BMW M3 Touring review
The M3 Touring drives every bit as well as the saloon, which makes it one hell of a high-performance family car
Our opinion on the BMW M3 Touring
We waited a long time for BMW M to create an estate version of the M3, but that patience paid off because the M3 Touring is even better than we could have imagined. Some critics might baulk at the price or the styling, but there’s little doubt that the M3 Competition Touring with xDrive (as it’s formally known) completely nails its brief.
It’s reassuring to see BMW M didn’t cut corners by just stuffing the oily bits from its saloon into the estate, as the Touring has undergone its own rigorous development process that’s resulted in the fitment of new chassis and suspension components. It also comes with the same unerring sense of quality that emanates from the standard BMW M3.
About the BMW M3 Touring
Over several generations, BMW has fitted the M3 moniker to saloons, coupes and convertibles, but never an estate – until the M3 Touring came along. And what a generation to introduce it with. While the G8x has caused plenty of controversy on account of its high weight, price, four driven wheels and automatic transmission, it’s also gone on to become one of the most brilliant BMWs, with a driving experience that’s thrilling, exciting and always engaging.
As part of our in-depth testing, it was only natural that we’d line up the BMW M3 Touring against the Audi RS 4 Avant in a twin test. While Audi is no stranger to building high-performance estates, the M3 Touring took the win.
Performance & driving experience
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To create the M3 Touring, BMW hasn’t taken shortcuts on the details. Like the saloon, the body shell is totally bespoke to the M3, with wider rear arches and significant strengthening to the underbody, which includes a brace borrowed from the M4 Cabriolet to make up for the Touring’s lack of a solid rear bulkhead. A further brace is also placed just in front of the giant exhaust back-box. The rear dampers are new, as is a fresh calibration for the fronts.
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These elements are applied on top of the M3’s general upgrades made to the standard 3 Series including totally unique suspension geometry and substantial bracing both above and below the engine. It also borrows the BMW M4’s front end design with those controversial grilles, sleek headlights and wider front wheel arches. The wheels themselves are also massive, with a staggered set of 19- and 20-inch tyres running a 275-section on the front and 285-section on the rear.
Under the M3’s scalloped bonnet sits BMW M’s ‘S58’ twin-turbocharged 3.0-litre in-line six-cylinder engine. Drawing most of its basic design from BMW’s standard straight-six engines, it might sound a little less specialised than the bespoke V8s and V10s from BMW M’s past, but in practice it is superb. The block itself is distinctly over-engineered. It also forms the basis of the ‘P58’ engine found in the M4 GT3 race car, where it needs to withstand the rigours of 24-hour endurance competition.
Building on the standard BMW block’s construction, the S58 adds its own unique headers that incorporate 3D-printed internals and sophisticated double VANOS and Valvetronic valve control systems. There’s forged internals, plus an extremely strong crank that easily delivers its rated figures of 523bhp and 650Nm of torque. Both are produced extremely low down in the rev-band, making the engine feel especially responsive and even more powerful than those figures suggest.
Power is sent through a sharp-shifting eight-speed automatic transmission – not a dual-clutch like previous generations of M3 – to all four wheels via BMW M’s own variable xDrive system. Power is mostly sent to the rear wheels, with the torque split with the front dependent on conditions and your selected drive mode. It also comes with the option of decoupling the front axle altogether.
If the standard M3 Touring doesn’t provide enough of a thrill for you, there’s also the BMW M3 CS Touring to consider. With 15kg worth of weight reduction, further suspension tweaks, and an additional 19bhp on tap, this mad estate feels even more hardcore when pushed. That being said, the bespoke chassis tweaks also make it slightly more refined for day-to-day use compared to the standard M3 Touring, which we found rather surprising.
| Model | Power | 0-62mph | Top speed |
| M3 Touring | 523bhp | 3.6 seconds | 155mph |
| M3 CS Touring | 542bhp | 3.5 seconds | 186mph |
Performance, 0-60mph acceleration and top speed
Thanks to a potent mix of low-end torque, all-wheel drive and a fast-shifting automatic transmission, the BMW M3 Touring will reach 62mph in 3.6 seconds. This time is an exact match for the latest Audi RS 5, even though that rival produces a little bit more power from its plug-in hybrid powertrain.
The BMW’s top speed is limited to 155mph as standard, but this can be raised to 184mph by equipping the M Driver’s Pack. This pack includes a BMW M Driver training course, and is automatically bundled with the carbon ceramic brake option if selected. Alternatively, you can opt for the CS variant which also carries this higher top speed, as well as shaving 0.1 seconds off the 0 to 62mph time.
Town driving, visibility and parking
Although the M3 Touring provides the same amount of visibility as a standard 3 Series Touring, the sports-oriented suspension will transform potholes and speed bumps from inconveniences into the bane of your life. There’s no hiding the impact of imperfections in the road, but aside from this, you shouldn’t have too many worries apart from other people knocking into your beloved (and expensive) estate.
