Sector: Compact Executive Price (July 2013): €36,150 – €51, 450 Fuel: 4.5 – 8.1l/100km CO2: 119 – 189g/km

Choosing a 3 Series used to be simple: a choice of saloon or Touring, coupe or convertible, all desirable new and used, sharing the same high dynamic abilities and powerful, efficient engines.

But the latest F30-generation 3 Series is part of a much larger family. The standard saloon and Touring are still in place, the coupe, convertible and a rumoured rival to the Audi A5 Sportback will be sold as the 4 Series, the X3 SUV is about to gain a sportier X4 sibling, and buyers looking for a bit of extra luxury will be directed towards the 3 Series Gran Turismo.

Given that the 5 Series GT hasn’t won over legions of BMW buyers across Europe, you may be wondering where this new car is going. The 3 GT isn’t a direct A5 rival, and unlike the 5 GT it’s not based on a larger platform. Instead, the 3 Series GT is based on the long wheelbase F30 saloon sold in China, but with frameless windows and a higher, steeply raked roofline.

A niche too far? Perhaps, but it does have its uses. Back seat passengers are given 5 Series amounts of legroom with noticeably broader shoulder space and individually reclining backrests, and BMW was keen to point out the extra loadlength and shoulder room on offer. There’s more space for bulky items in a 3 Series Touring, but the ability to fit longer loads in the GT means it’s potentially more useful in real-world situations.

The big difference, though, is the way loads fit in. That long boot hatch means it’s even easier to get boxes into this than it is into a Touring, with which this shares a simple folding mechanism for its three-piece rear bench. There’s even a sculpted compartment under the boot floor, shaped to hold the dismantled pieces of parcel shelf in place.

BMW has carried most of the range structure across from the saloon, starting with a base trim level and the option of the Luxury, Sport and Modern Line packages offered on the rest of the 3 Series family, and the M Sport recently added. Across North America, Asia and Europe, the GT is expected to account for around 10% of the 3 Series volume, now the coupe and convertible have been separated, with Germany the exception at 21%.

Almost all of the engines are also familiar, with 20i, 28i and 35i petrols and 18d and 20d diesels available from launch, and a four-wheel drive 20i xDrive and the 35d diesel to follow. Predictably, BMW expects the 320d GT to be the big seller in most markets, but there’s no EfficientDynamics version as in the saloon. As a result, the 318d GT is the most efficient of the range, with CO2 emissions of 119g/km and combined fuel consumption of 4.5l/100km.

Although it lacks the punch of the fleet-favourite 20d engine, extra economy doesn’t completely blunt the 318d GT. There’s enough power available to make this a relaxed motorway car, only really let down by a lot of grumble at low speeds, and its 143PS output is delivered progressively through the rev range. Despite a 140kg weight gain and the longer wheelbase, the GT feels almost as agile and fun to drive as the saloon.

As good as it is, though, it’s understandably a niche model. Western European used markets are familiar with the Touring, and the price difference between a 320d GT and 520d is small, with the larger car offering slightly better fuel efficiency. It makes this a good car, but a model with limited appeal against the already strong 3 Series range.

Verdict

Spacious, flexible and good to drive, the Gran Turismo is a better fit for European tastes than its 5 Series equivalent, but high pricing and divisive styling could limit its appeal.