After 37 years of waiting, the time has finally come for the M3 Touring. Yes, the first M3 estate in the history of BMW is now a reality.
Fast estates became truly popular around twenty years ago, largely thanks to the RS models from Audi. They offered serious performance comparable to sports cars, yet combined it with real practicality – four doors, a large boot and the ability to drive confidently in all conditions thanks to all-wheel drive.
BMW resisted that trend for a long time, even though it proved successful. Think about how long it took for an M model to adopt all-wheel drive. That delay is now history. Before us stands the estate version of the M3. The question is whether it can dethrone the other fast wagons in the segment.
Today, we raise the pace and test the BMW M3 Competition Touring.
Design
Although based on the standard 3 Series Touring, the visual changes are so extensive that the M3 Touring is unmistakably different.
The front end adopts the typical M3/M4 layout with the aggressive vertical kidney grilles, sculpted bonnet, clearly flared wheel arches and sharp front bumper. Its angular lines and aerodynamic detailing leave no doubt – this is a serious machine. The test car also features the M Carbon Exterior package (approx. €4,300).
The rear is where the novelty truly lies. The estate body looks genuinely menacing with its large quad exhaust tips, pronounced arches and prominent diffuser – in this case made from carbon-fibre-reinforced plastic.
Beyond the aggression, there is genuine practicality. Interestingly, besides opening the full tailgate, you can open just the rear window for quicker access to small items. Very useful, especially considering the powered tailgate is rather slow.
The side profile continues the purposeful design. The optional wheels measure 19 inches at the front and 20 at the rear. I would have preferred the decorative front-wing vent trim to be functional, but BMW apparently deemed it unnecessary.
Overall, I find the M3 Touring the most visually balanced model in the M3/M4 range. Recognisable, assertive, but not excessively aggressive. The standard colour palette is wide, and if you desire something more distinctive, BMW Individual can provide it.
Interior
The interior is virtually identical to that of the M3 sedan. We have the specific M gear selector (reverse to the left, drive to the right) with buttons adjusting gearbox behaviour.
The sports steering wheel features carbon-fibre shift paddles, but the real highlights are the red M1 and M2 shortcut buttons. They allow instant access to pre-configured driving modes. I set M1 for maximum comfort and efficiency, and M2 for a sportier road setup. Extremely convenient.
Carbon-fibre trim elements (approx. €1,300) are optional but perfectly complement the character of the car, adding a race-inspired atmosphere.
Build quality feels solid and materials are of high quality. Yes, there is some plastic, but nothing disturbing. The test car also includes the full leather package (approx. €2,300), extending leather across the dashboard and door panels. Even without it, the cabin would still feel premium.
The interior colour here is Merino Kyalami – a bold orange that may not suit every taste but fits the car’s personality well. BMW also offers more conventional grey, beige or black interiors, as well as the striking Merino Yas Marina option with light blue seats and vivid green accents.
The latest BMW curved display integrates the digital cluster and infotainment system. Impressive? Yes. Elegant? Yes. Ergonomically ideal? Not quite. In my view, the system is unnecessarily complicated and a step back in terms of usability. Climate controls are now integrated into the touchscreen, eliminating physical buttons.
There are many features, including M displays, drift analyser and lap timer. The rotary controller and shortcuts remain, and the voice assistant works well. Still, I prefer not to interrupt conversations or music to tell the car that I am cold.
In terms of practicality, the M3 Touring scores highly. There are generous storage areas, useful compartments and ample space in both rows. The boot offers 500 litres, making this a genuinely capable family car – for people with petrol in their veins.
On the Road
The M3 Touring is offered exclusively as Competition with xDrive. That means a 3.0-litre inline-six producing 510 hp and 650 Nm of torque. The transmission is an eight-speed Steptronic, and all-wheel drive ensures the power reaches the road efficiently.
Acceleration to 100 km/h takes just 3.6 seconds, and 200 km/h arrives in 12.9 seconds. Official fuel consumption is around 10.4 l/100 km.
As usual, I began my test in the city. The engine wakes with a pleasant growl and brief rev flare. The car starts in Comfort mode, softening suspension, throttle response and gearbox behaviour.
In this configuration, the M3 Touring feels surprisingly manageable in urban traffic. The suspension remains firm but never harsh, even over poor road surfaces. Low-speed throttle response can be slightly sensitive during manoeuvring, and I did use the automatic parking system several times – it works quickly and precisely.
Outside the city, on the motorway, even in Comfort mode, full throttle delivers phenomenal acceleration after a brief hesitation. The xDrive system ensures stable and secure behaviour.
At motorway speeds, road noise is more noticeable than I would like, mainly due to the wide tyres (275 mm front, 285 mm rear). However, the car remains an excellent long-distance companion. At 150 km/h, the engine runs at just over 2,000 rpm, and fuel consumption hovers between 9.5 and 10.5 l/100 km.
The real test began on the old road toward Panagyurishte. The M3 offers extensive configurability: rear-wheel-drive mode, ten stability-control settings, adjustable brakes, steering, gearbox and engine response.
“Everything to max” is for the racetrack.
I selected a balanced setup – engine and gearbox in Sport, suspension in Comfort for better grip over uneven surfaces, xDrive left to manage torque distribution, and stability systems slightly relaxed.
The result? Pure adrenaline.
The engine revs eagerly to 7,200 rpm and sounds genuinely engaging (with some assistance from the speakers). Steering is sharp and precise. The car changes direction with remarkable agility, masking much of its 1,850 kg kerb weight.
Even in Comfort suspension mode, body roll is minimal. The handling remains neutral unless provoked. A deliberate throttle input introduces playful rear-end movement. Overall, the car is easy and enjoyable to control. The brakes are among the best I have experienced – progressive and immensely powerful.
If you seek excitement, the M3 delivers it in abundance.
To verify performance, I recorded 0–100 km/h in 3.58 seconds and 0–200 km/h in 12.33 seconds – both quicker than factory figures. Average fuel consumption during the test was 14.8 l/100 km. High, yes – but justified considering the driving style.
Conclusion
It appears BMW created the best compact super-estate on the market at the first attempt.
The M3 Competition Touring is an exceptional blend of focused sports car and practical daily vehicle. It offers supercar-like dynamics combined with real-world usability.
Its biggest drawback is higher road noise levels. Fuel consumption is also significant, though unsurprising for this type of car. A more notable limitation is the relatively small 59-litre fuel tank, requiring frequent refuelling.
Pricing starts at approximately €96,500. Standard equipment is generous, but with options the price of the test car rises to around €117,000.
Eng. Tsvetan Iliev
