BMW 330e vs 330i: Plug-in Hybrid or Petrol in 2026?
330e or 330i is the plug-in hybrid versus petrol question on the current G20 3 Series. Both use the same B48 2.0-litre turbo petrol four; the 330e adds an electric motor and a roughly 12 kWh battery for short electric-only running and, critically, a much lower company-car tax band. The right answer turns almost entirely on one thing: whether you can charge at home and how much of your driving is short and urban versus long-distance motorway.
Quick verdict
330e if you are a company-car driver or you can charge at home and do short commutes: the low benefit-in-kind band and cheap electric miles are the whole point. 330i if you cannot charge regularly or you mostly cover long motorway runs, where the 330e simply carries battery weight for little gain. Both are Euro 6 ULEZ-compliant. The 330e trades boot space and a heavier kerb weight for its electric range; the 330i is the simpler, lighter, full-boot petrol.
Side-by-side comparison
| Dimension | 330e | 330i | Notes |
|---|---|---|---|
| Powertrain | B48 2.0 petrol plus electric motor and ~12 kWh battery | B48 2.0 petrol only | Same core engine; the 330e adds the hybrid hardware. |
| System power / torque | 252 bhp combined (292 bhp on XtraBoost) / 420 Nm | 258 bhp / 400 Nm | Similar on paper; the 330e's instant electric torque feels strong in town. |
| Electric-only range (real world) | Around 20 to 30 miles (WLTP up to ~37) | None (petrol only) | Real range falls in cold weather and at motorway speed. |
| Company-car tax (BiK) | Low band (~30 to 40 g/km CO2) | High band (petrol CO2) | The single biggest reason to choose the 330e for business users. |
| Real-world economy | 100+ mpg if charged daily; ~40 to 45 mpg on a depleted-battery motorway run | 34 to 42 mpg combined | The 330e only beats the 330i if you actually charge it. |
| Boot space | Around 375 litres (battery under the floor, no spare) | 480 litres | The 330e loses roughly 100 litres to the battery pack. |
| Kerb weight | Heavier (~1,660 kg+) | Lighter (~1,500 kg) | The 330e's battery adds weight that hurts efficiency when uncharged. |
| ULEZ compliance | Yes (Euro 6) | Yes (Euro 6) | Not a differentiator; both comply across the G20 generation. |
330e: deeper look
<p>The 330e (G20, 2019 onwards) pairs the B48 2.0-litre turbo petrol with an electric motor and a roughly 12 kWh battery (around 10 to 10.4 kWh usable), giving 252 bhp combined, a 10-second XtraBoost to 292 bhp, and a real-world 20 to 30 miles of electric-only running. For a company-car driver the appeal is the low benefit-in-kind band: sub-40 g/km CO2 puts the 330e in a far cheaper tax bracket than any petrol 3 Series, which is why most 330e cars entered UK fleets as salary-sacrifice or business leases.</p><p>The catch is that a plug-in hybrid only makes financial sense if it is charged. Driven with a flat battery it hauls the extra weight around and returns roughly 40 to 45 mpg on a motorway run, not the headline triple-digit figure. On the used market, prioritise cars with a healthy battery: confirm it charges fully and holds charge, check the electric range readout against expectation, look for any hybrid-system warning lights, and confirm the charging cable is present. BMW's high-voltage battery is typically covered for 8 years or 100,000 miles, so check remaining coverage on the V5 date. The boot drops to around 375 litres and there is no spare wheel.</p>
330i: deeper look
<p>The 330i (G20, 2019 onwards) uses the same B48 2.0-litre turbo petrol in conventional form: 258 bhp, 400 Nm, 0-62 in around 5.8 seconds, and a real-world 34 to 42 mpg combined. It is the simpler, lighter car, with the full 480-litre boot, a spare-wheel option, and none of the hybrid complexity or battery-health questions. For a private buyer without home charging, it is usually the more rational choice.</p><p>As an ownership proposition the 330i is a straightforward modern petrol version of the car: the B48 is a proven, well-understood engine sharing the modular-family service pattern (oil filter housing gasket, PCV, electric water pump, walnut blasting for intake carbon on higher-mileage cars). It is ULEZ-compliant from launch, quick, refined, and cheaper to buy than an equivalent 330e in the private market. What it cannot do is match the 330e's company-car tax saving or its near-free electric commuting miles for a driver who charges at home.</p>
Decision logic
Two questions decide it. First: is this a company car? If yes, the 330e almost always wins on benefit-in-kind tax alone, often by a large monthly margin, and the electric range is a bonus. Second, for private buyers: can you charge at home or at work, and is a lot of your driving short and urban? If yes, the 330e delivers cheap electric miles and strong town refinement. If you cannot charge regularly, or you mostly cover long motorway distances, the 330i is the smarter buy: lighter, simpler, bigger boot, and no battery to carry around or worry about. A 330e that never gets plugged in is the worst of both worlds.
