The 2021 Alpina B3 is essentially a modified version of the BMW M340i xDrive. Or rather, it's a bridge between the more executive-centric M340i and the hooliganistic M3. Imagine Arnold Schwarzenegger in a suit.
Pricing feels fairly fairly placed and sits comfortably between the two. Listing in the B3 is $142,900 (before options and on-road costs), which is about $31K above the M340i ($111,900) and $12K below the M3 Competition ($154,900).
But there are a lot of variables in it, and while the dollars per kilowatt quotient suggests the B3 is the highest ($420/kW versus the $413 M3 and $392 M340i), the thing to remember is that Alpina is always about more than what's under the hood machine.
What do they say, exclusivity comes at a price.
2021 Alpina B3 important details
3.0 liter six-cylinder twin-turbo petrol engine
Power 340kW @ 5500-7000rpm
Torque 700Nm @ 2500-4500rpm
Weight (tare) 1860kg
Drive Type All-wheel drive
Eight-speed Automatic Transmission
Power to weight ratio 182.8kW/t
Price (MSRP) $142,900 plus on-road costs
From an exterior perspective, the B3 uses the 'Luxury Line' bumpers and chrome grille that surround non-M Bimmers, but adds a deep front splitter, with embossed Alpina lettering, as well as a boot lip extension spoiler for added downforce at speed.
Aerodynamics play a pretty strong role in the attention paid to the B3, as there's a wind deflector in front of the wind deflector on the sunroof to help reduce buffeting when you're passing over the Autobahn at 200km/h and beyond, with the heat of the sun.
Our car was equipped with stunning 20-inch Alpina Classic wheels ($4091), and silver Deco stripes, which have been an integral part of the brand's visual appeal since the 1980s.
Paired with BMW's signature Sapphire Black metallic paint ($1615 and one of 12 options), the B3 conveys a sophisticated yet athletic persona and is a much more mature-looking vehicle than the beefier, more muscular M3.
And yes, as a purist, you can still opt for the Alpina Blue metallic and have the deco stripes in gold.
Inside, the layout and trim are very BMW-like, with the 3 Series' excellent cabin being the main reason why it won the 2021 Midsize Luxury Car of the Year award. There's good visibility, good space in both rows, decent amenities for rear passengers, and even a 480L boot.
Although a full Lavalina leather interior is available (a $14,874 option), the B3 still includes a thick-rimmed steering wheel covered in premium leather, stitched in signature blue and green thread. Our black Vernesca leather seats also have nice contrast stitching.
Lavalina is sourced from special cows raised near the Alps in Southern Germany, Austria, and Switzerland for cow lovers out there. I don't want to get into how well it was looked after before it was turned into a comfortable chair, but I imagine the surroundings look like Milka's chocolate logo, albeit less purple.
For a little extra luxury, our car had the top of the dash covered in BMW's Sensatec faux leather ($897 option) and added some neat Alpina logos on the seats as a way to make the car feel spesh.
There are also Alpina floor mats and a neat alloy plaque on the console, marking ours as B3 number 94.
Other than specific trims, they're all comfortable and feel premium, but perhaps more importantly, they're all high-tech, and they all work.
BMW's driver technology, from the central touchscreen and digital instrument cluster to the detailed head-up display and driver assistance functions, is well implemented and makes using the already impressive 3er as a base a very fortunate position for Alpina.
The cluster graphics are rendered in a blue and green branding theme, and for better or worse, it's all BMW from then on. Same interface, same menu, same functions.
On the plus side, you get a Harman Kardon sound system and BMW Connected telemetry as well as apps and connectivity functionality, but on the downside, you don't get adaptive headlights unless you 'subscribe' to them. I don't agree with that as a concept, especially at this price point, regardless of who's in the hood.
This makes things simple and easy to use and offers a full-featured technology and in-car safety platform with the right choice and bespoke options. But it doesn't add a layer of 'specialness' that might broaden Alpina's appeal into the tech space.
It won't take much time. A few font and color changes here, a few graphic updates there, and just a few small coding features that will represent the car on the preview screen with Alpina stripes. Or perhaps a unique interior lighting combination to tap back into the brand's blue-green persona?
My point is that the small flourishes that identify Alpina as 'not' a BMW throughout the cabin should, in this day and age, also extend to its technology offerings.
2021 Alpina B3 at a glance
Fuel consumption (claimed combined) 9.9L/100km
Fuel consumption (when testing) 15.2L/100km
Fuel tank size 59L
Tow rating 1800kg (braked)
Boot volume 480L
Length 4719mm
Width 2068mm
Height 1440mm
Wheelbase 2851mm
Spinning a 12.0m circle
Five-star ANCAP safety rating (tested 2019)
3-year guarantee, unlimited km
Service fee $1750 (5 years)
Price (MSRP) $142,900
Color as tested Black Sapphire
Options as tested Metallic paint ($1615), 20-inch Alpina Classic alloy wheels ($4091), sunroof ($2153), power boot ($897), Sensatec dash ($897)
Competitors Maserati Ghibli S | Mercedes-Benz CLS
But what's more interesting is in the area where Alpina has done wonders for a regular BMW product. Things have evolved quite a bit from the carby and camshaft represented on the logo.
