Key considerations
- Available for £55,000
- 3.0-litre straight-six diesel twin-turbo, all-wheel drive
- Fabulous mix of performance and efficiency
- Touring could be all the car you’d ever need
- Worth overcoming your diesel prejudices for
- Rarity and quality are keeping used values very high
Subconsciously or otherwise, most of us are looking for the same combination of attributes in a car. You might have your own set of preferred words but for the sake of argument let’s call these attributes power, torque, performance, dynamics, efficiency and value. If there was some kind of formula that could mash up those attributes, produce a score out of a hundred and put the result on a big list, it’s a fair bet that anything with an Alpina badge on the bootlid or tailgate would be up near the top of it.
Alpina has made a good living out of making already fine BMWs even better but the dividing line between Alpina and BMW, which was once quite clear, has grown increasingly blurry in recent times as BMW’s own products have become, well, more Alpina-like. That gap-narrowing process between the two firms’ products has led to Alpina having to accept the inevitability of acquisition by BMW, just as AMG had to with Mercedes.
In May 2020, two years before Alpina officially became part of BMW and four months after the B3 petrol version had been launched, Alpina opened the order book on its new G20 3 Series-based D3 S, for production starting in July and UK deliveries starting in November. The modular ‘CLAR’ (Cluster Architecture) G20 platform could support mild and plug-in hybrid powertrains, and it was the mild hybrid platform of the M340d that formed the jumping-off point for the D3 S. It was the first car in Alpina’s history to have a 48v integrated starter generator.
The D3 S had a tough act to follow. The gen-one D3 Biturbo of 2013 had not only been the world’s fastest production diesel car, it had also been dubbed ‘perhaps the most desirable real-world saloon ever’ by one respected UK motoring mag.
So what did you get with your 2020-on gen-two D3 S? First you had to make your choice between the four-door saloon or the 60kg heavier Touring. Most buyers went for the estate. Whichever one you went for, under the bonnet was BMW’s majestic B57 3.0 biturbo diesel, fettled by Alpina with new intercoolers, a revised ECU, and an uprated cooling system. There was also a less restrictive exhaust. The upshot was peak power of 350hp (up 15hp on the M340d) and a hefty 538lb ft of torque from 1,750rpm, up 22lb ft. 11hp’s worth of hybridisation provided additional small torque boosts and noticeably smoother stop-start functionality.
Power went to all four wheels via BMW’s clutch-based xDrive torque-split system and ZF’s excellent 8HP76 8-speed torque converter automatic gearbox whose software was revised for the D3 S to prepare it for the sort of heavy duty use it was going to experience in countries like Germany, where there was a tradition of using fast cars rather than aircraft for long internal journeys. Unlike the M340d the Alpina wasn’t restricted to 155mph: it was delimited to 170mph, or 168mph in the Touring.
The D3 S’s chassis was significantly altered. The suspension, like the petrol B3’s, featured adaptive dampers and uprated Eibach springs with Alpina’s own tunings. There was one degree more negative camber at the front end. An electronically-controlled limited slip differential was standard, ensuring rear-wheel drive bias, although the M340d was already firmly inclined in that direction. The brakes were bigger and the power steering was reworked.
BMW bought Alpina in March 2022. In July 2022 the D3 S was refreshed in line with the general G20 3 Series revisions and ran for another two years. Alpina will continue to build its own cars until 2025, but from that point on BMW will be making the decisions on what comes out. The Sytner group has always been the home of Alpina GB, having been the UK’s sole franchisee since 1983.
The big question of course is, are Alpinas worth it? The M340d on which the latest D3 S was based was a fairly awesome piece of kit. Its RRP in Touring form was £52k, £4k less than the Alpina, but you could stretch that difference quite significantly in both directions through the very healthy M340d discounts that were on offer with the right PCP deal and the expensive optioning-up that inevitably happened with Alpinas, which as far as we know have never been discounted. But you may know different of course.
If you go out looking for a used G20/21 D3 S you’re likely to be taken aback by the small number of them available and the strong prices. We’ll get into that a bit more at the end of the story but before we get there let’s look at some of the stuff that made the Alpina different and exclusive.
SPECIFICATION | ALPINA D3 S (2020-on)
Engine: 2,993cc twin-turbo, straight six diesel
Transmission: 8-speed auto, all-wheel drive
Power (hp): 350@4,000-4,200rpm
Torque (lb ft): 538@1,750-2,750rpm
0-62mph (secs): 4.6 (4.8 Touring)
Top speed (mph): 167 (170 Touring)
Weight (kg): 1,950 (2,010 Touring)
MPG (WLTP): 37.2
CO2 (g/km): 198
Wheels (inch): 19 (forged 20s optional)
Tyres: 255/30 (f), 265/30 (r)
On sale: 2020-24
Price new: £55,950 (Touring, 2021)
Price now: from £55,000
Note for reference: car weight and power data are hard to pin down with absolute certainty. For consistency, we use the same source for all our guides. We hope the data we use is right more often than it’s wrong. Our advice is to treat it as relative rather than definitive.
