BMW’s 3 Series Touring is a bit of an anomaly. It’s a compact D-segment premium station wagon, a rare breed of four-wheel
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| Photo: Trevor Hofmann, Canadian Auto Press |
beast these days. Audi offers something similar in its A4 Allroad, but they’ve given it a crossover twist so it doesn’t really compete directly, whereas Mercedes currently only offers a wagon under its mid-size E Class designation. Word has it a new C-Class Wagon will be heading across the Atlantic soon, although for reasons unknown our U.S. friends won’t be partaking. Volvo has long stayed true to its faithful North American wagon devotees by offering more five-door variants than any luxury rival, however, the V60 going up against BMW’s otherwise lone entry, unlike the Audi A4 Avant and similarly revered Cadillac CTS Sport Wagon, less loved Jaguar X-Type Sportwagon and now nearly classic Lexus IS SportCross models that are all long gone.
Now
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| Photo: Trevor Hofmann, Canadian Auto Press |
our North American markets are mostly about crossover SUVs, which are little more than raised wagons that inherently don’t handle as well as their lower more performance-oriented five-door counterparts, reason enough to praise BMW for not only sticking to its cool family roots and continuing to produce the 3 Series Touring, but also for adding the unusually utile 3 Series Gran Turismo and ultimately cool hatchback-infused 4 Series Gran Coupe to the ranks. The Touring isn’t available in as many powertrain variants as the 3 Series sedan, understandably, its eight-speed automatic and xDrive all-wheel drive combination being the only way to get power to the road and either its direct-injection and turbocharged 2.0-litre four-cylinder in potent 328i guise or more fuel-friendly 328d turbo-diesel the only engine choices up for grabs.
Still,
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| Photo: Trevor Hofmann, Canadian Auto Press |
Touring fans should simply be glad their wagon is still available at all. While BMW Canada seemed to have no trouble selling 9,590 3 Series models last year, that tally having slipped since 2014 due to the new 4 Series stealing sales that were previously accounted for under the 3 Series column, I’m going to guess that Touring sales were merely in the hundreds, like the wonderfully practical albeit not as sexily shaped GT. For me, at least, this Touring is the most alluring 3 Series body style. If only BMW offered it with the new 3.0-litre turbo six I experienced in a 340i sedan recently, but such a car would probably only sell by the handful so there’s no use dreaming.
That
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| Photo: Trevor Hofmann, Canadian Auto Press |
whimsical thought aside, the 328i xDrive Touring is hardly a slowpoke. While its mechanical note excites about as much as McLaren-Honda’s sad sounding MP4-30 F1 power unit exhaling around Circuit Gilles Villeneuve’s L’Epingle when compared to the spine-tingling engine-exhaust combo of the 340i, the result of right foot to throttle is plenty inspiring, the 241 horsepower mill finding an even more motivating 258 lb-ft of torque at a mere 1,250 rpm to make this rather hefty 1,735-kilio (3,825-lb) AWD family hauler plenty tractable off the line, the sprint to 100 km/h taking just 6.3 seconds.
Like most BMWs, the 3 Series Touring hides its weight well, poundage a seemingly necessary evil in today’s safety-sensitive and luxe-oriented premium market. While I could delve back to dreaming about a possible future of CFRP-intensive 3s, I’d
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| Photo: Trevor Hofmann, Canadian Auto Press |
rather focus on the here and now, this Touring being an absolutely superb driver’s car infused with a brilliant automatic featuring manual mode that shifts as quickly as any torque converted autobox has a right to, BMW recalibrating it with wider spaced ratios for 2016. Steering wheel paddles are an engaging addition that made the Touring a great deal more fun through the curves; an arena that quickly proves this wagon doesn’t give much if anything up to the sedan. This mildly updated Touring has been endowed with some of the same undercarriage tweaks as the similarly restyled sedan. Its reworked electric power steering results in quicker response to turn-in and better feel overall, with zero price paid in suspension comfort, while xDrive feels slightly more rear-wheel biased than the outgoing design.
