THE T(O)URING TEST – BMW M3 Touring Review

BMW has finally relented to demands and given us an M3 Touring. Craig Toone gets behind the wheel and puts the car to the test. Will the car live up to the hopes and dreams of M enthusiasts?

It seems like every BMW man and his dog has been waiting decades for an M3 Touring. After all, both the M3 and the Touring body shell made their debuts with the E30 in the 1980s, and given the M3 has appeared in coupe, cabriolet and saloon form over the years, a Touring variant feels like the missing piece. And yet, for some unknown reason, the M division has always resisted delivering one.

Maybe there has always been some unspoken understanding between Munich, Stuttgart and Ingolstadt: leave the coupe to the M division, the saloon to AMG and, of course, the estates to Audi. Each manufacturer gets to trumpet its own fiefdom of Teutonic superiority.

Whatever the reasoning, BMW has clearly thought about an M3 Touring before, teasing us with the E46 concept now locked away in some bunker deep within M HQ. That car planted a seed within M enthusiasts, leaving them impatiently waiting for an M3 Touring to germinate. (Check out our Short Shift article on that car for more.)

Two decades after that concept – and almost four since the E30 M3 broke cover in 1986 – that seed has finally borne fruit. But now that it has, the G81 Touring is a hard car to warm to if you classify yourself as a traditional M-lover. Gone is the bespoke, high-revving motorsport-inspired engine of yore, replaced by a modular motor packing big boost. The purity of rear-wheel drive has given way to four-wheel drive, and an eight-speed torque converter automatic now sits where a DCT or manual once lived. Worse still, BMW’s efforts to build the lightest car in the class by a significant margin have fallen by the wayside; travel two-up or get fancy with the options list, and the M3 Touring will surpass two metric tonnes – not to mention breach six figures in price.

BMW has finally relented to demands and given us an M3 Touring. Craig Toone gets behind the wheel and puts the car to the test. Will the car live up to the hopes and dreams of M enthusiasts?

It seems like every BMW man and his dog has been waiting decades for an M3 Touring. After all, both the M3 and the Touring body shell made their debuts with the E30 in the 1980s, and given the M3 has appeared in coupe, cabriolet and saloon form over the years, a Touring variant feels like the missing piece. And yet, for some unknown reason, the M division has always resisted delivering one.

Maybe there has always been some unspoken understanding between Munich, Stuttgart and Ingolstadt: leave the coupe to the M division, the saloon to AMG and, of course, the estates to Audi. Each manufacturer gets to trumpet its own fiefdom of Teutonic superiority.

Whatever the reasoning, BMW has clearly thought about an M3 Touring before, teasing us with the E46 concept now locked away in some bunker deep within M HQ. That car planted a seed within M enthusiasts, leaving them impatiently waiting for an M3 Touring to germinate. (Check out our Short Shift article on that car for more.)

Two decades after that concept – and almost four since the E30 M3 broke cover in 1986 – that seed has finally borne fruit. But now that it has, the G81 Touring is a hard car to warm to if you classify yourself as a traditional M-lover. Gone is the bespoke, high-revving motorsport-inspired engine of yore, replaced by a modular motor packing big boost. The purity of rear-wheel drive has given way to four-wheel drive, and an eight-speed torque converter automatic now sits where a DCT or manual once lived. Worse still, BMW’s efforts to build the lightest car in the class by a significant margin have fallen by the wayside; travel two-up or get fancy with the options list, and the M3 Touring will surpass two metric tonnes – not to mention breach six figures in price.

It’s a lot to take in. I might sound pedantic, but these details matter to fans of the marque. An M car has always had that extra sprinkling of engineering magic that gives its products a specialness that leaps off the spec sheet and transfers itself to the driving experience. And that’s before we talk about the way the car looks, which continues to divide opinions. Time nor familiarity hasn’t diluted its brutalism.

I’m not sure if Frank Van Meel, boss of the M division, has a favourite Star Wars movie, but you’d imagine he might be a fan of The Last Jedi. Perhaps he’d sympathise with Kylo Ren’s line: “Let the past die. Kill it, if you have to.” Such has been the online crowing for the ‘glory days’ of the E46 M3, or the fat-shaming of the new G90 M5.

But we live and operate in a different world – one in which the M cars of legacy can no longer exist. Porsche and Ferrari can get away with specialist high-revving naturally aspirated engines in limited-run sports and supercars, but the M division can’t – certainly not with a volume seller like the M3. Besides, even Formula One cars are turbocharged. Turbos are motorsport these days, and that’s what M stands for, right?