UK 2026 pricing comparison
| Scenario | 330e | 330i | Notes |
|---|---|---|---|
| 2020 M Sport, 50k miles | £19,000 to £24,000 (330e) | £20,000 to £25,000 (330i) | Ex-fleet 330e cars are plentiful and can undercut the 330i. |
| 2021 M Sport, 40k miles | £23,000 to £28,000 (330e) | £24,000 to £29,000 (330i) | Strong 330e supply from salary-sacrifice returns keeps prices keen. |
| 2022 LCI M Sport, 30k miles | £27,000 to £32,000 (330e) | £27,000 to £32,000 (330i) | Post-LCI G20 with iDrive 8; roughly at parity. |
| 330e Touring (G21 estate) equivalent | £21,000 to £33,000 (by year) | 330i Touring less common in the UK | The 330e Touring is a popular company-car estate; 330i Touring is rarer. |
| Highest-spec / low-mileage example | £30,000 to £36,000 (330e M Sport Pro) | £30,000 to £35,000 (330i M Sport Pro) | Late LCI cars with full spec; check battery health regardless of miles. |
Recommendation by scenario
| Scenario | Pick | Why |
|---|---|---|
| Company-car / business user | 330e | The low benefit-in-kind band makes the 330e dramatically cheaper to run as a company car than any petrol 3 Series. This is the core reason the 330e exists and sells. |
| Home charger, short urban commute | 330e | If you plug in daily and most trips are inside the electric range, you run on cheap electricity most of the time and only burn petrol on longer trips. This is the 330e at its best. |
| No home charging | 330i | A plug-in hybrid you cannot charge just carries battery weight for worse economy. Without reliable charging, the lighter, simpler 330i is the better car. |
| High-mileage motorway driver | 330i (or consider a 320d) | At motorway speed on a depleted battery the 330e returns roughly 40 to 45 mpg. The 330i is lighter and simpler; a diesel 320d would be more economical still if fuel cost dominates. |
| Maximum practicality / boot space | 330i | The 330i keeps the full 480-litre boot and a spare-wheel option. The 330e loses around 100 litres and the spare to its battery pack. |
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Frequently asked questions
Is the 330e cheaper to run than the 330i?
Only if you charge it. Charged daily and used for short trips, the 330e runs on cheap electricity most of the time and can return triple-digit mpg on paper. Driven with a flat battery, it carries the extra weight and returns roughly 40 to 45 mpg on a motorway run, which is no better than, and sometimes worse than, the lighter 330i. For company-car drivers the bigger saving is the low benefit-in-kind tax band, which applies regardless of how you drive.
What is the real electric-only range of a 330e?
Expect around 20 to 30 miles in real-world use, against a WLTP figure of up to about 37 miles. Cold weather, motorway speeds, and heavy use of heating or air-conditioning reduce it. For a short commute inside that range with home charging, most daily driving can be done on electricity; for longer trips the petrol engine does the work.
How should I check the 330e battery when buying used?
Confirm the car charges fully and holds charge, and compare the displayed electric range against expectation (a much lower figure can indicate battery degradation). Look for any hybrid-system or drivetrain warning lights, confirm the charging cable is present, and check the car's date against BMW's high-voltage battery warranty, typically 8 years or 100,000 miles. A pre-purchase inspection that includes a hybrid-system health check is worthwhile.
Does the 330e have a smaller boot than the 330i?
Yes. The battery sits under the boot floor, cutting capacity to around 375 litres versus the 330i's 480 litres, and removing the spare-wheel option. For most buyers this is still usable, but if you regularly carry bulky loads the 330i is the more practical choice.
Are both the 330e and 330i ULEZ-compliant?
Yes. Every G20-generation 330e and 330i uses Euro 6 petrol power and is ULEZ-compliant, so emissions-zone access is not a factor in choosing between them. The 330e's advantage is its low CO2 for company-car tax, not ULEZ.
Why are used 330e prices sometimes lower than the 330i?
Because huge numbers of 330e cars entered UK fleets on salary-sacrifice and business-lease deals and are now returning to the used market together, keeping supply high and prices keen. That can make a used 330e look like strong value, but only budget for it if you can actually charge it; otherwise the running-cost advantage disappears.
Should I buy a 330e or a diesel 320d for high mileage?
If you cover very high motorway mileage and cannot charge often, a 320d is likely the most economical 3 Series overall. The 330e shines for company-car tax and for home-charging drivers doing shorter trips. Choose the 320d for pure long-distance fuel economy, the 330e for BiK savings and electric commuting, and the 330i only if you want a simple petrol and do not need diesel economy.