And
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| Photo: Trevor Hofmann, Canadian Auto Press |
that compliant ride even happens with Sport mode engaged, the 3 Touring getting BMW’s usual console-mounted Driving Experience Control rocker switch that allows for Sport and even an more aggressive Sport Plus setting as well as Comfort and Eco Pro modes, the latter utilizing all of the brand’s EfficientDynamics technologies such as auto start-stop that shuts the engine off at stoplights. The 3 gets standard regenerative brakes too, amongst other fuel saving features, Eco Pro mode dulling response times for a more relaxed stint behind the wheel. There was a time I would’ve duct taped the toggle to Sport Plus, but now as I’m nearing a more comfortable age I actually enjoy driving in a more laidback fashion as much putting a good car through its paces. To this end the 328i xDrive Touring is sublime, not only delivering that silky ride mentioned a moment ago, but also providing a general smoothness in operation when set to its more comfort-oriented modes.
It
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| Photo: Trevor Hofmann, Canadian Auto Press |
didn’t hurt matters that my tester was fitted with two of the best front seats I’ve experienced all year. The upgraded driver’s seat truly takes comfort to new levels, ultimately lovable in the way it hugs one’s backside with soft, body forming foam padding and what feels like thick full grain leather, yet as sporty as most wagon owners would ever expect a driver’s seat to be thanks to powered side bolsters that can be cinched up to the point of discomfort if you’re into that sort of thing, or happen to slide inside after someone tiny has been driving. That happened to me when I picked it up, a rather rude introduction to one of the warmest, most inviting cabins in the luxury D-segment. My tester was fitted with BMW Individual trim, a step above the already impressive base 328i xDrive Touring, those comfortable seats trimmed in beautiful light Cashmere Beige Fine-grain Full Merino leather, the instrument panel and doors highlighted with high-gloss
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| Photo: Trevor Hofmann, Canadian Auto Press |
hardwood and satin-silver trim, all making for an opulent experience.
Incidentally, standard features in this $48,200 model include 18-inch alloys, auto on-off partial LED headlamps, LED fog lights, a lighting package that adds door exit lamps plus handle-area illumination, high-gloss Shadow Line black window surrounds, black roof rails, rain-sensing wipers, an anthracite (dark grey) roofliner (that looks really nice sandwiching those light beige-coloured seats and trim between black lower trim and carpeting), an airy panoramic sunroof, pushbutton ignition, an auto-dimming rearview mirror, an extended primary gauge package, a leather-wrapped multifunction sport steering wheel, adaptive cruise control, dual-zone auto HVAC, navigation, powered heatable front seats with driver’s side memory, BMW Assist
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| Photo: Trevor Hofmann, Canadian Auto Press |
emergency call, Bluetooth, USB connectivity, and much more.
My weeklong loaner was upgraded with the $5,400 Premium Package Enhanced that adds a handy head-up display unit, a great sounding Harmon/Kardon surround sound audio system, plus powered four-way lumbar support to the $2,200 cheaper Premium Package Essential that also includes proximity-sensing keyless access with hands-free liftgate opening, auto-dimming side mirrors, a heatable steering wheel, a universal garage door opener, a rearview camera, front and rear parking sensors, satellite radio, BMW’s ConnectedDrive services package, and an alarm system.
Keen
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| Photo: Karen Tuggay, Canadian Auto Press |
observers might have already noticed that my tester came fitted with a set of similar looking 17-inch wheels as the base model’s multi-spoke rims along with 225/50R17 Pirelli SottoZero winters, these smartly chosen by BMW Canada for the time of the year tested, while behind those wheels was a set of upgraded M Sport brakes that significantly increase binding power, whereas the aforementioned Sport automatic with steering wheel paddles was added to the options menu too. Lastly, my loaner included Black Sapphire Metallic paint for $895.
