby ‘stuff’, or our three-piece hard suitcase set (35, 68 and 105 litres). And the 40/20/40 split-folding seat back liberates yet more space.
Backseaters (two only) in the coupe and cabrio are well catered for. Legroom is surprisingly substantial, although with the roof up, at 183cm, headroom for me was just adequate. With the cabrio’s roof down however, that improved considerably. Worth noting that sensors in the front seats’ adjustment system stop them from hitting a rear passenger’s knees. Nice.
In terms of storage and convenience, there’s a pair of cupholders between the seats, adjustable air vents, map pockets, and some oddments space near the outside armrests.
Boot capacity in the coupe is 425L and 385L in the cabrio, with the rear seat splitting and folding to offer through-loading space. An electrically controlled, retractable separator in the soft-top’s boot defines the space filled by the roof when folded (which still leaves 310L).
Tyres are run-flat on all variants, so don’t bother looking for a spare of any description.
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.
Price and features
Pricing for the Mercedes-AMG E 53 ranges from $167,129 (plus on-road costs) for the sedan, through $172,729 for the coupe, and $181,329 for the cabriolet.
Then the cabrio is something of an outlier, with the BMW M4 Competition ($165,615) again a smaller but faster and cheaper option. In the hunt for other performance-focused 2+2 convertibles, you’re into the entry-point of Porsche’s 911 line-up with the Carrera Cabriolet ($248,350) representing a close to $70k premium.
All variants are suitably well equipped. On top of the standard performance and safety tech detailed in later sections, the E 53 is fitted with dual-zone climate control, 13-speaker Burmester audio (including digital radio and Apple CarPlay compatibility), keyless entry and start, nappa leather trim, sports seats, ‘AMG Performance’ (flat bottom) sports steering wheel (also trimmed in nappa leather), adaptive LED headlights (plus active high beam), and 20-inch alloy wheels.
Also included are the Widescreen Cockpit display (twin 12.3-inch screens covering multimedia and instruments as well as ‘Linguatronic’ voice control), sat nav, ambient interior lighting (64 colour options), active cruise, a configurable head-up display, electric front seats (heated with memory), wireless phone charging, wood grain interior trim, electric steering column adjust, rain-sensing wipers, and a panoramic sunroof.
All that stacks up well for a contender in this part of the market. You pay the big bucks, you get all the fruit.
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!
Engine & trans
Already used in other AMG models, including the entry-level version of the just-released flagship GT 4-Door, the E 53’s (M256) in-line six is a 3.0-litre all-alloy unit featuring direct-injection and a single turbo, supplemented by an electric compressor (turbo if you prefer) which builds up charge pressure prior to the main turbo coming on song. Turbo lag, be gone!
The EQ Boost starter-alternator is housed in an electric motor fitted between the engine and transmission, driving a 48-volt electrical system to support the additional compressor as well as the car’s traditional 12-volt functions (lights, cockpit, multimedia and other control units) through a DC/DC converter.
Maximum torque (520Nm) is available from just 1800rpm all the way to 5800rpm, with peak power (320kW) taking over at 6100rpm. But the EQ Boost’s hybrid party trick is the ability to drop in a brief full-throttle burst of 16kW/250Nm. Whoosh.
Drive goes to all four wheels via a nine-speed dual-clutch auto transmission and an AMG Performance turned version of Merc’s ‘4Matic’ all-wheel drive system, using an electro-mechanical clutch to distribute torque between the permanently driven rear axle and variably driven front axle.
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.
Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is line-ball for sedan (8.7L/100km), coupe (8.8L/100km), and cabriolet (9.0L/100km) variants, emitting 199, 200, and 204g/km of CO2 respectively in the process.
Start-stop is standard, minimum fuel requirement is 95RON premium unleaded, and you’ll need 66 litres of it to fill the tank.
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.
It only takes a few kilometres behind the wheel of the Mercedes-AMG E 53 to recognise that it fulfils its job description pretty well.
With claimed 0-100km/h acceleration sitting in the mid-4.0sec zone (coupe 4.4sec, sedan/cabrio 4.5sec) it’s fast, but not brutal. It growls without rising to the full-blown roar that’s become the aural signature of the current 63-series AMG V8s.
But don’t take that to mean meek and mild. It’s properly rapid and the sports exhaust, particularly with the drivetrain mapped to the ‘Dynamic Select’ system’s ‘Sport+’ mode leaves you (and everyone in a 200-metre radius) in no doubt that you’re driving something special.
Dynamic Select allows individual calibration of the engine, transmission, suspension and steering. Around town with everything dialled in to ‘Comfort’ the E 53 is as refined and compliant as any other high-spec E-Class.
Despite the standard 20-inch rims shod with low-profile run-flat rubber (245/35 front, 275/30 rear) the ‘AMG Ride Control’ adaptive damping combines with the overall air suspension system to provide excellent ride comfort.
Find a twisting B-road and push into ‘Sport’ or Sport+’ mode and the car’s character changes distinctly. All 520Nm of maximum torque is available from just 1800rpm right up to 5800rpm. And while that’s plenty, pin the throttle and an additional 250Nm (and 16kW), courtesy of the EQ Boost hybrid system joins the party.
Press on and as peak power (320kW) takes over at 6100rpm you’ll notice the horizon is approaching rapidly. The additional electric compressor means power delivery is beautifully linear, and the hybrid boost is undetectable.
The nine-speed dual-clutch auto is as smooth at parking speeds as it is at maximum attack. Manual changes (up and down) are rapid and positive, accompanied by entertaining blips and bangs from the exhaust in the more aggressive drive modes.
The coupe is the lightweight of the trio, weighing in at 1895kg, with the sedan and cabrio sending the needle roughly 100kg further to the right. But despite that not insubstantial kerb weight, and the all-wheel drive set-up, all feel light and nimble for their size.
While the variable steering adjusts seamlessly as lateral forces increase, no matter which mode is selected, road feel is modest at best. But the AWD system shuffles drive to the right wheel without fuss and power down out of quick corners is satisfyingly solid.
With all this performance, on-tap braking is critical, and the standard set-up is perforated and internally ventilated discs all around (370mm front, 360mm rear) clamped by four piston calipers at the front and single piston floating calipers at the rear. After an ‘enthusiastic’ session on the launch drive they remained progressive and strong.
The multi-adjustable sports front seats are comfy when they need to be, and with the side bolsters adjusted inwards, secure and grippy as G-force builds. Top-notch ergonomics complement this satisfying and well resolved dynamic package.
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.
You’d expect any current passenger model wearing the three-pointed star to be on the leading edge in terms of active and passive safety, and the E Class range scored a maximum five ANCAP stars when it was assessed in late 2016.
The E 53’s crash avoidance tech includes ABS, EBD, brake assist, AEB, ESC, traction control, blind spot monitoring, lane keep assist, fatigue detection, a surround camera system, tyre pressure monitoring, and traffic sign recognition.
And if a crash is unavoidable all models feature dual front and dual front side airbags, a knee airbag for the driver, plus full-length curtain airbags… even a first-aid kit.
The sedan features three top tether points and two ISOFIX child restraint anchor positions across the back seat, with a two-and-two count in the coupe and cabrio.
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.
Mercedes-Benz offers a three-year/unlimited km warranty, with 24-hour roadside assist included for the duration. Not exactly leading edge when you think about Kia at seven years/unlimited km and Tesla’s eight-year/160,000km cover.
Scheduled maintenance for the E 53 is set at 12 months/25,000km, and service plans are offered at silver and platinum levels for up to five years/100,000km.
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.