BMW 3 series F30 (2012-2019): What buyers need to know

Introduced in 2012, the F30 debuted in 2011 while the E90 generation was still on sale. The sedan was released first, followed by the wagon, which interestingly enjoyed significant interest for this type of body style. The Gran Turismo version, with a wheelbase extended by 4 inches, was introduced in 2013.

In 2015, the BMW 3 Series underwent a facelift, with changes mainly to the front and rear lights and bumpers. However, the most significant change came under the hood with a new range of engines, especially the gasoline ones, the most interesting being the 3-cylinder 1.5-liter engine. The Euro 6 emission standards prompted these changes.

What differentiates the F30 from the E generation is the noticeably larger cabin space, although it still doesn't match the Passat, Mondeo, or French competitors. Beyond the increased rear space, the sedan's trunk grew from 15 to 17 cubic feet, and the wagon's trunk from 16 to 17.5 cubic feet. The wagon retained the classic opening rear window in the tailgate. The Gran Turismo model is the most spacious, boasting the largest trunk at 18 cubic feet.

The classic BMW's traditional rear-wheel-drive setup remains intact. There is also plenty of sporting spirit and excellent drivability, though depending on the specification and equipment, the BMW 3 could be either more comfortable or sportier.

The F30 remains a beautifully crafted, comfortable car for daily use and long trips. It is quiet and has outstanding high-speed driving characteristics. The interior changes from the previous generation are minimal, with some elements remaining the same. Transitioning from the E90 to the F30 isn't a huge leap.

Compared to its predecessor, the F30 features an entirely new platform and turbocharged engines. The chassis is a multi-link setup, and many cars are equipped with adaptive dampers. The steering system is electrically assisted, and well-known driver assistance systems are regularly available.

The xDrive all-wheel drive includes an electronically controlled clutch that engages the front axle. It works similarly across all BMW models. The 3 Series is tuned sportily with a rear-wheel bias, providing near-perfect traction on snow or rain-soaked roads.

The BMW F30 is equipped exclusively with turbocharged gasoline engines with direct fuel injection. Before the facelift, it featured the N series engines; post-facelift, the B series for gasoline and diesel engines.

The four-cylinder gasoline engines range from 1.6 to 2.0 liters, with outputs from 136 to 252 HP. There was only one six-cylinder engine, a 3.0-liter offering 306 HP (N55), and a post-facelift, 326 HP (B58). Excluding the sporty M3 version, a separate model, the smallest unit is the 1.5-liter three-cylinder engine, debuting in 2015, replacing the 1.6-liter motor.

The diesel range was similar. Initially, the N family included 2.0—and 3.0-liter units with outputs from 116 to 313 HP, later replaced by the B family. However, the N57 engine, in two power variants, did not find a successor and was not offered until the 2018 model year.

There were also hybrid models. Two variants were offered: the first, BMW Active Hybrid 3, featured a six-cylinder gasoline engine as a classic hybrid with 340 HP. In 2016, a plug-in hybrid appeared with a 2-liter engine, renamed the 330e iPerformance, boasting 252 HP. Both models featured rear-wheel drive only.

Understanding the model naming and linking it with the engine requires more than knowing that a 2 in the middle denotes 2 liters and a 3 denotes 3 liters. BMW often used smaller units than in previous generations. Here's a complete list for clarity:

Gasoline engines:

                              
• 316i – 1.6 l, 136 HP (pre-facelift)
• 320i EfficientDynamics - 1.6 l, 170 HP (pre-facelift – sedan only)
• 318i - 1.5 l, 136 HP (post-facelift)
• 320i - 2.0 l, 184 HP (pre- and post-facelift)
• 328i - 2.0 l, 245 HP (pre-facelift)
• 330i - 2.0 l, 252 HP (post-facelift)
• 335i - 3.0 l, 306 HP (pre-facelift)
• 340i - 3.0 l, 326 HP (post-facelift)

Diesel engines:

                                      
• 316d - 2.0 l, 116 HP (pre- and post-facelift)
• 318d - 2.0 l, 143 HP (pre-facelift)
• 318d - 2.0 l, 150 HP (post-facelift)
• 320d EfficientDynamics - 2.0 l, 163 HP (pre- and post-facelift)
• 320d - 2.0 l, 184 HP (pre-facelift)
• 320d - 2.0 l, 190 HP (post-facelift)
• 325d - 2.0 l, 218 HP (pre-facelift)
• 325d - 2.0 l, 224 HP (post-facelift)
• 330d - 3.0 l, 258 HP (pre- and post-facelift)
• 335d - 3.0 l, 313 HP (pre- and post-facelift)

Hybrids:

      
• Active Hybrid 3 - 3.0 l, system power 340 HP (pre-facelift)
• 330e iPerformance - 2.0 l, system power 252 HP (post-facelift)

Apart from hybrids, all gasoline variants and 2-liter diesels could be paired with either a manual transmission or an 8-speed ZF automatic. Gasoline cars had standard and sport variants of the automatic. The automatic was standard for 3-liter diesel.

xDrive was standard only on the most powerful 335d diesel and optional for all 2-liter gasoline versions (except the 320i pre-facelift wagon). It was not available for the 316d and 320d EfficientDynamics variants in diesels.

