BMW says driving pleasure will survive the autonomous revolution

BMW has made it clear the 'joy of driving' will remain a core value in its vehicles, even if they self-drive some of the time. Speaking at the Shanghai motor show, BMW's head of product, Bernd Körber, emphasised that future models will embrace advanced driver assistance. But they will continue to deliver engaging experiences behind the wheel.
The Bavarian brand showcased its Vision Driving Experience (VDE) prototype. It is a quad-motor super-saloon based on the Vision Neue Klasse concept. While it is not going into production, plenty of its tech will turn up in the electric M3.
BMW calls it 'the fastest test bench in the world', boasting 18,000 of torque, 1200kg of downforce and lateral forces of up to 3g. Evidently 98 per cent of braking operations can be achieved using recuperation. The VDE surprised onlookers in Shanghai with a run up a 55-degree ramp.
Körber said that even as automation becomes mainstream, BMW will remain loyal to its brand DNA. 'While everyone is looking towards automation, why do we focus on driving? Because for BMW, it's core to who we are,' he explained.
Körber argued that as cars take over more commuting duties, people will choose to drive for pleasure. Driving engagement, he said, will be even more important. 'In boring situations like city traffic and commuting, people will want the car to drive itself. But when they decide to drive for fun, they'll want a car that delivers,' he added.
Körber drew parallels to China's growing trend of leisure motorcycling. There riding is seen increasingly as recreation rather than pure transport.
The 'Heart of Joy' system, BMW's new power and dynamics management unit showcased in the VDE, is central to this strategy. It promises sharper, more responsive handling across BMW's upcoming electric range.
BMW's design chief, Adrian van Hooydonk, reinforced this vision, stating that even highly autonomous models will leave control firmly in the customer's hands. 'We want our customers to decide when they drive or when the car drives for them,' he said. 'Our new Heart of Joy system will take handling to the next level.'
The first production model featuring this new tech will be the next-generation BMW iX3, due for official unveiling at the Munich motor show in September.
In an industry increasingly obsessed with turning cars into rolling lounges, BMW's Shanghai presentation served as a reminder that for some brands, emotional connection still matters.
Körber summed it up: 'The worst thing we could do is follow every trend and lose our identity. That would not be BMW anymore.'
BMW's stance is different and its future products still take aim at driving enthusiasts. While the industry rushes headlong towards autonomous driving, not all companies are embracing it fully.

