My friend Andy has a name for his Audi 80 Avant: he calls it the Reverse Tardis. It's a mystery, he says, how a car that's certainly not small, and which comes with all the looks and trappings of a family station wagon - high roof, square rear end, roof rails and chunky appearance - can actually accommodate so little. As a father of two and a keyboard player, he's reached the limits of his car's capacity, not least because it comprehensively fails the exacting Hammond Organ Test each time his band needs to get to a gig or go into the studio, but more importantly because it's very difficult to get two child car seats safely anchored in the rear, thanks to intrusive rear suspension turrets. The 80 Avant was a fine early example of the 'lifestyle estate' phenomenon: far more about style than load-carrying ability, or even suitability as an effective family vehicle. Contemporary examples of Reverse Tardis syndrome include the Alfa Romeo 156 Sportwagon (unbelievably, with less carrying capacity than its saloon counterpart) and the Lexus IS SportCross, with the current A4 Avant and Mercedes C-Class little better.
Best not show Andy BMW's new-generation 3-Series Touring, then, as its sloping tailgate suggests that much bootspace has been sacrificed in favour of a rakish rear end, and the coupe-like roofline hints at restricted rear headroom - but appearances can be deceptive. The Touring has grown in similar proportions to the E90 saloon, getting longer, taller and wider, and despite that curved tail, bootspace has been increased by 25 litres to 460 litres with the rear seats in place, and 1385 litres with them folded flat - 40 litres more than in the E46 generation. The rear seats don't tumble forward or retract completely, but it's a useful - if not Hammond organ-length - capacity, both deep and wide, with little intrusion. Neat touches include the separately-opening tailgate glass (in combination with an automatically-releasing load area cover), various removable holders and nets, and (in combination with the optional run-flat tyres) a storage compartment underneath the boot floor complete with a washable cover which can extend outwards to protect the rear bumper when loading. The rear seats, too, are acceptably roomy, with the wide cabin ensuring three can sit alongside each other in relative comfort or two large child seats fitted, and enough headroom for most rear seat passengers.
To be offered in the UK initially with the 320d diesel and 325i petrol engines, available from mid-September, 320i, 330i and 330d versions will follow weeks later and entry-level 318i and 318d models are under consideration for next year if there is sufficient demand. The Euro IV-compliant 163bhp/251lb ft 320d promises to be one of the most popular choices: it returns 47.9mpg and 158g/km, yet can do 138mph and accelerate 0-60mph in 8.6 seconds. Costing from 24,540, it should make a cost-effective company car purchase as well as being entertaining to drive. Combining all the usual 3-Series rear-wheel drive precision and agility with the refined, smooth diesel engine and a high-quality interior, it's a more convincing all-round package than the Jaguar X-Type 2.2d tested recently.
The 325i Touring is the one for driving enthusiasts, however, at least until the 3.0-litre models are launched; in this model, the straight-six Valvetronic engine delivers 218bhp and 184lb ft, giving 0-60mph in 7.2 seconds and a top speed of 151mph. Like the 320d, it comes with six-speed manual transmission as standard (six-speed auto optional), and prices start from 26,340. Its main selling point, though, is the fantastic noise it makes under acceleration - building up from a low grumble to a full-on howl as the revs rise, it manages to pack in a fair amount of sports car feedback into its reasonably practical bodyshell. As with the more real-life 320d, there's little perceptible difference in driving dynamics to that of the saloon versions, despite the differences in body rigidity from the one-box through cabin and different centre of gravity; the suspension has been specifically modified, and it also incorporates electronic trailer stabilising control for extra safety when towing.
Specification for the UK includes, in ES versions, six airbags, air conditioning, a CD player, front fog lamps, four electric windows, rear seat ISOFIX child seat mounting points, dynamic stability control (and DSC+ in six-cylinder versions, with Brake Standby, Rain Brake Support, Hill Start Assist, Fading Compensation and Soft Stop, all self-explanatory aids), plus 16-inch alloy wheels with run-flat tyres, freeing up the spare wheel well for the underfloor storage compartment. SE models come with different alloy wheel designs, 17-inch alloys on six-cylinder models, automatic air conditioning, a multi-function steering wheel, cruise control, rear parking sensors and extra interior lighting. At 25,570, a 320d SE Touring is not exactly cheap, but it's close to a similarly-equipped 155bhp Ford Mondeo 2.2 TDCi estate, which puts the value into some perspective.
The still-excellent Mondeo might not have the same kudos, but it's not exactly slow or sluggish, and it's far, far roomier, both for passengers and luggage. Estates like the Touring, though, are just as much about prestige; effectively, they're hatchbacks for people that couldn't otherwise bring themselves to be seen in a common five-door but who can't live with a separate boot. Upsize, even if it means going for a secondhand car (my friend has just bought a Volvo 850), buy an MPV or swallow snobbery if you have to have more carrying capacity. But as smart compact executive-sector wagons go, the 3-Series is a better compromise than most, and could meet the needs of a small family quite adequately - if not the demands of owners of large musical instruments or TV time-travellers.
http://www.channel4.com/4car/road-tests/driving-impressions-2005/B/bmw-3touring/3touring.html
Don't the Euros love their diesels?