Despite any purist misgivings about turbochargers, even in super-slippery conditions, the engine dominates proceedings. Let’s just say 503bhp at 6,250rpm is more than sufficient. To be honest, I suspect there’s a typo in the BMW spec sheet because the output feels closer to 530bhp – a suspicion owner Phil confirms by quoting the 537bhp and 513lb/ft of torque the car produced on RS Tuning’s “heartbreaker” dyno. 

Yes, it’s completely docile when called for; however, the first full-bore standing start is enough to take your breath away. The M3 has mighty straight-line pace – any condition, any gear. We’re talking 0–100mph in 7.5 seconds. Phil has logged the car hitting 60mph in 3.3 seconds and covering 100–200km/h in 8.6 seconds using his Racebox GPS.

Even the piped-in engine noise has a feeling of authenticity about it. Instead of sounding like a synthetic six, it growls like a proper Munich straight-six. It’s raw, responsive and exciting – the clarity between octaves is a far cry from the early monotone system that augmented the F10 M5’s V8, a car that, frankly, sounded better in Gran Turismo than in real life.

But in give-and-take driving, it’s the S58’s torque, peaking between 2,750 and 5,500rpm (with useful shove from as low as 2,250rpm), that matters most. At first, you’ll instinctively short-shift at 5,500rpm and still make indecent progress. But you’ve got the best part of another 2,000rpm to play with. The engine isn’t done – it’ll spin to 7,200rpm and get there with alarming speed, but such is the level of mid-range go, you’ll rarely feel the need to rev the car right out, instead picking off gears with the paddles.

Whether the way the engine charges to the redline so feverishly is down to its responses or super-short gearing, I couldn’t say, but second gear is rendered near-enough useless on a back-road blast. The only time you’ll feel any lag is when the car is left to its own devices, quickly slurring shifts into a high gear, and you suddenly demand 20% more. Below 2,000rpm, it will struggle.

What happens when you demand more? Despite the M3 Touring’s size and mass, you can truly hustle this car down a tight and twisty B-road. Third and fourth are the gears you’ll surf between, and such is the pace, agility and strength of the bodyshell, it weirdly calls to mind the GR Yaris. You feel every nuance of the road surface beneath you, yet remain confident in the car’s ability to soak it all up.

The body control and damping are exceptional. Yet, such is the M3’s pace across the ground, there is an odd queasiness to the ride quality at times as the dampers contend with rapid-fire inputs. Perhaps this quirk stems from the bucking, rippled surface of the Yorkshire B-roads we’re on because, on smoother tarmac, the M3 demonstrates nothing but supreme poise.

To ensure the Touring variant delivers dynamically, the M division has reinforced the centre and rear sections of the body with model-specific underfloor bracing elements, a new cross-bar, increased load compartment stiffness, and a bespoke rear subframe with a rigid connection to the body – as per the M3 saloon and M4 coupe. One element that hasn’t made the transition, however, is the signature carbon-fibre roof.

What’s for certain is there is no chance you’d drive the spiky, previous-generation F80 M3 in the manner of this car. Far from corrupting the chassis, all-wheel drive has proven to be the making of the M3. The G8X is a genuinely throttle-adjustable car thanks to the xDrive system. The intent of the four-wheel-drive system isn’t solely to channel every bhp into forward momentum – it’s also to entertain and embellish.

It might be software wizardry plying its trade at lightning speed via microchips, but here’s the crux – it never feels artificial or contrived, just fun and, dare I say, agile. The grin widens the harder you push, and the more you push, the more involved you feel. Turn-in is impressive for a car of this size and weight, but the truth is, that’s merely a prelude to the real reward – overspeeding the rear tyres post-apex. If all-out competence is what you’re after, particularly in challenging conditions or on unfamiliar roads, leaving xDrive in “4WD Normal” mode will see it out-Quattro an RS4 without breaking a sweat.

Traction and exploitability aside, the next biggest improvement is the electric power-assisted steering. BMW EPAS has come on leaps and bounds since the F87 M2 – the numbness is gone. Now there’s a more natural weighting, greater response just off-centre, and genuine feedback. Even in such greasy conditions, the confidence it inspires is undeniable.

I’d like to highlight the gearbox again for a moment. Specifically, the shifts themselves rather than the spacing of the ratios. A DCT would undoubtedly be snappier and more aggressive, but I honestly cannot fault the ZF eight-speed. No road test has ever slated the same gearbox in the Alfa Romeo Quadrifoglio, so surely BMW gets a pass here too. The seats deserve a mention as well. They look fantastic and feel equally great – comfortable when cruising, vice-like when driving with intent – but only once you’re safely ensconced.

