BMW 330e Plug-In Hybrid To Launch In 2016

JUN 24 2015 BY STAFF 25

BMW 3 Series will celebrate a milestone in 2016 with the launch of the BMW 330e.

The BMW 330e will be powered by a plug-in hybrid drive system with a combined output of around 250 hp and 310 lb-ft (preliminary), giving the BMW 330e a 0–60 mph acceleration time of approximately 6.1 (preliminary) and a top speed of 140 mph (preliminary).

*Editor’s Note: This post appears on BMWBLOG. Check it out here.

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BMW 330e

The new BMW 330e is also capable of traveling up to 22 miles in all-electric mode and therefore with zero local emissions. The new 3 series plug-in hybrid will take advantage of the ‘situational awareness’ that the X5 eDrive has with the addition of new features including Real Time Traffic Information.

Pricing is expected to be announced later this year.

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25 Comments on "BMW 330e Plug-In Hybrid To Launch In 2016"

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David Murray

Very cool. Obviously more range would be better.. but at least 22 miles is a usable, functional amount of range (unlike PiP, Accord, and several others)

philip d

That 22 miles is undoubtedly on the more optimistic European NEDC cycle. The EPA cycle will be more like 15-18 miles. Usually they include the NEDC numbers when they release a international press release.

For example the Nissan Leaf has an EPA range of 84 miles which is pretty accurate under real world conditions. But under the NEDC rating the Leaf is given a wildly optimistic 124 miles.


I agree with Philip — I’m not sure who’s words these are, but there are lots of fudge words in this:

“capable of traveling up to 22 miles”

When they throw in “capable” and “up to” before a hard number, I get nervous.

They should probably throw that (preliminary) qualifier on it too.

The other issues are how fast can you go before the gas engine comes on, and does it come on in the cold, and how light do you have to be on the pedal to keep the ICE from coming on under acceleration, etc.

I think BMW is going in the right direction, because I really do want to like this car. But I’ll reserve judgement until there is an official EPA number.


22 miles is ridiculously showing that BMW, like others don’t give a damn about getting more AER. Don’t you think that They could not do better than the 6-7 years old Voltec technology?!? …
Fossil fuels are killing us and using a little less is always too much. We have to ditch completely the archaic Internal Combustion Engine. It has become a matter of survival of life on Earth. The sixth great extinction of species has begun, it is our Emissions that are causing it, and it’s happening 100 faster than the previous ones.
We can stop fast, but this is not what I see froM ICE car makers.
a country wide ZEV law would be welcome.


They are using an existing very popular car platform. It is hard to squeeze much batteries into an existing platform. This is a mod like the fusion energi. There design from the ground up is the i3, and it can easily add more batteries, but picked the amount, 71 miles, because of battery prices. The crippled gas tank is because carb wants it that way.


“The new BMW 330e is also capable of traveling up to 22 miles in all-electric mode and therefore with zero local emissions.”

Is this on the very lenient Euro Cycle or on the EPA cycle?


“BMW Celebrates a Milestone in 2016 with the 330e”

The headline should read:
BMW would like You to Celebrate a “Millstone” they are launchig in 2016

Yesterday’s Range at tomorrow’s prices!

Lou Grinzo

I will love to see the real-world usage of electrons vs. gasoline for higher priced PHEVs in a few years. My guess is that a BMW or MB or … PHEV will have, on average, a much lower proportion of electric miles driven than a Volt, even adjusting for the pack size. Frankly, I don’t expect to see the average owner of a 330e to plug it in after about the second month of ownership.

David Murray

I expect the opposite.. they’ll be plugging it in all of the time, wishing it had more range.


A car like this would work for a few people.
Luckily, my wife is one of them. Her round trip “commute” for work is 6 miles.

Add in a trip to the grocery store after work and she’d still be well within 15 miles.

During the week, she’d burn zero gas. And on weekends trips would be no problem.

I drive a volt, but have a 35 mile round trip commute. I use most of my range everyday. I expect my wife would use this BMW in much the same way.


“A car like this would work for a few people.
Luckily, my wife is one of them.”

What a Generous Spirit !!

Using the same logic, you might also point out to her that the i8, could meet her needs!

However, neither will work if it gets Cold where you live.


Too bad. That means a 3-series EREV (ala I3 range) is really far away.