ENGINE & GEARBOX
As mentioned earlier, the D3 S wasn’t just an M340d with premium badging. The 3.0 straight-six engine, already a lovely piece of work, was made even better by Alpina’s changes to the hardware, principally two additional radiators for the cooling system, a new exhaust and more intercooling. Along with an ECU change these mods added 15hp and 28lb ft to the M340d’s power and torque figures.
Alpinas through history have usually (if not always) been quicker and at the same time stingier on fuel than the equivalent BMWs, often as a result of gear ratio changes, and thanks to the mods we’ve just mentioned the D3 S was no exception. Although there were no major differences between its acceleration figures and those of the M340d it felt like there were tangible improvements in the Alpina’s off the line launchability, mid-range response and top-end energy.
It was undoubtedly a performance car but, like any massively brawny diesel, the D3 S didn’t give you an overwhelming sensation of face-bending acceleration. Rather than beasting a road in the way that a petrol-fuelled performance car might, the D3 S just sort of dismissed it. Destinations were reached earlier than expected, with minimum fuss but also with maximum efficiency courtesy of those optimised transmission ratios which meant it was barely ticking over at 80mph. 100mph was hardly any more frenetic. Journalists running long-term D3 Ss found it difficult to record anything worse than 35mpg. Uprated driveshafts added peace of mind and underlined Alpina’s holistic and considered approach to its work.
The D3 S’s achievements in these fields are all the more noteworthy given its weight. As usual, the numbers you’ll see online vary widely but Alpina GB themselves admitted to 1,950kg for the saloon and 2,010kg for the estate. The numbers sounded big but in practice you didn’t notice the weight. We couldn’t find any drivetrain issues pertaining to the D3 S but some M340ds have had intermittent start-stop difficulties and DPF sensor failures. Alpina’s electric towbar (a £960 option) gave the car an 1,800kg towing capability.
CHASSIS
The D3 S had torque vectoring and adaptive sport suspension with Alpina-bespoke settings not just for the electronically adjustable dampers, performance springs, bump stops and stabilisers but also for the steering, the xDrive all-wheel-drive system and the limited-slip rear diff.
Four driving modes were available: Comfort+, Comfort, Sport and Sport+. None of them were what you’d call plush but the Comfort settings were well chosen for big roads in the UK. Testers found that the Alpina wasn’t quite as agile as the M3 Touring but in fairness to it the petrol-powered BMW wasn’t really comparable. The Alpina’s steering was rock solid, turn-in was fast and accurate and high-speed stability was up with the best.
The company’s tweaks to the suspension brought a welcome degree of roundedness on initial road hits that wasn’t present on the M340d. Standard D3 S wheels were split five-spoke 19-inch Dynamics with very low profile ALP-designated Pirelli P Zeroes. For Alpina’s trademark multispoke Classic wheels, you had to spec 20-inch forged options that reputedly knocked 14kg off the kerbweight while adding £2,080 to your final bill. These wheels could be ordered with a black finish that showed up brake dust deposits more clearly than silver. You had to be careful with the Classic rims near kerbs too as they didn’t get much protection from those 30-profile tyre sidewalls.
Hitting a hidden pothole felt like an expensive experience with the 20-inch wheels fitted but owners who reported doing exactly that were pleasantly surprised to find no, or very little, damage to the rims. Brakes were performance 395mm/345mm discs adapted from Alpina’s 205mph B5 flagship. Lighter, drilled discs and pads with higher operating temperatures were available as a £1,770 option. Calipers were blue with Alpina lettering. As far as we’re aware carbon ceramics weren’t offered but nor were they needed because there was more than ample stopping power from the standard setup.
BODYWORK
The subtle body mods conferred on the G20 B3 were transferred over to the D3 S, so you got a deeper front splitter, a more obvious rear diffuser, and wider side skirts. The distinctive Alpina pinstriping was optional, as was Alpina’s other trademark, the ‘ALPINA’ script below the grille. Does the font size for that seem to be smaller on the D3 S than on previous models, perhaps indicating the gradual absorption of the brand into the main BMW range, or is that our imagination? Hmm. Whatever, the full decal set cost £420.
Traditionally Alpinas have been painted in Alpina Blue or Alpina Green but again they have stepped more into line with BMW offerings to take in Individual paint finishes and newer options like Melbourne Red, Brooklyn Grey and Skyscraper Grey.