Country road driving and handling
BMW has fitted its electronically-controlled M Sport locking rear differential that facilitates power torque-vectoring between the individual rear wheels. It all sounds incredibly complicated, and it is, but on the road the overwhelming feeling is of control and clarity, creating an amazing transparency to the car’s drivetrain.
This is backed up by the M3 Touring’s overwhelming sense of stiffness in the chassis. The ride is firm, but the damping is brilliant at keeping the wheels in contact with the road, even when the surface is extremely challenging. Turn into a corner and the steering is rich with precision and accuracy, if not ultimate feel.
The car always feels like it’s on your side, scything through corners with total control. Body-roll is almost non-existent, and despite its considerable weight the M3 Touring never feels big or cumbersome. When you push just that little bit harder the sweet chassis balance reveals itself, with an underlying safety net made up of feelsome, powerful brakes and superbly calibrated traction and stability control systems that can cater for drivers of all experience levels.
Motorway driving and long-distance comfort
The M3 Touring’s big tyres come in useful when it’s being hammered around a corner, but the trade-off is that they’re quite noisy at cruising speeds. The firmness of the suspension can also be felt, but it’s still just pretty comfortable and refined by hardcore performance car standards.
“The steering is light but very precise, and its fast rack makes the car feel more agile than it actually is – something that you can only discover when you’re able to get close to the limits of grip.” - Jordan Katsianis, news editor.
MPG & running costs
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BMW quotes a WLTP combined MPG figure of between 26.4 and 26.9mpg, figures that in our experience are just about achievable if you’re extremely light on the throttle. The corresponding CO2 figures sit at 239 to 242g/km.
Other running costs will be high, too. The standard-fit Michelin Pilot Sport 4S tyres are brilliant, but have a relatively high wear rating, meaning that high-speed running or the occasional track day will quickly reduce the life of the tyre. It’s also worth noting that the M3’s aggressive suspension setup will also see the tyres wear unevenly across their faces, accelerating degradation even further.
Servicing will also be expensive, and other wear items like brake pads and eventually discs will also come with a high price tag.
| Model | MPG | CO2 | Insurance group |
| M3 Touring | 27.2mpg | 234g/km | 43 |
| M3 CS Touring | 26.9mpg | 240g/km | 47 |
Insurance groups
The M3 Touring sits in a relatively high insurance group of 43 out of 50, while the CS moves up to group 47. Both of these are to be expected of cars of this calibre, but they’ll at least be a little bit cheaper to cover than the Audi RS 5, as that starts from group 48.
Tax
With high emissions and not a hint of electrification, there’s plenty of tax to be paid if you own a BMW M3 Touring. It’s also a long way north of the £40,000 combustion luxury car tax threshold, so prepare for a sizable bill. That being said, if you can afford this car in the first place, that probably won’t be a problem.
Depreciation
Our market data shows that the M3 Touring should retain between 48 and 55 per cent of its initial value after three years or 36,000 miles, with the CS retaining the most. This is a slightly stronger outcome than the Audi RS 5 Avant achieves, as that emerges with 40 to 48 per cent.
Interior, design & technology
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As with the rest of the BMW 3 Series line-up, the M3 Touring carries the controversial design touches that mark out BMW’s recent styling direction, such as the enormous kidney grilles.
Inside the M3 Touring’s cabin is as superbly designed as you’d expect, and regardless of whether you splurge the extra £1,700 for the full leather package or not, it’s beautifully built, too.
Interior and dashboard design
The M3 Touring’s interior isn’t miles away from that of the regular 3 Series Touring’s, but it doesn’t need to be. While it’s less distinctive to behold than the Neue Klasse design of the incoming 3 Series, the existing layout is still a smart one that’s adorned with top-notch materials.
One of the M3’s more recent trademarks is an ability to specify some eccentric colour and trim options – the Touring is no different. If it’s your thing, you can specify the seats in orange, red, or maybe a more luxurious combination of off-white or brown. You can apply most of these combinations to the optional Carbon Pack which replaces the sumptuous M Sports chairs for aggressive-looking carbon-backed bucket seats.
BMW also fits real carbon fibre trim on the console, dash, steering wheel and M specific paddles. While these fancy colour and trim options might sound distracting, it does make the interior feel special and incredibly personal – helping the M3 Touring justify its high price tag.
Materials and build quality
Even the cheapest BMWs generally feel very well put together, and we’re pleased to say that this fully fledged M car is no different. While you’ll want to be a bit brave and careful due to the costs involved in owning one, we dare say the Touring will stand up to the trials of family life.
Infotainment, sat-nav and stereo
We’ve mentioned it before, and will again, that BMW’s operating system and curved digital interface is one of the best combinations on the market. The 12.3-inch driver display and 14.9-inch central touchscreen are crisp, clear and large enough to fit all of this system’s considerable content within it without looking too busy.