As nicely as my short term ride was outfitted I’d personally increase its content to include the $3,000 M Sport Line package if only for the 19-inch alloys and M Aero package that makes this five-door look more aggressive, almost like an M3 wagon, a car we estate fans keep wishing BMW would build. The package also includes
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| Photo: Karen Tuggay, Canadian Auto Press |
the M Leather steering wheel, one of the nicest in existence, plus Sport seats and more, making it easily worth the cost of upgrading. BMW offers a $1,900 M Performance package too, with yet more 19-inch rims to choose from, plus variable sport steering, an adaptive M suspension, those M Sport brakes just noted, and more, or if it’s luxury, convenience and active safety you’re after you can upgrade further with the $2,400 Executive package that includes auto high beams, a surround-view camera, heatable rear seats, rear side sunshades, active blind spot monitoring with an autonomous driving assistant to keep you within your lane, and more.
No
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| Photo: Karen Tuggay, Canadian Auto Press |
matter the features, any 3 Series is a step above most competitors when it comes to interior refinement and the quality of materials. From the fabric chosen to wrap each roof pillar to the level of premium synthetics used across the entire dash top as well as the instrument panel including the glove box lid, the sides of the centre stack and the lower dash in front of the driver, each door upper and panel, which are soft all the way down to their bottom reaches on all four doors, it’s all soft touch with only the lower console made from the harder stuff, although this 2016 model gets a thicker composite for a more substantive feel.
My tester’s upgraded Merino leather was also extremely high in quality, much above what is normally found in this compact class, plus the enhanced hides cover the armrests and door inserts too, while their padding seems a bit plusher than with
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| Photo: Karen Tuggay, Canadian Auto Press |
the regular 3. The hardwood inlays are an ultra-luxe addition as well, spanning across most of the instrument panel as well as down the lower console and door pulls front and back. It was finished in a high-gloss lacquer and therefore showed a number of scratches in high-use areas, particularly across the console, but this is to be expected if you opt for such a finish; piano black lacquer is worse. Personally I’d go for a matte hardwood finish or one of BMW’s genuine metal alternatives as these are more likely to withstand daily abuse and therefore should hold up better over a longer period, enhancing long-term appeal and increasing resale value.
BMW trimmed the lower edges of all the wood with gorgeous satin-silver accents, whereas
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| Photo: Karen Tuggay, Canadian Auto Press |
the same satin-silver metal edges the bottom portion of the door uppers, the inside door handles, some trim on the steering wheel hub, the shifter and its surrounding trim, plus other areas in the cabin.
Additionally, all of the 3’s switchgear is superb, although this is nothing new for BMW, my experience being that the knobs, switches, and buttons in its various models are oftentimes the best executed in the luxury sector. They do a good job of graphic interfaces too, the classic four-dial primary instruments now surrounded in TFT displays, as if they’re floating within a digital background. It’s pretty cool stuff, although not as high-resolution and graphically stimulating as the infotainment system that sits atop the dash over the centre stack.
BMW
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| Photo: Karen Tuggay, Canadian Auto Press |
has being offering this upright tablet style design for quite a while, fixing it in place rather than powering it up out of the dash top like some others in the class. I don’t mind either way, sometimes preferring the powered version so it can be stowed away when I don’t want to be distracted, such as when driving at night on a dark country road where a bright colourful display could get in the way of my focus, but most of the time it’s not an interference and just hovers unobtrusively to the right of my sight line. It’s in a good position to quickly glance at without fully having to take attention away from the road ahead, while the system’s iDrive controller is on the lower console, comfortably within reach and easy to scroll through whether using the rotating dial with its joystick-style side
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| Photo: Karen Tuggay, Canadian Auto Press |
movements, downward selection or seven surrounding buttons. iDrive continues to be a fully featured infotainment system with very little lacking, and while the display is narrower than most on the market it’s quite wide allowing for split-screen capability.