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NZ Autocar

3 days ago

• NZ Autocar

2025 Mini Cooper SE Review

Mini's first electric Cooper went well enough but couldn't roam that far out of town. The new SE remedies that. The second-generation of the Mini Cooper Electric is here, in a couple of guises; the E with a 41kWh (37kWh usable) battery and the SE that you see here with a 54kWh battery pack (49 usable). Contrast that with the original 2020 version that had a 32.6kWh pack (29kWh usable). It offered a range that Mini claimed was around 230km but only in town. Used beyond city limits, and you'd be lucky to see 180km. That's similar to Mazda's MX-30 for range, and that expensive experiment lasted just two years. Equally, no surprise that the new electric Mini Cooper comes with either a modest battery (still bigger than before) or an acceptable size one in the SE and decent enough range (up to 402km WLTP). While this is primarily an urban car, it's one that Mini says has the kind of dynamics that make you want to take it beyond the city. So then you need a bit of range to get you there and back again. The bigger version has more power too. Yes, it is more expensive by $6k than the E ($61k vs $67k) but that's probably the best $6k you will ever commit to. Moreover, with a modestly sized battery pack of around 50kWh you can replenish from 65 to 90 per cent odd overnight using a 2kW portable charger. Zero to 80 per cent takes roughly five hours using an 11kW wallbox. A 10-80 rezip on a 50kW DC unit takes about half an hour. The point here is that charging is a chore and a bore so the less often and the less time taken the better. As mentioned dynamics are key here, so big battery packs are out of the question. But as lithium-ion tech slowly advances, the batteries tend to be more energy dense without growing in size. Not quite the same for the car overall, however; the original we tested in 2020 was 1404kg, this latest, admittedly in SE guise with more gear and a bigger battery, is now 1680kg. It has more range of course but the performance increment isn't huge. Back then with a 135kW/270Nm motor, it could get to 100km/h in 6.85sec. Now, with 160kW and 330Nm it did the same thing only half a second quicker, and that's much the same with the overtake, at 4.0 vs 4.6sec. However, with at least 50 per cent more range, no-one will feel hard done by, particularly when it's only $7k more than before. If you're just not up for an electric Mini Cooper, you can still buy a range of petrol variants, with the three-pot 115kW/230Nm 1.5 kicking off at $49,990. This also comes in a better specified Favoured flavour for a few thousand more. The $56,990 Cooper S gets a motor more befitting of a go-kart car, its 2.0 150kW and 300Nm motor giving it a sprint time of 6.6 seconds. There's still the JCW hot-shot as well, costing a few thou less than the Cooper SE. Mini looks with better tech This car is still a front driver, now with a 160kW and 330Nm motor. It has a bewildering range of drive modes, borrowed from the BMW mode book. But it's really only Eco, Normal and Sport that matter. The latter is accompanied by a 'wahoo' exclamation from the speakers when selected and that wears thin. Normal will do for the most part, as usual. There are three regen settings too, low, medium and high. Well, four if we're counting, the Adaptive mode. We preferred the high setting which is similar to single-pedal driving, only without being so abrupt. There's a new look too, better in that you can scarcely pick it apart from the ICE power variants. The original electric Mini featured a horizontal yellow line across the grille, signifying the electric innards. That's gone, and in its place a couple of yellow S badges instead. The larger mainly solid grille and low ride height impart a real impression of width, like it's set to pounce. There's still the iconic Mini Cooper shape, the big round LED headlights, and abbreviated overhangs. It remains recognisably Mini, something that hasn't really changed from the model's inception in 1959. It's much the same as the 911 in that regard then. Inside, there's the still iconic circular IFT and control screen, now a 240mm OLED offering for even greater clarity. Like all central controllers, this takes time to master. But there are several buttons on the dash that make the process simpler. One of these is the start-stop button, which some EVs don't have. We prefer this, especially as the Mini detects the key approaching and unlocks automatically. Same for locking; just leave and it does that for you. Alongside is a wee lever for D and R, and a button to the right is for P. Towards the left is the Experience button (drive modes then) while a little below those is another that is a shortcut to the menu that changes driver assistance stuff. And there's a shortcut to nixing lane keeping as well. Serious drivers may want to as they go about straightening curvy roads. This bongs a few times at you gently, quietly if it detects you're exceeding the local speed limit. You can cancel it if you want in the control screen. And it stays off. Mini makes use of recycled plastics and the like – there's no leather or chrome – so much of the dash and door cards are covered in a fabric-like textile. What look like leather-clad seats aren't real then, vegan something or other. Harder charging The latest Cooper E rides on a new dedicated EV platform co-developed by BMW so benefits from a touch more room in the rear. But the 210L boot remains marginally useful. Think grocery shop up for two. Splitfold the rear seats to enlarge it to 800L (69L more than before) and it swallows oodles of gear. The dynamics are even better than before, as the battery is between the axles for a better weight split. There's generous steering heft but it's still the darty thing it used to be. Ride will seem firm initially but at open road speeds it makes lots of sense. And even at town pace it's not sharp; good seats help. It's premium priced for a weenie but comes with premium items, like powered and heated leatherette seats with lumbar pump, seat memories and a massage function. The sports wheel is heated but the rim is a bit fat, like BMW items. Overhead is a full length fixed panoramic roof with ambient lights around the edge and a powered slide beneath. There's also one of the polycarbonate head-up displays, this one pretty good for clarity. And there's stop and go for the adaptive cruise while smartphones integrate wirelessly and there's a surround camera system for safer parking. Harman/Kardon supplies a premium sound system too. And there are enough crash smarts for a five-star ANCAP result. So it's a properly sensible update here, especially the SE. Somewhere out on the far horizon, the next-generation Minis will be rear or AWD, as they adopt BMW's Neue Klasse platform. The Gen6 800V architecture will also mean even more range and quicker charging. Mini Cooper SE $66,990 / 14.8kWh/100km / 0g/km 0-100 km/h 6.33s 80-120 km/h 4.02s (114m) 100-0 km/h 38.96m Speedo error 98 at an indicated 100km/h Ambient cabin noise 74.4dB@100km/h Motor output 160kW/330Nm Battery 49.2kWh Range 382km Drivetrain Single-speed auto / FWD Front suspension Mac strut / swaybar Rear suspension Multilink / swaybar Turning circle 10.8m (2.2 turns) Front brakes Ventilated discs (335mm) Rear brakes Discs (280mm) Stability systems ABS, ESP Safety AEB, ACC, BSM, LDW, RCTA, ALK, AHB Tyre size f/r-225/40R18 Wheelbase 2526m L/W/H 3858 / 1756 / 1460mm Track f-1521mm r-1524mm Luggage capacity 210-800L Tow rating 500kg (750kg braked) Service intervals Condition based Scheduled servicing 3yrs Warranty 5yrs / 100,000 km ANCAP rating ★★★★★ (2025) Weight (claimed) 1680kg