Negotiating the unforgiving carbon-clad sill, however, is another matter entirely. No doubt these seats will become a must-have item. Resistance to leaving that option unticked is futile. The driving position itself is excellent; you’re anchored low in the car, and the curved screen dash is well thought out, complete with a cool M1 graphic for tyre pressures. At first, the Touring feels like a big car – the extremes are hard to judge – but piloting it soon becomes second nature.

The M3 Touring has the ability to tackle anything you ask of it with utter competence. But does such a breadth of talents mean the adrenaline rush masks a lack of tactility? Could the M3 Touring’s showroom party-trick dynamics wear thin over a longer ownership stint? Any drawbacks are more about day-to-day living than the driving experience itself. Phil, who’s migrated from an M340i Touring to the M3, notes how, as a car of the moment, the M3 Touring draws a lot of attention. He admits the ride is noticeably firmer, and he’s somewhat surprised that, despite their engines sharing DNA, weighing roughly the same, and utilising the same gearbox, the M3’s mpg is significantly worse – even when driving with restraint.

While it’s true that some of the specialness of earlier M cars has inevitably been eroded – how could it not be – there is no doubt in my mind that the M3 Touring is a bona fide M car. It lives up to every hope, delivering everything you could ever need from a car. It’s good enough to convert the entire family it transports into petrolheads.

The blueprint of M might’ve evolved, but the M3 Touring immerses the driver in prodigious performance that remains unmistakably M, putting fresh air between it and any rival. And then, when you’ve had your fix, a single press of a button transforms it into a relaxing companion. It’s up there with Munich’s finest. Bravo, BMW. What took you so long?

2024 BMW M3 Touring Specification and Performance

Performance

Engine: 3.0-litre twin-turbocharged inline-six (S58)

Power Output: 503bhp at 6,250rpm

Torque: 479lb/ft (650Nm) between 2,750 and 5,500rpm

0–62mph (0–100km/h): 3.6 seconds

Top Speed: Electronically limited to 155mph (250km/h); increases to 174mph (280km/h) with the optional M Driver’s Pack

Transmission and Drivetrain

Gearbox: 8-speed M Steptronic automatic with Drivelogic

Drivetrain: M xDrive all-wheel drive with Active M Differential;

Configurable in 4WD, 4WD Sport, and 2WD modes

Dimensions

Length: 4,801mm

Width: 1,903mm

Height: 1,446mm

Wheelbase: 2,857mm

Unladen Weight (DIN): 1,865kg

Fuel Economy and Emissions

Combined Fuel Consumption: Approximately 27.4mpg (10.3 L/100km)

CO₂ Emissions: 234 g/km

Pricing

Starting Price: £87,945

Optional Packages:

M Pro Pack (£7,995) includes carbon-ceramic brakes;

Ultimate Pack (£11,250) adds features like carbon bucket seats

Interior and Technology

Infotainment: 14.9-inch control display with BMW Live Cockpit Professional

Cargo Capacity: 500 litres (seats up)

Chassis and Suspension

Suspension: Adaptive M suspension with electronically controlled dampers

Brakes: M Compound brakes; optional M Carbon ceramic brakes

Wheels: 19-inch front and 20-inch rear alloy wheels

No Time to Dai – Hyundai i20 N Review

Earlier this year, Hyundai bid adios to its acclaimed ICE hot hatch duo – the i30 and i20 N – with the EV Ioniq 5 N waiting in the wings. Craig Toone, however, isn’t ready to let go.

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hoosing your favourite hot hatch is a lot like choosing your favourite James Bond. You enjoy all the films, but one actor’s portrayal always resonates more than the rest. For some, it’s a logical choice; for most, it’s emotional – and nine times out of 10, it’s the Bond you grew up with.

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Hot hatches move through pop culture and generations just like James Bond. Protagonists come and go, but one always rises to the top to define the breed before passing the baton. Sean Connery is the archetypal Bond – a Mk1 Golf GTI in human form. Others, however, will swear Sir Roger Moore’s playful charm (think Peugeot 205 GTI) made him the greater entertainer.

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The first big-screen Bond I saw was GoldenEye, starring Pierce Brosnan. Similarly, my first real performance car was a Clio 172. Like Bond and his eras, these are the ones I hold a candle for.

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Much like Daniel Craig’s Bond was (boot spoiler alert) killed off in No Time to Die, the Hyundai i20 N has also recently met its end, a casualty of ever-tightening emissions regulations. To my mind, the traditional small hot hatch is dying with it.

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I’m fully aware that other hot hatches are still on sale such as the VW Polo GTI or Mini Cooper S, with a ‘new’ JCW on the horizon. But neither of these cars feel like they’re putting the driver first. They change direction as if developed for someone who desires a sporty version of a regular car – not for someone who sets an early alarm to chase the thrill of a twisty road at first light. And given you’re reading this publication, that probably means you.