BMW features a row of radio presets and quick controls below the centre vents that I find particularly useful, plus redundant controls on the steering wheel, while a similar looking auto HVAC interface sits below those audio controls, not only providing easy climate adjustment but also very fine from a visual perspective. For instance, the outer buttons on both the audio and HVAC interfaces seem to float above metallic inlays
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| Photo: Karen Tuggay, Canadian Auto Press |
underneath, forming a really attractive bit of artistically enhanced premium hardware.
Purely on a practical note, the cargo compartment is as impressive as the passenger area. Access comes via a powered liftgate that can be prompted with a wave of the foot under the bumper, although it took a number of times to get it to actually work. I’ve used this type of system with other vehicles (mostly from Ford and Lincoln) and have had similar success, and therefore I find Hyundai’s approach, which only makes you stand in one place behind the vehicle for three seconds before the trunk opens, much easier to use. Still I’m sure a little more time spent with the Touring would help me figure out just the right place to put the
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| Photo: Karen Tuggay, Canadian Auto Press |
foot in order to get it to respond effectively each and every time, because once inside it’s a gear hauler’s dream car.
Along with the heaviest duty cargo cover in the industry, seemingly built from a solid chunk of steel, which not only stretches across the cargo area horizontally but can be popped up to fit taller loads underneath via a set of tracks that follow the rear D-pillars, BMW also included a separate safety net system that makes the robust cargo cover feel lightweight. This hooks into the ceiling and ensures that smaller cargo won’t fly into the cabin area in the event of an accident and potentially harm anyone seated ahead. This could be very useful for animals that may be riding in back, both protecting a canine and kids in the back seat or even occupants up front.
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| Photo: Karen Tuggay, Canadian Auto Press |
Both cross-members detach easily and can be stored in the garage if needed and/or ahead of the seats if an impromptu pickup requires a flat, large loading area.
BMW doesn’t provide any levers on the rear sidewalls for lowering the seats, requiring you to walk around the side of the car and flip them down by squeezing latches on the tops of each seatback. They fold completely flat in a 40/20/40 configuration for the most flexibility possible, something I particularly like as it allows longer items like skis to go down the middle and leaves the outboard seats for rear passengers to enjoy, especially appreciated by the kids after a cold day on the slopes if those aforementioned heatable rear seats are added. When the seats are fully laid flat there’s a maximum 1,500 litres (53.0 cubic feet) of luggage space
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| Photo: Karen Tuggay, Canadian Auto Press |
available, which is only improved upon by the 3 Series Gran Turismo’s surprising 1,600 litres (56.5 cubic feet) of available cargo capacity, whereas the Touring allows for 496 litres (17.5 cubic feet) of gear-toting space when the rear seats are in use, the 3 GT good for 518 litres (18.3 cubic feet). That long-wheelbase 3 GT is a real marvel for other reasons too, and deserves a closer look if you’re considering this regular-wheelbase Touring, although I should also mention that BMW includes two small storage compartments under the Touring’s cargo floor to hide valuables.
Last year I enjoyed all of the Touring’s cargo handling capability mated to its turbo-diesel powerplant, which is probably the engine I’d choose as it combines more than adequate performance with superb fuel economy from considerably cheaper fuel, its Transport Canada estimated five-cycle city/highway combined rating
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| Photo: Karen Tuggay, Canadian Auto Press |
being 6.7 L/100km compared to 9.1 for this 89-octane requisite 328i. Yes, I know we haven’t seen fuel prices this low for years and they won’t likely go up much for a long time to come, but with our various governments seeing this as a ripe opportunity to hike taxes, the federal government’s masked as a boon for the environment, and global markets most likely to remain volatile at best, it’s not a bad bet to go with the lower priced more efficient fuel.
Yes, we wagon buyers are a more pragmatic lot than sport sedan types, which is probably why BMW doesn’t offer us the 340i Touring or M3 Touring models I mentioned earlier, or for that matter rear-wheel drive or manual transmissions with either engine. As it is, both 328i xDrive Touring and 328d xDrive Touring models are hard to fault, my tester providing a fabulous combination of resplendent luxury and rewarding performance. If your budget allows, you should seriously consider one or the other.
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