The
difference is more perceptible as I get into the rear seats. Thanks to the
stretched wheelbase and higher hip-line, there is 70 mm of more legroom for the
back-seat passengers. The backrest can also be electrically adjusted in over a
dozen steps to make it more comfortable. There’s a massive 520-litre luggage compartment,
which is excellent in this segment, plus there’s a trap door for smart storage
space. The rear seat’s backrest is split in 40:20:40 which can be folded to
further increases storage capacity to up to 1,600 litres. You won’t find a
spare wheel here, as even the GT comes with run-flat (225/50 R18) tyres like
most of its siblings.
Initially,
BMW will introduce the 320d GT with a 1,995-cc in-line four diesel engine,
which does the duty on the 3 Series sedan, paired with an eight-speed
automatic. This practical oil-burner produces 184 PS at 4,000 revolutions per
minute and 380Nm at 1,750-2,750 revs, identical to the sedan available in
India. The diesel fits the bill exceptionally well in our country, as it is
fuel-efficient and offers better low-down torque for easy driving. BMW say that
the GT is 20 percent more efficient as it uses ECO PRO, Start/Stop system along
with impressive aerodynamic coefficient drag of 0.28 cd, which should be, another
attraction for buyers in India.
This 3 GT is a much better
deal than its 5 Series antecedent, and far nicer looking than what initial
photos may have suggested
Keep
the motor boiling between 2,000-3,000 RPM and the free-flowing torque and quick
shifting eight-speed auto ‘box make the car work at its optimum best. However,
the overload of electronics and a larger shell make the GT about 150 kg heavier
than the sedan version, which can be felt during driving. So I expect 320d GT
to be fractionally slower than the sedan’s 0-100 km time of about eight
seconds. It could do with a bigger engine and brisker acceleration. However,
the Twin Power Turbo diesel has fairly adequate performance for city use and the
smart eight-speed automatic saves the day by choosing its gears well.
Under
the skin is a rigid steel monocoque and lightweight MacPherson strut and
multi-link suspension, which have been tuned for comfort than sportiness to
match the GT badge. For a BMW, which are normally set up on the firmer side for
great agility, this is unusually soft and surprisingly pliant. It does trade nimbleness
to offer a more cosseting ride, which becomes evident during quick man oeuvres,
as slight body roll can be felt creeping in. Thankfully, the GT does handle
neutrally and steers with similar feel as a 3 Series sedan, albeit with
slightly lesser agility.
This 2.0-litre turbo engine
works well with BMW's optional eight-speed automatic gearbox, which delivers
smooth shifts in auto mode and respond's crisply when you use the lever or
steering wheel mounted paddles to change gears manually
Though
I wasn’t approaching fast corners as nonchalantly as I would have in the
sportier sedan version, the GT did display impressive poise and contained
mannerism. As a trade-off, the passengers get a luxuriously cushioned ride, so
much so that during the post-lunch session of my drive I heard one of my fellow
passengers snore. The run-flat tyres did play spoilsport and made the BMW thud
over larger bumps and over bad patches. More so, if you are in the ‘Sports’
mode, which makes every bit of road undulation intrude into the cabin. For most
part I enjoyed the GT in the ‘Comfort’ mode, which ensured that it rode with suppleness
and kept noise, vibration and harshness at bay.
BMW's 3-series GT claims to
mix the capabilities of a saloon with the practicality of an estate
It
may not be as dynamic to drive as its sibling sedan, but surely comes pretty
close. There is adequate agility, comfort and precision to suffice most, considering
the supple ride quality and excellent cabin space it has to offer. The all-new
3 Series GT is priced at 69,857 USD (ex-showroom), a slight premium over the
sedan, making it an interesting proposition for its elegant GT styling, comfort
and exclusivity.