INTERIOR
As per the outside, buyers could have the D3 S cabin finished to their own spec from a range of trims, stitchings, embossings and materials for the seats, centre console and dash. The full-grain cowhide Lavalina leather used to trim the steering wheel could be extended throughout the cabin for £6,350. To save money you could go for ultra-soft Merino sheepskin instead at £3,800.
Alpina seat badges were a no-cost option but if you wanted electronic driver seat adjustment that was £1,120. Lumbar support was another £195. The wood trim was either Alpina wood or piano lacquer. Anodised CNC aluminium shift paddles were a nice addition at £290. The centre console had a production plate bearing each car’s individual build number. Alpina also put its own chassis number on the front suspension turret.
The G20’s digital instrumentation panel was Alpina-customised with blue and green backgrounds and an Alpina identifier on the screen. The latest OS8 iDrive infotainment system delivered smooth and user-friendly control via the rotary controller and the right amount of physical buttons. There was good voice control through the BMW Intelligent Personal Assistant function, but some users of the OS8 system have expressed frustration at the Bluetooth’s donkey-like reluctance to hook their phones up. The audio was good though, especially with the £820 Harman Kardon speaker upgrade. The Touring estate had up to 1,510 litres of storage space. Its tailgate glass could be separately lowered into the bodywork.
PH VERDICT
Alpina owners are, you suspect, a pretty contented bunch. They’ve signed up to one of the classiest brands in motoring, and in the specific case of the D3 S they’re able to enjoy peerless mile-eating, superb refinement and economy that is nothing short of remarkable for the performance.
Not only that, we searched in vain for complaints about this car. Admittedly it’s only been around for four years or so, and the sample size is small, but the fact that we were unable to find any common problems specific to the D3 S tells you something. The M340d has had a small number of issues but arguably no more than you’d expect from a car of its type and age.
Earlier on we asked if the Alpina D3 S was worth the extra money over the equivalent BMW M340d, or even an old 335d. That will be a matter for the individual, and will to a large extent come down to money. If you’re in the fortunate position of that not being important, the Alpina will bring a degree of uniqueness to your motoring life that you might well think more than justifies the cost. There’s just something very desirable about a car with an Alpina badge.
What about diesel Alpinas though? Surely that’s an unforgivable aberration, especially now, given diesel’s place in the market? From a high point of popularity when diesels accounted for half of all new cars sold in the UK, their share of the market dropped to 38 per cent in the period 2016-19 and then down to 13 per cent in 2020-23. The current prediction is that it will be as little as three per cent by 2028. Against that background it might seem odd to be singing the praises of the D3 S, but ignoring this car on the grounds of diesel’s growing scarcity makes no sense. It combines massive and highly useable performance with remarkable abstinence at the pumps. Few cars will leave you feeling as relaxed at the end of a long journey than a D3 S.
On paper, the petrol-fuelled Alpina B3 had more firepower. Its 462hp was considerably more than the D3’s 350hp it wasn’t far behind on torque with 516lb ft compared to the D3’s 538lb ft, and it was lighter, but it was £12,000 more expensive than the diesel and in the real world there would be very little difference between the two of them in terms of the time it would take you to cover the same piece of ground, or in the sophistication and refinement they would show while doing so – and you wouldn’t have to stop nearly as often in the 37.2mpg D3 than in the 28.8mpg B3. You could easily cover 550 miles on a full D3 S tank.
It could be argued that high-performance diesels like this have reached a point of development that makes them extremely desirable, but there’s no getting away from the fact that the D3 S will always be a non-starter in the eyes of many potential buyers simply because of the fuel it burns.
There is another big obstacle to any Alpina purchase. Cost. They’ve always been expensive new – the RRP of a typically optioned-up new D3 S in 2024 can easily approach the £90k mark – and they’re expensive used, too. In the Alpina section of the PH classifieds, as of September 2024 there are a couple of examples: this 2021 Touring with 24,000 miles, a pano roof and the 20-inch Classic forged wheels at £55,000, then this 2024 estate in what looks like Melbourne Red with just 3,000 miles and the performance brake upgrade. Said to have retailed at £82,860 earlier this year, it’s now less than £70k. Just for comparison at the same dealer, here’s a 2023 petrol B3 Touring with fewer than a thousand miles, once an £87k car and now £75,000.
Going back quite a few years won’t take much of the edge off Alpina prices either. Twenty years ago a Three Series-based Alpina was about £40k, easily the equivalent of £60k+ now. This E46 B3 S convertible that was built twenty years ago is up for £28k. Over £26k is being asked for this 2014 D4 coupe with 58,000 miles. Which all goes to show that a) you probably won’t lose much money if you buy an Alpina and b) there’s life in the old dog yet. Well, until 2025 at least.
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