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In 1986, an “e” on the rump of a BMW 3-series denoted the slowest, most fuel-efficient version on sale. From 1984 through 1987, the North American 325e packed a 2.7-liter inline-six with a diesel-like 4700-rpm redline. The “e” stood for “eta,” the Greek letter associated with efficiency, and the model’s formula of high torque, lazy revs, and a tall final-drive ratio equaled a then-stellar 28-mpg highway rating (roughly equivalent to 26 mpg by the EPA’s current test procedure). Practically everything has changed on the 3-series, yet the principle of an economy-minded BMW sports sedan at a premium price lives.
Today, the “e” denotes a plug-in-hybrid powertrain derived in part from the i3 hatch and the i8 supercar, which is why BMW now groups all of its cars that end with “e” or begin with “i” into a new iPerformance lineup. If BMW’s stated 3915-pound curb weight holds up on our scales, the 2017 BMW 330e would carry an extra 350 pounds or so versus the last rear-wheel-drive automatic 328i we tested, which means it’s not the ideal 3-series for pegging the speedo needle on the German autobahn or for charging through the Austrian Alps—although we did both with a Euro-spec 330e. We’ve also driven an early U.S.-spec prototype, and while we’ll reserve judgment until we run a production car through our tests, everything but the squishy brake feel puts it almost on par with a 328i.
Modest Range, Significant Change
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