BMW 3 Series Touring 2012 Review - International

To the B-pillar, the 3 Series Touring is identical to its sedan sibling. Thereafter it diverges – it is longer in the body (+97mm) and wheelbase (+50mm), and wider in track (+37mm front, +48mm rear), giving 3 Series Touring more room for passengers and cargo alike.

Inside, the cabin boasts all the features expected from the high-end Bavarian brand. While an adaptable cargo compartment allows greater flexibility for a variety of uses, the area growing a total of 35 litres from the previous model to a best-in-class total of 495 litres.

Powertrain options and the suite of EfficientDynamics eco-focussed technologies found in 3 Series sedan are also carried over. BMW’s eight-speed automatic transmission and idle stop-start system all make an appearance on the spec sheet.

BMW will offer three variants initially -- 320d, 328i and 330d. Later this year, the range will be joined by 320i petrol and 316d and 318d diesel variants.

Most of the engine range offered in 3 Series sedan is expected to make it into Australian-spec variants, though this will be confirmed closer to the car’s local launch in February 2013.

PRICE AND EQUIPMENT

Like the sedan range, Touring models are available with new Sport Line, Luxury Line and Modern Line equipment packages, while an optional M Sport package is also offered from launch.

Though final equipment levels are likely to vary by the time Touring arrives in Australia, the kit found in BMW 3 Series sedan is a “very good guide” of what we'll get here, BMW spokespersons stated.

In Europe, the Sport Line feature high-gloss black accents for the grille, mirror caps and exhaust outlet, 17 or 18-inch alloy wheels, red and black contrasting interior trim accents, red trim rings and scales for the instrument panel, red stitching on the sports steering wheel and three upholstery variants in four colours.

Luxury Line models are more discreet, with chrome garnishes in place of black, added external trim pieces, chrome window surrounds and 17 or 18-inch alloy wheels. The interior is a blend of chrome and woodgrain which two grades of upholstery are again offered in four colours.

For Modern Line 3s, we find trim elements in a satin aluminium finish, light-coloured interior trim, dash and steering wheel and turbine-style 17 or 18-inch alloy wheels. Leather or leather-cloth combination upholstery is offered in Oyster or Black while four trim strips offer what BMW says is an “appealing interplay” between materials.

Finally, M Sport models gain an injection of pure athleticism with M Sport suspension (10mm lower), optional M Sport brakes (with blue-painted four-pot calipers), familiar BMW Individual high-gloss Shadowline trim, 18 or 19-inch light-alloy wheels, M door sill finishers, steering wheel, footrest, 'Sportshifter' short throw gear linkage (manual models only) and Anthracite Alcantara upholstery.

All engines in the range feature BMW’s TwinPower turbocharging technology.

The diesel 2.0-litre 320d is rated at 135kW/380Nm and 3.0-litre 330d oiler pumps out a substantial 190kW/560Nm. The sole petrol 328i yields 180kW/350Nm from its 2.0-litre four.

Expectedly, all powerplants meet Euro5 emissions standards with the smaller diesel option capable of meeting Euro6. All models also include BMW’s Driving Experience Control switch (part of BMW’s EfficientDynamics suite of environmentally-focussed technologies) which offers ECO PRO mode as part of the vehicle’s four settings (ECO PRO, COMFORT, SPORT, SPORT+), further saving fuel and lowering emissions.

In Europe, the pair of four-cylinder models are offered as standard with a six-speed manual gearbox (driving the rear wheels, of course) while an eight-speed automatic is fitted as standard to the six-cylinder diesel model, and available elsewhere as an optional extra. Locally we'd expect auto to be the default offering on all 3 Tourings.

When mated to the manual transmission, 320d returns a hybrid-like combined fuel consumption average of just 4.7L/100km while emitting 124g/km of CO2. These figures drop to 4.6L/100km and 122g/km respectively when the eight-speed automatic transmission is fitted.

The auto petrol-powered 328i is rated at 6.5L/100km and 152g/km. While the current range-topper 330d returns 5.1L/100km and emits 135g/km of CO2.

Lightweight alloy suspension (strut front/multi-link rear) and electric-assisted steering is claimed to reduce 40kg from the vehicle’s overall weight.

Alloy wheel sizes vary between 16 to 19 inches, depending on variant and ‘Line’ package. Larger diameter wheels are available optionally on lower-spec models.

All models utilise a run-flat tyres with a Tyre Puncture Warning System.

A largest-in-class cargo bay (+35 litres over previous model) is accessed via a 1030mm wide by 662mm high aperture. It sits 620mm from the ground and is 97mm longer than the previous generation 3 Series -- while offering a flexible carrying capacity via a 40:20:40 split-fold rear seat, variable partition net and removable cargo cover.

In total, 3 Series Touring offers between 495 and 1500 litres of cargo space -- that’s seven cases of beer or three sets of golf clubs.

The tailgate, with separate rear window opening, is available as standard with an electric opener -- operable via the key -- or optionally with BMW’s hands-free Comfort Access system which is activated by a simple wave of the foot under the centre of the rear bumper when the proximity key is in range.

