BMW 3 Series Touring 2013 Review
BMW's new 3 Series Touring blends usable performance with everyday practicality?
?>> More usable interior?
>> Composed road-holding
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?>> Four-cylinder engines lack aural soul
?>> Reduced headroom when sunroof fitted
Seven months have passed since the 3 Series Touring was launched in its home market of Germany and now it’s Australia’s turn.
Dubbed F31, the Touring (wagon) iteration of the F30 3 Series is, to the B pillars at least, identical in appearance, but is longer, wider and slightly lower than its sedan sibling. ??Inside, it also shares the same packaging, proportions and amenity as the sedan, with only subtle differences in rear seat accommodation, and of course carrying capacity.
?Cargo space is a best-in-class 495 litres, while driveline packages are limited locally to one petrol (320i) and one diesel (318d). By comparison, the sedan offers five (see MECHANICAL). The line-up will be boosted by a higher output 328i petrol mid-year.
Like all new BMW models, the 3 Series Touring is offered with grouped equipment ‘Line’ packages (Sport Line, Luxury Line, Modern Line and M Sport package) which bundle aesthetic and equipment offerings together to simplify the buying process.
Although costing $62,600, the 320i petrol variant escapes the clutches of LCT thanks to its sub-7.0L/100km combined official fuel figure.
BMW has revised the model structure for the 3 Series Touring. Previously, the E91-series diesel-powered 320d Touring was the more expensive variant but now, with the 318d taking the bottom rung, the 320i becomes the premium model.
The 328i petrol will be priced from $69,900 when it arrives in showrooms around mid-May.
In regards to BMW’s ‘Line’ packages Luxury, Modern and Sport lines are available for $3678 on 318d, $3152 on 320i, and $1538 on the 328i. All variants can be optioned with BMW’s M Sport Package for $7000, $6844 and $5000 respectively.
Specification and equipment are aligned with the 3 Series sedan, so the 318d arrives as standard with dual-zone climate control, cruise control, power windows and mirrors, auto headlights and wipers, reverse parking sensors, Bluetooth telephony and a single-CD tuner with 3.5mm auxiliary and USB connectivity.
The 320i adds electric seat adjustment with position memory, a reversing camera, 17-inch alloy wheels, forward parking sensors and a sports leather steering wheel.
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The 328i scores anti-dazzle folding mirrors, walnut interior highlights and Dakota leather upholstery, electric lumbar support for the front seats and upgraded Business navigation system in conjunction with a premium HiFi audio package.
At the entry-end, the 318d generates 105kW and 320Nm for a 0-100km/h time of 9.2 seconds. The common-rail injection and variable geometry turbocharged diesel returns a combined cycle fuel figure of 4.7L/100km whilst emitting 123g/km of CO2.
Direct injected and turbocharged 320i petrol variants hit the tonne almost two seconds quicker in 7.5 seconds but consume more fuel -- 6.2L/100km on the combined cycle. The petrol-powered model emits 145 grams of CO2 for every kilometre travelled.
The top shelf 328i features a higher output version of the same 2.0-litre, four-cylinder turbo-petrol found in the 320i. It produces 180kW/350Nm, accelerates to 100km/h in six seconds, officially returns 6.8L/100km and emits 159g/km of CO2.
Otherwise, the 3 Series Touring shares all chassis, steering and braking specifications with the 3 Series sedan.
Addressing the 3 Series’ long-criticised lack of oddment storage, BMW has also made front door pockets bigger and added cup holders to the centre console. ?
The 3 Series Touring’s best-in-class cargo area -- accessed via an electrically-operated tailgate with separate opening glass -- is increased 35 litres to 495 and now sits just 620mm from the ground, allowing easier loading and unloading of heavier items. Flexibility here is extended via a 40:20:40 split-fold rear seat offering up to 1500-litres of cargo space when flipped forward. A separate cargo net and luggage compartment cover stow neatly under the floor when not in use.
The 3 Series Touring’s track is also 37mm wider at the front and 48mm wider at the rear than the sedan, helping to stabilise the wagon’s heftier bulk at speed. It also enhances its ‘sporting aesthetic’, especially when coupled with the lowered suspension of the M Sport package.
COMPETITORS
>> Internal attack
Not much has changed in seven months, and as we said after our first international drive, the 3 Series Touring faces a challenge not only from its usual German rivals, but also from within the BMW brand itself.
Obvious rivals are the Audi A4 Avant (from $58,700 to $149,400 MRLP) and Mercedes-Benz C-Class Estate (from $60,600 to $154,800 MRLP), but high-spec BMW X1 and low-spec X3 models which offer similar levels of practicality at a comparable price, could also steal sales.
Then there’s the Volvo V60. With two- and all-wheel drive variants, a choice of petrol and diesel and similar pricing (from $52,490 to $78,490 MRLP), it’s likely the stylish Swede will also be shopped against the 3 Series Touring.
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In 2012, BMW sold roughly 300 units of the 3 Series Touring, or around six per cent of the entire 3 Series range. With sharper pricing, and more sensible package options, BMW Australia believes it should have no trouble building on this figure.
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What strikes you first about the 318d and 320i is how composed they feel on-road. Tenacious grip doesn’t come at the detriment of ride comfort – even on the ‘harshest’ setting we could muster from models equipped with the optional Adaptive M Suspension ($1400).
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The improved rear legroom is welcome, considering the previous E91-series Touring was noted ‘a little tight’ when last reviewed. Although improved too, the headroom is compromised slightly when the optional Panorama glass sunroof is fitted ($3000).
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NVH levels are exceptionally well-attenuated, so much so that the HVAC fan is the noisiest component of the entire package. Even the diesel engine is remarkably hushed.
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The electric steering, a component we felt was underdone on the international launch, seemed improved somehow on local roads. Choppy and occasionally rough sections of country road did little to faze the input given; the 3 Series Touring held its line while providing expectant levels of feedback and appropriate weight.
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Like most BMWs, the 3 Series Touring’s brake modulation is a highlight. The strong stoppers were also appreciated, as both engines have a way of piling on more pace than you’d credit, though not always with the cadence you’d expect.
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The issue here is that the amount of boost the turbocharger loses between gear changes can conspire with transmission shifts in Drive or Drive Sport modes when accelerating enthusiastically from corners. We’re sure it’s unlikely to be an issue for most, and is easily alleviated by flicking to manual mode.
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Both the 318d and 320i are remarkably swift, the engines providing crisp and willing performance when kept up in the rev range. This is no ordinary diesel!
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And perhaps that’s the charm of Touring variants like these. You can lug the family and your shackles from place-to-place with much the same level of
practicality as a similarly-sized SUV, but without the dynamic downsides the high-riding vehicles present.
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As sporty as they are, the 3 Series Touring remains remarkably docile and exceptionally refined when driven at suburban speeds – a true blend of usable performance and everyday practicality.
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