As mentioned previously, the S58's 3.0-liter twin-turbo produces more modest power than the M3 ( 340kW to 375kW ), but the team at Buchloe has increased the torque output from the M3's 650Nm to 700Nm at higher speeds. very flexible 2500-4500rpm.
This gives the Alpina B3 a claimed 0-100 km/h sprint time of 3.8 seconds (quicker than the lighter, rear-wheel-drive M3's 3.9 seconds), which is achieved thanks to an upgraded ZF eight-speed automatic transmission and upgraded all-wheel-drive. drive platform.
Luckily, Alpina now offers a beautiful set of milled alloy paddles (a $502 option) for shifting gears, replacing the ugly buttons embedded in the steering wheel.
With this, the B3 becomes much more exciting to drive - not sharp and vicious like an M-car, but powerful and smooth like a high-speed train.
All this boost reflects a hunger for fuel, and we saw thirst levels of around 20 liters per 100 km around town. Things get into single digits on the motorway as the car finds its cruising efficiency, and it's worth noting that the car was still very new when we drove it, but I'd suggest you can expect to see higher than the claimed 9.9L/100km combined cycle.
I also think that fuel economy is not the reason people do or don't buy a well-tuned German electric sled.
At urban speeds, there's manageable responsiveness and trackability, but I found it a bit of a stretch. Sure, there's an immediate sense of capability under the hood, but without the turbos getting up to pressure, the car just feels as if it's taking a breath (and fuel) and simply preparing for what's to come.
As the car accelerates above 2500rpm, you start to hear the air passages open and know that all the available oxygen (and fuel) is being drawn in so the speed increases slightly.
Drop the chain and that torque band becomes a push zone where speed limits are applied very easily. There are no overly theatrical growls or barks from the quad pipes, just the muffled rumble of a university physics lecture at work.
You need to be at the top of the rev range to experience the full capabilities of the B3. It's not an explosive drive to get there, more a sustained and unyielding attack of power, but at 4500rpm onwards, things get moving and the quest is a straight-up sprint.
The response is good in this zone, but keeping it there requires great use of the paddle shifters to control the ZF's timing - that and you need a lot of roads.
Drop too far or too early, and you'll find a short gap at the bottom of the tachometer where the car collects its thoughts only to begin the climb again. Balancing all of this is part of the challenge. Don't get me wrong, it's cool!
The big wheels and very slim 30-profile tires don't offer much comfort, and the ride difference between the Comfort and Comfort-Plus doesn't seem to matter much.
Very communicative on the road, mostly in a good way. It feels very solid thanks to the all-wheel drive, but still makes you feel connected to everything going on around you. Steering feedback and traction adjustments all clearly transmit the chain to your hands, giving you a sense of engagement, as well as confidence.
However, there's no tail-out force at Victoria's speed limits, as the B3 struggles to put the power down, even with some selectable steering angles. It maintains speed very well through sweeping corners, but you can feel that the B3's 1860kg mass will make it feel out of place when ridden like a dedicated lightweight hill climber.
Bigger hits translate quickly, and the car moves to let you know it's not satisfied with less-than-perfect runway choices. Luxury isn't the word I'd use to describe the ride, but as someone who specifically chooses big wheels (on a BMW no less) for the way they look, not the way they ride, I'd still suggest you pony up 20-inch rollers to complement the Autobahn's munching stance Your Alpina.
But in my opinion, at high speeds, the Michelin produces quite a lot of road noise. Sticky rubber collects and discards gravel or debris strewn across local asphalt, and familiar rough roads convey that ubiquitous rumble into the cabin. All part of the engagement event, of course… But it makes me miss the smooth, unrestricted Autobahn of enjoying this car in its natural habitat.
Perhaps Alpina should offer an exchange program where, once we can travel again, Australian owners can borrow the German equivalent of a B3 to understand what they've bought, while also seeing what we're missing.
And I'm not just talking about roadside currywurst for lunch.
So what about B3?
In terms of value, a car like the Alpina has always been a wild card. Sure, it's more expensive than the M340i, but when was the last time you saw someone do a double-take and take a photo of one of the cars parked on the street?
To me, the B3's nature puts it more in line with cars like the Maserati Ghibli S GranSport ($175K) or Mercedes-Benz CLS ($165K). A car that has important strengths, but also makes a bit of a personal statement to you (and others). The car is also not measured in dollars alone.
Living in BMW town and claiming you can buy two 320i's for the price of a B3, or that the M550i gives you more car for less money, seems moot. Neither of those options gives you something pulled from the main production line and put together just for you, according to your wishes.
But if you're in the know, you also know that the B3 is better suited to Europe's high-speed intercity road networks, where running executive errands for two bucks and change (using sunroof wind deflectors) is where this machine is most used. At home.
Cruising around town on an uneconomical cycle, just waiting for the blue pavement to reach out and damage your wheels, seems pointless in a car like this, but in a way it makes you appreciate the opportunities of the open road more.
The Alpina B3 2021 continues Bovensipen's 56-year legacy of offering designer wolf yarn in sheep's clothing. A complete package, taking the best of the G20 3 Series, with refinements that provide a mature and sophisticated alternative to BMW's M3.
Not something for everyone, and in turn not something for just anyone.
This may be the ultimate answer for BMW superfans - a little secret from automotive culture that stands out even when standing still. And if my car-watching neighbor is anything to go by, the secret is starting to come out.
