Alpina D3 Bi-Turbo: Review

The B3 was great, so how does Alpina's latest diesel compare?

Five hundred and sixteen pound feet. In a 3 Series. Often a PH review will focus on the subjective aspects of a car's performance, how it feels to drive, but the stats are just inescapable with the Alpina D3 Bi-Turbo.

We'll come to exactly what the ludicrous torque feels like shortly, but there are some very other important numbers to consider with D3. BMW may have reverted to a single turbo for 35d cars but Alpina still prefers a twin-turbo arrangement; the intercooler is 20 per cent larger than a 35d and breathing tweaks reduce induction air pressure by 30 per cent. Bespoke springs are 40 per cent stiffer than standard (remember that number) and Alpina claims around 20 per cent of the gearbox is new thanks to development with ZF.

Parking is heart in mouth stuff

OK, stat off over. The point being that Alpina's modifications are comprehensive, subtly enhancing the regular BMW product in all areas. The advantage Alpina holds is in very small production numbers (it makes around 1,200 cars a year) but with all models to one specification; wheels aside there are no dynamic options on the D3, meaning the car can be honed and perfected to one set-up, secure in the knowledge that 'SE' suspension or sports steering can't be optioned on.

Whole in one
And how does that translate on the road? Superbly, in a word. Stiffening the springs by 40 per cent and combining them with 30-profile rubber should be a disaster on UK roads but it miraculously isn't. Again, it's in the detail of the modifications. The Pilot Sports have been specially developed with Michelin and feature a softer side wall for starters; the dampers are still the OEM units but have been recalibrated for softer compression and stiffer rebound. All bushes, bump stops and anti-roll bars are bespoke. It's clever, thorough stuff that results in a suppleness at all speeds that belies the D3's stance but also instills some composure occasionally lacking from BMW's regular models. Harris described the B3's ride as having a "luxurious, creamy finish" in Comfort which stands true with the diesel, even if we can't all get away with such prose. The way it goes down a road implies meticulous development, a theme that runs throughout the D3's dynamics.

BMW has reverted to one turbo, Alpina has two

Steering has been a contentious issue of late with BMWs, hasn't it? Alpina's tweaks to the D3 comprise an under bonnet stiffening brace (not as lavish as the M3's, it must be said) plus camber and toe-in 'optimisation'. Though still not particularly alive with feel, the steering's increased weight does give some additional confidence. Furthermore, there's none of the artificial dialled-in heaviness of some BMW steering systems. There's a sense of increased weight going through the Drive Performance Control but it just feels more natural. Again there's a feeling of finesse and fine tuning to the Alpina that draws attention to a few BMW flaws.

Diesel do nicely
Alpina are keen to stress its cars are not M rivals; they are primarily for the road and not the track. The D3's gait is far less frenetic than an M car's down an interesting stretch of road, of course, but then that's sort of the point. It's not the most absorbing car to drive, it's not intended to be, but it is balanced, composed and remarkably engaging for what is an automatic diesel saloon. The brakes feel great too, powerful and with excellent feel back through the pedal. It won't be the the first choice for a dawn B-road raid but there's entertainment available if the situation arises (Dream Drive coming soon). And if driving a diesel doesn't perk you up, the recalibrated Dynamic Traction Control (DTC) with 516lb ft and an LSD just might. Let's say its tolerances are lenient...

This is the classy approach to tuning

Now then, that engine. The torque is hilarious and instantaneous. Squeeze the throttle for an overtake and you're 300 metres down the road with little comprehension of how. The ZF gearbox is very clever here, quite reluctant to kick down (which makes sense given peak torque is there from 1,500-3,000rpm) and so proffering a sustained, absurdly strong surge of speed for however long your current gear will last. Try fifth at 30mph on a slip road and attempt to stifle a smirk.

Making progress
Of course the throttle can be pushed to the carpet, the lowest gear selected and the D3 cannoned down the road at a terrifying pace. It has an insatiable appetite for gears, your conscience calling time a long way before the accelerative onslaught had considered subsiding. Given 62mph comes up in 4.6 seconds, it must hit 100mph in under 12. The performance surfeit is simply outrageous.

Nice little touches underline special status

The noise is curious. Evidently a straight six but undeniably a diesel too, the sound through the Akrapovic exhaust is far from unpleasant but never captivating either. But the engine revs with a real vivacity for a something that fuels from the black pump, even if it will never of course reward aurally like a petrol.

But then no petrol car with the D3's performance will return 53.2mpg and 139g/km officially. For some context, the claimed figures on a 105hp 114i are 51.4mpg and 127g/km. And on an Eco Pro motorway run, it did achieve 52.4mpg at an average 62mph. For once, the adage about appealing to the heart and the head is genuinely applicable; the Alpina D3 is that car. That it's £46,950 list price is only £5,430 more than a 335d M Sport only makes it more appealing. Genuine grumbles? The £1,890 LSD really should be standard on a car with so much torque, and four exhaust outlets are rather unnecessary. Other than that that the D3 makes a compelling case for the ultimate do-it-all PH car. A grey Touring please, with red leather.

ALPINA D3
Engine: 2,993cc straight-six twin turbocharged diesel
Transmission: Eight-speed automatic, rear-wheel drive
Power (hp): 350@4,000rpm
Torque (lb ft): 516@1,500-3,000rpm
0-62mph: 4.6 seconds
Top speed: 173mph
Weight: 1,585kg (Alpina quoted 'unladen' figure)
MPG: 53.3 (NEDC combined)
CO2: 139g/km
Price: £46,950 (basic OTR price for saloon, £54,980 as tested comprising Alpina Logo Headrests £255, Alpina Piano Black Trim £340, Head-Up Display £825, Electric heated front seats with driver memory £945, Electric folding heated mirrors £300, Black High-Gloss Exterior Trim £230, Anthracite Headlining £215, Split Folding Rear Seats £345 (!), Sun Protection Glass £265, BMW Business Loudspeaker System £430, Navigation Multimedia Professional £1,990 and Alpina LSD £1,890).

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Tubbycharged

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