B3 tour incurs an additional 1800 euros
Even if the base vehicle is the M340i, there’s genuine M3 technology under the sheet metal. The developers at Buchloe simply adapted that philosophy to their own will. Meaning: slightly less power than BMW’s top models, but 50 Newton meters more torque. The 8-speed auto has also been adjusted, shifting smoothly and almost seamlessly. In order to use the sport mode with the right style, our test car installed a paddle shift made of solid aluminum at a cost of 280 euros. So you can finally flip through the speed levels in manual mode.
There is no automatic up switch in Alpina B3
The thumb buttons used previously are classic and style-defining, but handling them takes some getting used to. By the way: Manual mode is actually such a mode. There are no automatic upshifts on the B3 – it consistently runs to the limiter if the pilot doesn’t put two cents into it.
kW (HP) at 1/min
Nm at 1/minute
brake in front
disc brake material
Front-rear wheel size
Front-rear tire size
Standard consumption – CO2
test car price
Of its 530 hp, technicians used a bigger charger and other tricks to come up with a respectable 621 hp – just four horses less than in the M5 Competition. 800 Newton meters ensures superior thrust every time. And like the class below, Alpina adds another 50 Nm to the top model value of the BMW M.
Thank you Alpina B5
The elegance with which it dissipates shock in the transverse joints, how clean it handles bends and stresses even at speeds of over 250 km/h – phenomenal. No shaking, no shaking, nothing. His younger brother was a little more nervous; B3 simply has the fundamental property of being more agile. But what we can call a negative here, he turned into a positive on the race track.
A clear picture emerges at the Sachsenring: Sector 1 belongs to the beefy eight cylinders, but especially in the meandering second sector, the B3 really hits its big brother in the face. 87 percent in about 25 seconds is the world. But the B5 has always retaliated in terms of performance development.
In sector three, up the hill behind Omega, to Linkskuppe and then hard onto the kart track, he regained nearly half a second. In sector four it is almost a draw; at the point of highest speed measurement, the B5 wrote more at 5.8 km/h. Until then, the two-tonners were still ahead, but in the last sector, particularly at narrow Queckenberg-Links, B3 took a decisive 18-hundredth before both roared into the start/finish. 1:37.42 to 1:37.62 seconds after nearly 3.7 kilometers.
It must advance
But as already said: Lateral dynamics is just a by-catch in the Alpina model. He had to go forward. And here both have no deficit. However, the B5 allows the driver’s brain to spin back and forth more intensely – you’ll be a bit dizzy at the start of the launch.
3.3 seconds to 100 – one-tenth below the manufacturer’s specifications – and 10.8 to 200. Those are values we talked about super athletes recently. Incidentally, both slow down with the optional performance brake system. The additional 240 kilograms of weight from the B5 is reflected in a longer braking distance of 0.9 meters. From 200: almost a draw.
More space, more comfort, more performance. B5 charged forward vigorously. But despite being 159 hp less, the B3 was faster at the Sachsenring and cornered more nimbly. In the end, the charge ensured he won in the reverse duel.