Otago Daily Times

13-06-2025

• Otago Daily Times

M5 legend blends old and new

ROAD TEST It's a new era, and this is no error. That's the message from BMW on why it has chosen to configure the latest version of a famous performance weapon, the M5, with plug-in hybrid power. As much as the fanbase might have mixed views about why this super sedan had to change, they can be reassured of one factor. That for all the new degree of good electric brings out, this machine is still fabulously bad. Yes, you might think the engine — still a V8, mind — sounds a bit flat and reckon that the car, as a whole, is right at the outer edge in terms of complexity. On the other hand, the M5 remains a technical titan and still has a full out "driver's car" feel. And there's definite wonderment from discovering that, yes, it can actually be economical (for an M5). Plus it looks fantastic, not least in the test car's surely high-fuss Frozen Gray paint. This latest M5 is a fascinating blend of old and new. V8 petrol is all about thunderous, thumping thrust ... but historically is never great for thrift. And, in respect to emissions? Don't even go there. Electric delivers power aplenty, but is often damned for lacking soul. Plus, the harder you go, the faster it depletes. If full-on is your driving style, even the biggest batteries struggle to meet demand. For 40 years, since the original E28 version was launched using the 3.5-litre straight-six engine from the BMW M1, the M5 has ruled the high-performance sedan world by drawing energy from petrol alone. Yet it quite simply cannot survive in the here-and-now without heading down a different path. The beating heart of the beast offers familiarity with a twin-turbocharged 4.4-litre V8 petrol engine that on its own musters up to 436kW of power and 750Nm of torque, the latter from just 1800rpm. The trick this time round is that it operates in conjunction with a 145kW and 280Nm electric motor mounted inside the car's ZF eight-speed automatic gearbox. Maximum power and torque figures when the petrol engine and electric motor are operating in full accord are 535kW and 1000Nm. As much as keeping the serious petrol engine and adding serious electric involvement, with plug-in recharging, is a new turn, at least there are still eight cylinders for a car that otherwise continues very much as it always has, on its own terms, laying down its own "supercar in a sedan body" lore. With its electric motor powered by an 18.6kWh battery, this M5 can purportedly run for close to 70km on electricity alone, tipping a useful wink to eco awareness. The primary point of the electric assistance, though, is to make the M5 even faster, even more accelerative and even more stomping than before. Fully unleashed it is breathtakingly brutal, yet at the same time as it claims a 0-100kmh sprint time of 3.5secs, BMW can also "hand on heart" say the M5 is capable of returning a fuel consumption of 1.7 litres per 100km. The smaller print with this figure from the official WLTP test, is that to stand any chance of seeing it involves keeping its battery topped up all the time and adhering very strictly to the testing protocol. Not likely? In which case, the more relevant count might be the depleted battery consumption figure, of 10.3 litres per 100km. I saw something near that on test. I also saw old historic habit, with instant return results in the 20s. Well, it's an M5. Driving it for reasonable distance at relevant speeds in pure electric was always possible during the whole week of test, all the same. It all comes down to how well you acquaint yourself with the car's operating options. As simple as it is to set up shortcuts to allow it to be either an angel or a demon at the press of a button, it is nonetheless a highly complex car. There are so many permutations. As much as the M5 is very obviously a hotted-up version of the brand's regular 5-Series/i5, it nonetheless presents as something far more special; a precise and involving weapon. With the cabin, the performance thematic demands a red engine stop-start button, and BMW M Sport red, blue and purple flashes everywhere you look, from the touchscreen to the fabric of the seatbelts to the little illuminated logos inset into the front bucket seats. Being an M it also gets carbon-fibre galore. The cabin proper is roomy and comfortable; anyone brave enough to ride along in this rocket will find decent head and legroom in the back. Overall quality is extremely good. The big feature is of course that massive, curved twin-screen digital layout atop the dashboard — 31cm for the instrument display, and 38cm for the infotainment screen. M5s are not in any way "soft" cars, but the ride is very firm. On the move, jolting means the click-wheel "iDrive" controller is your go-to. Try stabbing at a screen and the chance of hitting the wrong prompts is high. The car's M-ness in respect to operability means it has paddle shifters in carbon fibre, M1 and M2 memory buttons on the steering wheels and buttons on the centre console that trigger "road", "sport" and "race" modes. The first two are legitimate for public environs. The latter really not. Fiddling with the driving modes also changes the suspension firmness, the steering weight, the throttle response, and whether you want extra snappy responses from the eight-speed automatic gearbox. On top of this, you can sort the instruments in multiple ways, all with M-specific graphics and details. I also set up the memory buttons for two extremes of operability; the first was basically tailored towards as extreme performance as I dared — so, basically, a lot of settings in sport and sport plus — and the latter was for relaxed hybrid-rich driving mode, which of course is the new territory. As new as an M5 with ability to run wholly in electric is, even when it is pulling fully or mainly from the battery, it still feels brisker than any everyday EV. The only commonality is that it is totally quiet. I found I could escape our sub-division wholly in electric mode and then involve the engine coming up to the 100kmh sector our lane feeds into. You would wonder if this might be a bit of a stress for the engine, not least given this would be an engagement coming at the start of day, but BMW's engineers have clearly thought about that and refined the drivetrain accordingly so that the engine isn't rudely awakened from dormancy. Even then, the engagement is pretty seamless; you are more aware of the engine's background roar as it awakens rather than any jolting as two become one. Once the engine warms, it is even smoother. The engineering is pretty amazing, really. Another neat tweak is that it will pre-position in a gear to allow it to deliver a punch of 450Nm of torque for brief periods, if that is all you want. You can also charge the battery pack as you drive. That's worth considering because the car can only charge at up to 7kW on AC power, it takes hours to replenish. In briefing for the M5, M boss Franciscus van Meel admitted a multitude of options were considered — including smaller engines with fewer cylinders and a non-plug-in hybrid system — before concluding the V8 was integral to the appeal of the car and that a useful electric range was desirable in Europe especially. The challenge from then was to make the hybrid system powerful enough, and the chassis of the M5 competent enough, to overcome the significant weight gain of a plug-in hybrid system — some 500kg. The car's mass is significant at 2510kg. That's a full-on SUV count for a four-door sedan, whose heritage has been built on not just massive "kapow", but also scalpel-sharp handling and precision. Conceivably, the kilo count is why it has so much wallop, but to be fair, the car carries its tonnage really well. Yes, there are occasions when you are aware of it being a giant paperweight, but unlike the heavier-again XM, it escapes feeling ponderous and, when driving hard, it still feels fleet and intuitive. The mass is only really noticeable when braking hard and, even then, the car keeps very good balance and turn-in. What you become grateful for is how well planted and resolutely stable it feels. Even when surfaces are poor and the ride is set to the almost circuit-tuned sport plus mode it doesn't jump around. Fans of predecessor M5s will be pleased the V8 is still able to sound off loudly, with a satisfying snarl at lower revolutions, but be disappointed it lacks the jagged chatter of the old mill. They could well also need convincing about why a car that was complex enough in previous forms is much, much more so now. Even so, the M5 is a legend. There's nothing to say this one is not worthy of the badge. AT A GLANCE BMW M5 Overall rating: ★★★★★ Design and styling: ★★★★ Interior: ★★★★★ Performance: ★★★★★ Ride and handling: ★★★★ Safety: ★★★★★ Environmental: ★★★★ SPECIFICATIONS: Price: $244,900 ($254,600 as tested with BMW individual paint $7100, trailer tow hitch $2600). ​​​​​​​Powertrain: 4.4 litre twin-turbo V8 and electric motor, maximum combined power 550kW, maximum combined torque 1000Nm. Transmission: Eight-speed automatic, four-wheel drive with 2WD option. Safety rating: Five-star Ancap. Wheels and tyres: Alloy wheels, 285/40 R20 front, 295/40 R21 rear tyres. Fuel and economy: Premium unleaded fuel, 1.7L/100km on WLTP3 cycle (10.3L/100km on petrol alone), tank capacity 68 litres. Emissions: 38g per kilometre on combined cycle. Dimensions: Length, 5096mm; width, 1970mm; height, 1510mm. By Richard Bosselman

