The BMW 3 Series sedan, a popular choice for drivers seeking a blend of performance and luxury, underwent design changes in 2012. Further modifications, particularly to the front suspension, were introduced in 2016 models to enhance wheel control during small overlap frontal crashes. However, these initial adjustments proved insufficient to significantly improve performance in this demanding test.
Starting with the 2017 and continuing into the 2018 Bmw 3 Series models manufactured after November 2016, BMW implemented more substantial changes to the suspension and reinforced the adjacent structural elements. These enhancements led to a marked improvement in wheel movement control and, consequently, a significantly better outcome in the small overlap frontal crash test conducted by the Insurance Institute for Highway Safety (IIHS). For owners and prospective buyers, the manufacturing date can be found on the certification label located on the driver’s side door or the B-pillar.
The IIHS evaluation of the 2018 BMW 3 Series yielded impressive results. The vehicle earned a “Good” rating, the highest possible, in the small overlap frontal crash test. This “Good” rating extends to key aspects of the crash performance, as detailed in the table below:
| Evaluation criteria | Rating |
|---|---|
| Small overlap frontal crash test | G |
| Structure and safety cage | G |
| Driver injury measures | |
| Head/neck | G |
| Chest | G |
| Hip/thigh | G |
| Lower leg/foot | A |
| Driver restraints and dummy kinematics | G |
This image captures the 2018 BMW 3 Series during the small overlap frontal crash test, demonstrating vehicle structure under stress.
The structural integrity of the 2018 BMW 3 Series held up commendably during the crash. The safety cage maintained its form, indicating robust protection for occupants in a real-world accident scenario of similar severity. Analysis of driver injury measures further supports the “Good” rating. The risk of injury to the head, neck, chest, and hip/thigh was minimal, all registering “Good.” The lower leg/foot area received an “Acceptable” rating, the second highest, suggesting a slightly elevated but still low risk in this zone. Driver restraints and dummy kinematics were also rated “Good,” confirming the effectiveness of the seatbelts and airbags in managing occupant movement during the crash.
Post-crash test, this photo illustrates the dummy’s position within the 2018 BMW 3 Series, showing the maintained survival space.
The positioning of the crash test dummy relative to the car’s interior components, like the door frame, steering wheel, and instrument panel, is a crucial indicator of occupant survival space. In the 2018 BMW 3 Series, the dummy’s position after the test clearly showed that the driver’s survival space was well-preserved. This is a testament to the vehicle’s structural design and its ability to withstand significant crash forces without compromising the space needed to protect the driver.
This image highlights the effectiveness of the airbags in the 2018 BMW 3 Series during the frontal crash test, crucial for head protection.
The performance of the airbags in the 2018 BMW 3 Series was another area of success. The frontal and side curtain airbags deployed and functioned as designed, effectively preventing the dummy’s head from making dangerous contact with hard structures or external objects. This coordinated airbag deployment is vital in mitigating head injuries, which are a significant concern in frontal collisions.
A close-up view showing potential lower leg injury risk in the 2018 BMW 3 Series crash test, indicating a need for continued improvement.
While the overall driver injury measures were positive, forces recorded on the right lower leg were marginally high enough to suggest a moderate risk of injury in that specific area. This “Acceptable” rating for the lower leg/foot, while not the highest, still indicates a good level of protection, but also highlights an area where future vehicle designs might strive for further improvement.
Detailed technical measurements from the crash test provide further insight into the 2018 BMW 3 Series‘ performance. Key measures of occupant compartment intrusion and driver injury are outlined below:
Technical measurements for this test
Measures of occupant compartment intrusion on driver side
| Evaluation criteria | Measurement |
|---|---|
| Test ID | CEN1639 |
| Lower occupant compartment | |
| Lower hinge pillar max (cm) | 5 |
| Footrest (cm) | 16 |
| Left toepan (cm) | 11 |
| Brake pedal (cm) | 12 |
| Parking brake (cm) | |
| Rocker panel lateral average (cm) | 1 |
| Upper occupant compartment | |
| Steering column | 0 |
| Upper hinge pillar max (cm) | 3 |
| Upper dash (cm) | 3 |
| Lower instrument panel (cm) | 3 |
Driver injury measures
| Evaluation criteria | Measurement |
|---|---|
| Test ID | CEN1639 |
| Head | |
| HIC-15 | 549 |
| Peak gs at hard contact | no contact |
| Neck | |
| Tension (kN) | 1.4 |
| Extension bending moment (Nm) | 22 |
| Maximum Nij | 0.42 |
| Chest maximum compression (mm) | 19 |
| Femur (kN) | |
| Left | 3.4 |
| Right | 3.4 |
| Knee displacement (mm) | |
| Left | 4 |
| Right | 4 |
| Knee-thigh-hip injury risk (%) | |
| Left | 1 |
| Right | 1 |
| Maximum tibia index | |
| Left | 0.65 |
| Right | 0.82 |
| Tibia axial force (kN) | |
| Left | 3.4 |
| Right | 4.2 |
| Foot acceleration (g) | |
| Left | 140 |
| Right | 68 |
In conclusion, the 2018 BMW 3 Series, specifically models built after November 2016, demonstrates a significant improvement in small overlap frontal crash protection compared to earlier models. Earning the IIHS Top Safety Pick designation, the 2018 BMW 3 Series provides a high level of safety for drivers in this challenging crash scenario, making it a strong contender for safety-conscious car buyers.