AUTHOR

Craig Toone

Rush Founder

Photography by:

Ben Midlane

Published on:

5th November 2024

OUR PRINT MAGAZINE

RUSH XP1

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Visual aggression aside, the biggest clue that the i20 N has been developed by serious enthusiasts lies deep within its endless configurable modes. Normally, such trickery is the antithesis of a car like this, and some of it is gimmicky – you can’t help but roll your eyes at features like the ‘twisty road analyser’ and the flambé that occurs within the instrument cluster whenever sport engages.

But once you get past the marketing fluff, what stands out is how much of the configurability actually has a tangible consequence on how the car feels and behaves. It’s something only a driver-focused engineering team would understand. Handily, you can dial in two custom modes, quickly accessible via the N1 and N2 buttons on the steering wheel, just like a BMW M car.

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That doesn’t mean the i20 N is a car masquerading behind its electronics. The hardware changes go far beyond the usual firmer suspension, thicker anti-roll bars and tweaked geometry. The chassis has been thoroughly reworked, with twelve additional welding points and reinforced front bracing compared to the regular i20. The track width has been increased, and the steering rack has been sharpened. But the big news is the mechanical limited-slip differential (LSD), which Hyundai developed in-house for the car rather than using an off-the-shelf item. Pirelli is on board too, developing a custom ‘HN’-marked P-Zero tyre for the 18-inch alloys.

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Serious stuff for an entry-level hot hatch – but how does it translate to the real world?

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With quite a firm ride, it must be said, though controlled is perhaps the better word. You’re always aware of the road surface beneath, but it never unsettles the car. The dampers aren’t adjustable – think of them as passive-aggressive rather than passive – but the trade-off is a planted feel that inspires confidence. The steering is weighty and precise, the brakes are immediate, and the gearshift is slick. Only the slightly awkward biting point of the clutch ruins the party. The control weights might not have the ultimate polish of the Fiesta ST, but it’s a fine margin – and the Hyundai counters with a far more natural gear lever position. The overall interior aesthetics and layout also better the Ford. Yes, hard plastics are present, but the N-specific touches like the Performance Blue highlights and chunky steering wheel give it a performance-oriented feel. 

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The driving position also scores points in favour of the Hyundai. Oddly, the steering wheel doesn’t adjust for reach, but few cars these days give you that desirable feeling of being nestled within a car, however the i20 N is one of them. The firmly padded bucket seats also strike the ideal balance between support and comfort: although a word to the wise, the leather bolsters aren’t of the highest quality, with many owners complaining online about creases developing.

The Hyundai i20 N has an overboost function that allows the car to produce 304 / 224 (Nm/lbs ft) @ 2000 – 4000rpm. 0-62mph comes up in 6.2s

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Plying its trade in the background is the turbocharged four-cylinder engine, the tone of which has been plagued by the adoption of piped in synthetic sound, and it’s not of the well-executed kind. Thankfully, the volume of the symposer can be tailored, and there’s a valve in the exhaust that can be switched between burble and boisterous depending on your mood. 

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Speaking of gadgets – the list of standard equipment is long enough to make Q blush. Apple CarPlay? Check. Heated seats and steering wheel? Check. Main beam assist Xenons? A reversing camera? Wireless phone charging? Absolutely. Not so long ago, all this was the reserve of premium German manufacturers, but now it’s present in a Hyundai supermini. In fact, the only options available were metallic paint, a contrasting black roof, and an upgraded Bose stereo. With 5-door practicality and a 420-litre boot, there’s even room for a young family. Everyday sensibilities? Covered. Heck, there’s even a rear USB port.

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Despite being laden with tech, the i20 N isn’t weighed down by it, tipping the scales at a lean 1,190kg. That’s impressive, given that fifteen years ago, the Renaultsport Clio 200 weighed the same and was one of the lighter hot hatches of the late 2000s. I do wonder, though, how much of that mass is concentrated in the flywheel, given how it sheds revs with real lethargy.

Early cars had it the worst, carrying on accelerating even when the driver lifted off, but Hyundai was aware of the problem and issued a recall to tweak the software. The car still doesn’t offer much engine braking, but it’s more trustworthy than before. Despite the well-placed metal foot pedals, the auto blip rev-matching quickly becomes essential due to the problem. One oddity: why can the level of the rev-matching be adjusted? Surely, there only needs to be one setting for that.

“It’s not long before you’re accelerating and cornering like a kid swinging around a lamppost — the i20 N encouraging you to keep the speed up, grinning like a buffoon the whole time.”