NZ Autocar

01-06-2025

• NZ Autocar

2025 BMW M3 Competition Touring vs Skoda Octavia RS+ TSi Comparison

The performance wagon is an enthusiast's favourite, especially for those with more than just themselves to think about. It is practical, family friendly even, yet when the driver finds themselves alone, it delivers substantial fun. Unfortunately there aren't many options and most are reserved for the upper reaches of the premium Euro market. An example is the BMW M3 Touring. It's the first time the M3 has been served up with a bigger boot and this M3 is BMW's RS 4 foil. A pity that the Audi is between drinks; we drove the last of the current generation last year, so a direct comparison seemed pointless. Instead we ask: do you really need to spend six figures to get your fast wagon fix? Can something costing significantly less satisfy the urge? Such a machine does exist, and it's just been revised too. We are talking about the Skoda Octavia RS. We've had coupe, sedan and convertible M3s in times past, and finally now the Touring. You might be used to the angry beaver look of the latest M3 up front, but it's still ungainly. However, the look improves aft of the grille. The Touring is pumped out, its sculpted wheel arches encasing a wider track. The extended side skirts fill in the gaps, bridging the exaggerated front and rear aprons. You'll also notice the XL exhaust tips and the wee Gurney flap on the roof spoiler. Its multi-spoke alloys look menacing though are a nightmare to clean (a good punishment for naughty children). Under the hood lies a serious rendition of the 3.0-litre straight six. This has a pair of monoscroll turbochargers and creates 390kW, helped by 650Nm of torque. Teamed with all-wheel drive and a quick-shifting eight-speed auto, the Touring can supposedly hit 100 in 3.6 seconds. Typical of the M breed, there is a raft of set-up options; the transmission, suspension, steering, brakes and stability control can all be tailored, most through three levels of intent. And you can save your preferred combo to one of the two M buttons on the steering wheel, for quick access. The M3 gets a good stiffening with extra bracing and struts, and tauter suspension settings teamed with adaptive dampers. The all-wheel drive is variable in nature and blessed with a rearward bias. There's also an M differential out back to further enhance that rear-drive feeling. You can select 4WD Sport, which serves up even more drive to the rear, or switch off the DSC completely and then you're in 2WD. Then you can tune the M Traction Control to your liking, through 10 stages of intervention. Along with an onboard lap timer, there's the Drift Analyser to record the duration, angle and distance of your skids. All this fun does not come cheap, however, with a base price of $199,600. The Skoda doesn't have quite the firepower or such a long hardware list but it doesn't ask nearly as much either. The new model starts at $67,990, while the Plus variant is an extra $5k for upgraded seats trimmed in leather and better sounds. The engine department has had an update, the 2.0 TSI making 195kW here, with 370Nm chiming in as well. The RS runs with a seven-speed twin-clutch transmisison, sending the torque to the front wheels alone. Helping ground that output is the electro-hydraulic diff lock. This tempers torque steer and minimises spinning wheels when powering out of bends. With both a power and traction deficit, it can't hope to hold a candle to the hard charging M3, with a stated 0-100km/h time of 6.5sec, if you can get it to stick properly. Helping balance comfort and dynamics are adaptive dampers. Ride in the RS is set 15mm lower than in the cooking version. The revised Otavia also gets a style update with new front and rear bumpers (new diffuser and tailpipes at the back too) and blackened bits. It sits on 19-inch, aero-optimised alloys. Sure, it doesn't sound quite as exciting, but you could have two of these and still go on a lavish holiday for the price of the BMW. The RS can decode demon roads well. Switched into Sport mode, it dives into the action, and holds a line sternly through the bends. It does feel a tad digital however as the torque vectoring function is working to keep things tidy. With 'ESC Sport' engaged, this lessens the intervention of the stability commendants, the front-end unshackled and it's your right foot that manages the show. The RS can take corners at a decent clip, the wheels scrambling to lay the power down as you give it just the right amount of jandal, wary