A three-mode stability and traction control system, antilock brakes with brake drying and cornering function, start-off assistant and an electronic limited slip function (in lieu of a mechanical LSD) are among the long list of electronic driver aids fitted as standard. All seating positions score anti-whiplash head restraints and three-point (lap/sash) inertia reel seatbelts. The front pews add latch tensioners and belt force limiters. In the rear, all three seating positions offer top-tether and ISOFIX child seat preparation.

Optionally, and depending on variant, 3 Series models are also available with lane change and lane departure warning systems, reversing or Surround View (bird’s eye) camera, high-beam assist, park assist, acoustic parking sensors, bi-xenon headlamps and adaptive cruise control with Stop & Go function.

The obvious competitors from the Audi garage are the 2.0 TFSI (132kW/320Nm) and 2.0 TDI (105kW/320Nm) A4 wagons. Audi does not offer a high-output diesel (3.0 TDI) in the A4 Avant range, however, potential buyers shopping on ‘bang for buck’ may consider the 2.7 TFSI (140kW/400Nm).

Of course Audi also has the added advantage of all-wheel drive with its famed quattro system -- at a price. The jacked-up Allroad variant also adds spice to the Ingolstadt mix.

The Audi A4 Avant range is currently priced from $58,700 to $75,500 (MRLP).

Mercedes-Benz’s strong-selling C-Class will likely give the 3 Series Touring its hardest fight in the race for sales. With extensive driveline and packaging options (11 in total) the C-Class competes on even footing.

Against the current crop of 3 Series Touring variants we find the C 200 CDI BlueEFFICIENCY (100kW/330Nm), C 250 BlueEFFICIENCY (150kW/310Nm) and C 250 CDI BlueEFFICIENCY (150kW/500Nm) as a natural fit. The Mercedes-Benz C-Class Estate range is currently priced from $60,600 to $154,800 (MRLP).

Finally, and perhaps unconsidered by many, is the slightly smaller but no less premium Volvo V60. With an equal number of variants (11) as Mercedes-Benz, the Scandinavian challenger offers excellent driving dynamics -- easily on par with its German rivals -- and a similar choice of driveline and packaging options.

Two- and all-wheel drive variants as well as petrol and diesel engine offerings give Volvo an Audi-like advantage against the rear-wheel drive only BMW. Volvo V60 D3 (120kW/400Nm) and T5 (177kW/320Nm) variants rival 320d and 328i closely, though without a high-output diesel offering Volvo shoppers would likely consider the range-topping petrol-powered T6 (224kW/440Nm).

The Volvo V60 range is currently priced from $52,490 to $78,490 (MRLP).

Despite competition outside the brand, BMW says it is more concerned about competition from within, and admits pricing of X1 and X3 models could be its downfall in promoting the new 3 Series Touring to would-be buyers.

Acceleration is linear, but sufficiently quick. The 328i gains speed on steeper climbs with enough in reserve for overtaking. The turbo four and smooth-shifting eight-speed transmission are, in the main, well matched.

Selecting SPORT or manual mode, the shifts are noticeably more pronounced, however, the gearbox can be confused by sudden requests for acceleration when rolling at slow speeds. The combination of a moment’s indecision from the transmission and a hint of turbo lag results in an uncomfortable pause.

The 328i's brake pedal is beautifully modulated resulting in a smooth and progressive stop where upon the idle stop-start system quickly shuts down the engine to conserve fuel. As soon as the (brake) pedal is released, the engine quickly re-ignites without so much as a moment’s delay before setting off smoothly.

The ride route’s super smooth surfaces, traffic and lower speed limits (autobahn excluded) gave us little opportunity to fully exploit the car’s dynamic abilities. The suspension returned a ride/handling compromise well-tuned to the German back roads encountered, only larger divots (when you could find one) upsetting proceedings with a sharp jolt through the cabin.

A familiar layout sees 328i present the driver with a usable array of information from both the HUD [Head Up Display] and small screen located between the two primary dials of the instrument panel. Similarly, the lane departure and blind spot warning systems work ‘with’ the driver to foster safe driving. They are less of a distraction than so many other systems we’ve sampled.

At high speed there is some tyre hum and a noticeable level of wind noise from the wing mirrors, but otherwise 328i is a quiet achiever.

The engine is subdued until pushed; at which point its four-cylinder note is noticeable. Also obvious is 328i’s electric power steering system which is entirely too light and devoid of feel for this application. Having said that, it’s still my preference among its immediate peers.

SPORT and SPORT+ mode does go some way toward adding a little weight to the formula, but it’s still a far cry from BMW’s best-in-the-business hydraulic steering where feel and feedback is concerned.

Hopping in the back seat there are obvious improvements over the sedan though legroom is still a little tight. Taller teens and adults may find the accommodation on offer somewhat limiting on longer journeys, though for younger families it’s close to ideal.

After a brief 130km at the wheel sampling a mix of COMFORT, SPORT, ECO PRO and SPORT+ (in that order) we returned an average of 8.9L/100km according to the trip computer.

Though not fault free, the new BMW 328i Touring is a very attractive package. As a premium family hauler it's certain to find a home for those who are looking for the style and dynamics SUVs just can’t offer.

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