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When it comes to acceleration, the outright straight-line performance perhaps isn’t as impressive as the 6.2 second 0-60 mph time would have you believe. Yet the i20 N has strong real-world performance because of an overboost function producing 304Nm (224lb-ft) between 2000–4000rpm. Hyundai doesn’t specify the parameters of the overboost, but when things get too hot, the fallback output is 275Nm from 1,750 to 4,500rpm. Peak power of 204bhp is delivered at 5,500rpm and held until 6,000rpm, making revving the 1.6 a worthy, if not thrilling, pursuit.

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Out of the three available throttle maps, I prefer the intermediate setting – I find sport to be over-eager. For all other driving, the default normal mode is perfectly judged. In the past, hot hatches were known for their lively, firecracker engines that rev freely – but here, the i20 N falls a bit flat. Consider the engine more of a support act – the bass guitarist to the chassis’ lead.

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And the chassis is about to take centre stage, because the i20 N is an absolute joy to punt down a twisty back road. The differential is the star of the show – as effective as it is subtle, reminiscent of the Torsen diff in the Megane R26.R. Tightening your line with it becomes a huge source of satisfaction. It’s not long before you’re accelerating and cornering like a kid swinging around a lamppost, the i20 N encouraging you to keep the speed up, grinning like a buffoon the whole time.

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Hyundai amusingly named the diff the ‘N Corner Carving Differential’ – a mechanical LSD – the abbreviation of which (m‑LSD) might just be a nod to chief engineer Albert Biermann’s past life. I assume you know by now.

Available as a five-door only, the angular styling and prominent roof spoiler of the i20 N bring to mind the Citroen AX GT.

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That doesn’t mean the i20 N is too single-minded. It’ll still act the fool with a calculated lift on turn-in. However, this is still a car that gives its best the harder you push – fast in, fast out. Crucially, the Hyundai gives you options. It can match your mood – neat, tidy and quick, or fast and frantic – rather than forcing you to adapt to it. Don’t underestimate it if one fills your mirror, spoiling for a fight – with its chassis and gummy tyres, the i20 N has serious cross-country pace. Strong, tireless brakes complete an impressive dynamic package. They’re immediate without being overly grabby, letting you modulate inputs with precision – whether that’s around town or trail braking on a track day.

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Where the Fiesta ST feels more playful with its tail-happy rear, the i20 N feels more planted – almost unflappable. The Hyundai’s extra grip and precision make it the more serious of the two, though the Ford’s mischievous nature still has its charm. If you’re caught on the fence, it’s worth noting the Ford’s longer production run means they’re more readily available – and cheaper. The Hyundai’s relative rarity is propping up residual values, making the i20 N a significantly more expensive proposition on PCP.

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By the end of my time with the i20 N, even the digi-gimmicks had won me over, yet they never detract from the driving experience. More importantly, the car’s ability to be unapologetically impish – exhaust valve wide open, differential clawing for traction – one minute, then quietly cruise at 45mpg the next, is hugely appealing. Especially when you want to sneak out of the house at 5am for a drive, and you’ll want to in this car.

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In the past, I criticised my old Toyota GR Yaris for having too split a personality. But in the Hyundai, that duality is an asset. It might not be as technically impressive, but it’s more immersive. The Yaris has a speed-to-joy bandwidth of 90:10, meaning you need to be pushing close to its limits before it really comes alive. The Hyundai unlocks earlier, more like 70:30, and then has another final 10% when the differential wakes up. Seven times out of ten, I’d take the i20 N for a back-road blast over the Toyota – the simple truth is it’s more fun. Let’s be honest: few buyers will cross-shop them. But if the mark of a truly great car is its ability to transcend class boundaries and invite comparison with more hardcore machinery, then the Hyundai’s talents are affirmed.

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Like James Bond, the hot hatch will return – but in a watered-down, sanitised form, as modern sensibilities and electric propulsion take over. Just as the hard-drinking, womanising secret agent is fading into the past, so too is the fossil-fuel-burning, Walther PPK-exhaust-equipped hot hatch.

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And much like Daniel Craig’s Bond, the i20 N serves as a fitting finale – a last hurrah for the ICE hot hatch we know and love. As the curtain falls, I urge you to Rush out and buy one while you still can.

Hyundai i20 N:
The Rush Verdict

The Good

Hilarious cornering ability and giant-killing real-world performance backed up with classic hot hatch character – yet equally refined when you need it to be. Big-car tech in a small-car footprint. Strong residual values.

The Bad

Ride might be a little too firm for some. Needs driving hard to extract the biggest grins. Augmented engine noise. They’ve stopped building it.