Choosing the right engine in the BMW 3 Series depends on your traction requirements. If performance is not a priority, choose a model with a "1" in the middle of the name. Opt for a "2" in the name to balance performance and fuel efficiency. For those seeking excellent dynamics, models with a "3" are the best fit. However, this advice doesn't cover maintenance considerations.

Unfortunately, the choice isn’t straightforward. The gasoline 316i is powered by the N13B16 engine, also known as EP6 or Prince, a Franco-German creation known for technical defects, even though it can deliver good dynamics and fuel efficiency when well maintained. However, it’s not suitable for everyone. More about this engine can be found in other texts.

Its successor, the 1.5-liter B38B15, generally performs better, though opinions differ. Overall, it’s a durable and reliable engine that requires good maintenance.

The 2.0-liter N series engines (pre-facelift) require special attention to the timing chain, which has a durability of about 62,000 miles. Even if it appears in good condition, it's wise to replace it. Depending on the parts supplier, a replacement kit costs between $360 and $610. Additionally, oil pumps were problematic, necessitating replacement during every overhaul.

The larger six-cylinder N55 engine has more issues than the four-cylinder, including timing chain drive and Valvetronic system problems, leading to higher repair costs.

The 2.0-liter engines are the best pre-facelift choice. Neither the 1.6-liter nor the 3.0-liter engines are recommended unless they have been well maintained.

Newer B series gasoline engines are much better refined, though the timing chain placement on the flywheel side can increase replacement costs. Investing slightly more in a car with these engines can save potential repair costs. The engine size doesn’t significantly affect the decision, though larger engines typically have higher maintenance and repair costs.

The same principle applies to diesel engines: 2-liter units for the economical and 3-liter for those who value fast driving. The 325d variant offers a good compromise between lower costs and good dynamics.

N47 diesels require special attention to the timing chain, while the N57 has fewer issues but can be expensive to repair due to the number of cylinders. Though the N57 is durable, early models occasionally had crankshaft-bearing issues.

The modernized N47, known as the B47, initially had turbocharger and cooling system problems, usually fixed under warranty.

Any diesel engine can be recommended, but be aware that gasoline units have higher potential repair costs. The best BMW 3 Series F30 versions have the post-facelift 2-liter gasoline engines.

One of the major issues is the wear of the bearings and broken teeth in the rear differential. BMW didn’t ensure good lubrication here, so it’s important to keep the oil fresh every 2-3 engine oil changes and check for leaks. Additionally, vibrations during acceleration or throttle release may result from worn couplings connecting the shaft to the rear differential.

Concerns about the durability of the xDrive drive system arise because it tends to wear out early. In the F30 series, problems typically appear between 93,000 and 124,000 miles. Issues with the front shaft or drive distribution mechanism can arise, identifiable by warning lights, jerking during acceleration, and wheel locking while maneuvering in a parking lot. Transfer case repairs can cost between $480 and $970, depending on the repair scope.

Cracking headlight housings, broken rear lamp mounts, crumbling front windshield seals, broken mirror folding mechanisms, and less durable door seals are minor but bothersome issues for a premium car.

If there are any electrical problems, check the power cable that runs from the trunk to the hood. The battery is located in the trunk, and the positive wire can corrode where it connects under the hood. Also, inspect the wire where it exits the trunk space under the car.

Fortunately, the suspension, braking, and steering systems are durable, and the car resists corrosion. High repair costs mainly stem from drivetrain issues. The gearboxes are exceptionally durable, but regular oil changes are essential. Unfortunately, operating and repair costs are high due to the failure of expensive components.

The BMW 3 Series is one of the most popular cars and has consistently been among the top used car imports. The F30 generation is second only to the E90 in market availability. Hence, there are plenty of offers in a wide price range.

Prices start below $6,700, while facelifted models begin at around $8,900. The most expensive cars range between $29,000 and $31,000.

Diesel dominates the market (65 percent), with five-door body styles (wagon and Gran Turismo) accounting for about 67 percent of offers. Almost 72 percent of the cars have an automatic transmission, but only 35 percent feature all-wheel drive.