For a 70 miles round trip commute a 330i with the same system as the i3 is needed. This 330e would not be up to the job and should be actually called 330g for greenwashing.


AWD option?


Would you like that with a manual transmission and a diesel engine in a station wagon body too?




Too bad about the likely real world range on this one. I would take Gen I Volt operation in a BMW 3 series in a second. I would have already bought an i3 if the gas tank was more like 5 gallons and the range extender was a 3cyl ICE. As it stands the Gen II Volt will be my first American car. I will miss the German aestetics and finishes (down to the fonts) but my PHEV has to have 20 miles of real world range in winter conditions (10 degrees here).


22 miles times 365 days is roughly 8,000 miles per year on electric. That has the potential cut by around half the amount of gas a typical BMW 3-Series driver might burn in a year.

I realize that this isn’t enough for many enthusiasts, but at this early stage in the roll-out of PHEV’s and EV’s to the Mass Market, cutting gas consumption by around half is pretty darn good.

If this car appeals both to the aesthetics and the pocketbook of Mass Market buyers, while BMW works on increasing range as batteries improve, this is STILL a very good thing for the progress of PHEV’s.

With all that said, the design is clearly targeted primarily to the European market, where the average car owner drives much fewer miles.

For example, this is probably a much better match for UK drivers, who coincidentally only drive an average of around 8,000 miles per year…..


+1. PHEVs need to keep their price premium down so that more people can afford them, while still replacing a significant proportion of people’s routine driving usage. I believe that a 20 mile EPA contnuous AER is about the minimum to do that, and with workplace charging as well as home charging that jumps to 80% of U.S. trips; the only question is what cycle is the 330e’s 22 mile range based on. As batteries improve in price and energy densities, the AER can be increased.


That should be “continuous”. Can we get an edit function? The other advantage aside from price of a 20+ mile AER is that the average renter, if they have access to charging at all, will normally be limited to L1. Providing more battery than can reasonably be charged overnight on L1 is a waste of money, weight and volume. A smaller battery pack will boost performance and range when running the ICE.

I still wish that GM had offered a version of the 2016 Volt with half the battery pack (i.e. 25 mile AER), if that’s what it would have taken to get to a $30k MSRP. A car that people can’t afford, with capabilities they can’t use, isn’t going to sell no matter how much EV enthusiasts may insist that anything less than the best isn’t worth doing. ‘Best’ shouldn’t be allowed to be the enemy of ‘good enough’, when trying to move the mass market consumer to PEVs. As the vehicle pricing and charging infrastructure improve, people will naturally opt to buy a car with more AER. But getting them into a PEV first and soonest is the most important thing.


This is another sign that BMW’s primary target audience is the EU. I believe that most of the EU has a standard plug that delivers more kW than the US 110V/15A (really only 12.5A available per regulations).

I’m guessing that these smaller battery packs can easily be recharged overnight in most EU nations.


I dn’t agree. In 2015 this is too little, too late.


After the Mini EV, then the ActiveE, then the i3, the i3 REX, and the i8, I have a hard time with the term “too late”.

I’m having a hard time thinking of any other car maker that has now on their 6th EV/PHEV.

As for too little, that is a YMWV judgement. (Your Mileage WILL Vary).

What range is too little or just right WILL Vary between a self-admitted green car “Maniac”, and other drivers. PHEV’s suitability have more dependence upon each driver’s actual driving patterns than any other car. So only the Mass Market will decide if it is too little or not. We will see.


The thing is, most European car makers have spent huge amounts to reduce the weight of their cars lately. So wrong or right, they are understandably reluctant to now put a big heavy battery in those PHEV’s. So as I repeatedly wrote here, either battery chemistry needs to improve or they should use small cells batteries like in the Tesla or R8 (to reduce weight of those batteries by improving energy density).


I agree. Especially with how much emphasis BMW puts on balancing the weight in their cars as close as they can to 50:50 front to rear. I’m sure weight is definitely part of the considerations, in many different ways.

This is yet another reason for BMW to build this one like it is today, and then hopefully any number of claimed 10X battery improvements will some day make it into production. Even a 5x battery breakthrough would make this into a 100+ mile PHEV without radical re-design.


Poor Range, poor BMW. Volt is much better, i ask me if BMW cant’t do it better or they have wrong batteries. BMW X5 plug in is also a shame.