All UK models come with an upgraded Harman Kardon sound system as standard, and the embedded sat-nav is also particularly great when it comes to live traffic updates and user-friendliness. Naturally, Apple CarPlay and Android Auto are also included.
“The optional carbon-fibre-backed seats offer superb support when the driver is subjected to the sort of stunning cornering forces that the M3’s chassis can conjure up.” - Jordan Katsianis, news editor.
Boot space & practicality
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The beauty of BMW’s efforts to keep the M3 Touring’s cabin unchanged from the standard BMW 3 Series is that it’s just as practical as a base model 3. Don’t be put-off by those uncompromising-looking bucket seats either, as we’ve had plenty of seat time in them and find their restrained padding has no effect on long-distance comfort, although those with an, ahem, wider frame might find them a little snug.
Dimensions and size
The M3 Touring is shorter in length than the Audi RS 5 Avant and Mercedes-AMG E 53, but it runs rings around its rivals when it comes to boot space.
| Dimensions comparison | |||
| Model | BMW M3 Touring | Audi RS 5 Avant | Mercedes-AMG E 53 |
| Length | 4,796mm | 4,896mm | 4,965mm |
| Width | 2,068mm | 1,952mm | 2,065mm |
| Height | 1,447mm | 1,446mm | 1,483mm |
| Wheelbase | 2,857mm | 2,903mm | 2,970mm |
| Boot space | 500 litres | 361 litres | 460 litres |
Seats & passenger space
The interior space yielded by the 3 Series’s growth over the years is tangible in both front and rear seats. There’s plenty of space, and while you do have to deal with a sizable transmission hump – the heavy-duty prop shaft and large-diameter exhaust system has to go somewhere – there’s plenty of space for four.
When the car is fitted with the optional carbon fibre bucket seats legroom in the rear is unaffected, but they are arguably less kid-friendly as your little ones no doubt scratch the resin with their shoes and have endless fun poking you through the gaps in the seatbacks.
Boot space
Boot space is entirely unchanged compared to the standard Touring, so there’s 500 litres of room back there expanding to 1,510 with the 40:20:40 seats folded flat. There’s no load lip, and the boot opening is nice and low, although the optional carbon fibre diffuser is liable to scratching if loading heavy items as it sits slightly proud of the rear bumper plastic. For many, the best bit of BMW estates is the separately-opening rear glass – something that’s been carried across to the M3.
“Roomy door pockets mean that the M3 Touring is a performance car with plenty of everyday usability.” - Jordan Katsianis, news editor.
Reliability & safety
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The M3 Touring hasn’t been specifically tested by Euro NCAP, and the regular 3 Series’ original five-star rating has expired due to the fact that it was tested back in 2019.
We’re also a bit disappointed with the sheer amount of safety tech that’s optional on such an expensive car. Adaptive LED headlights, lane departure warning, rear collision prevention, speed limit assist and lane-keeping assist all require the purchase of an additional package.
In terms of reliability, things do improve a little bit as the M3 Touring’s torque converter-style transmission means there’s no clutch or actuator issues to consider. While BMW did have an initial stumble with some of its original turbocharged M-specific engines, the S58 has proven to be a bastion of reliability, something that’s definitely derived from its motorsport application.
Buying, prices and deals
- Best buy: BMW M3 CS Touring
The regular BMW M3 Touring is one of the finest and fastest estate cars money can buy — at least £94,000, to be precise. However, if you’re fortunate enough to be in the market for this sort of performance car, we’re willing to bet that an additional cost won’t be too much of a burden. Therefore, we’d go all out and opt for the extra special M3 CS Touring model. Not only is this car faster, harder and rarer, but it’s also a bit more refined in day-to-day use, thanks to its bespoke chassis tuning.
BMW M3 Touring alternatives
At present the Audi RS 5 Avant is the closest direct opponent for the BMW M3 Touring to face. This model is powered by a V6 that’s mated to a plug-in hybrid system. Not only does electrification ramp up the power, but it also boosts efficiency by a significant amount.
Naturally, the BMW also has a Mercedes to deal with, and here it’s the Mercedes-AMG E 53. Once again, this is a punchy plug-in hybrid car with no shortage of oomph on offer. However, in the grand scheme of things, we still think the BMW is the best of the trio, even if it is a bit of a close call in some areas.
BMW M3 Touring pictures
Key updates of the BMW M3 review
14 August 2026: Latest driving impressions and M3 CS details.
Frequently Asked Questions
BMW’s three-year unlimited warranty is not unusual for many European manufacturers, and it also includes 12-years of anti-corrosion coverage.
Deals on the 3 Series and alternatives
More reviews
Which Is Best
Most Economical
- NameM3 xDrive 530 Competition M 5dr Step Auto
- Gearbox typeSemi-auto
- RRP£91,845