to keep the front from pushing too wide. Through the tighter, twistier sections, it is genuinely engaging, grin inducing. The brakes are decent too with good bite but also a delicate pedal so you don't upset the balance with errant weight transfers. Its steering is quick, while also advising on how hard those tyres are working. The twin-clutch is up and down the cogs quickly and smartly, the paddles there for show really. Its 2.0-litre pulls nicely from 3000rpm at speed, but it's no screamer, being well done by 6500rpm. There's a bit of a rorty note to its delivery but the tyre roar can challenge it at 100km/h on coarse chip. BMW's M3 Touring can charge through the bends in an even more furious manner, but is it a case of being too much of a good thing? It's seriously rapid, much of its talent going untapped without getting unhinged on road. But, when you do get the chance, this is a blazingly quick and talented machine. It has an outright grip advantage with wider tyres at each corner. Sure, it is heavier but with a balanced weight split, it turns in sharply. The helm isn't brimming with feedback but you know it will just stick. With its variable AWD and the M diff working together, you can feed the power in mid-bend and it claws its way around without a hint of pushing wide. And then you can be on the gas hard before the exit. With its rear bias, this helps it tighten the line, making it feel very neutral. And easy. The ride in Sport plus is intolerable, Sport better but still bumpy. The in-between setting for the trans is not quite sporty enough in terms of well timed downshifts while full attack mode is way too racy. So it can be better to paddle it along on the road. There's nothing much wrong with the response of the turbocharged engine. It really comes alive from 3000rpm and it revs quickly to just past 7000rpm, sounding distinctive and powerful through the range. The brakes are almighty, with a strong initial bite yet a tactile feel. The M3 Touring is an impressive performer, though a bit OTT for your drive to the beach house. Road noise can be intrusive and suspension vibrations are amplified here compared with in the Skoda. The Czech is also that bit easier on fuel reserves. It'll average around the 10L/100km mark for a mix of city and motorway miles, whereas the BMW is in the 15s. When drinking heavily, the Octavia got into the 13s, the M3 saw close to 20. The character of the M3 Competition will sit well with those that owned a modified JDM rocket in their youth. The suspension set-up sees the tyres chattering during u-turns, the diff gets a bit grumpy when cold and the brakes squeak. It sits low, the splitters and lower skirts look quite vulnerable, while the big alloys had already met the curb a few times before we had our time with it. The Skoda is preferable as a commuter. Its ride is sumptuous compared with the harsher BMW. And the M3 generates a fair amount of tyre roar even at 50km/h. Neither suffers from any real turbolag at town speeds, the BMW with a heap of low down torque, the Skoda brisk too. Each has quick and light steering, the turning circles about equal. The Skoda doesn't have quite the firepower or such a long hardware list but it doesn't ask nearly as much either. You Could have two of these and still go on a lavish holiday for the price of the BMW. The safety minders know their place, issuing precious few alerts, though the Skoda's lane keeping is more insistent. BMW's active cruise with its Assisted Drive feature is smarter too, virtually taking care of motorway cruising. There are more widgets in the infotainment realm, a better parking camera with a surround view, and more items on the spec sheet, as you would expect for the much greater ask. The Skoda has everything you really want though, the bigger 13-inch screen a bit easier to navigate than the old system. However, a few more buttons on the dash would be nice, while the voice help isn't as proficient as the BMW's. It's a snug fit behind the wheel of the M3, the driving position set deep. The seats are firm, overly so, though have excellent adjustment and are ventilated too. The M3's cockpit wears the sports luxury leather and carbon combo well. Skoda RS has a roomier driving position, the seats with more comfort about them yet they are no less effective in overall support. The Skoda is your more practical performance wagon. It has a larger boot, with a wider, longer load area. The width of the BMW's hold is limited by intrusive suspension towers. However the M3 is not impractical, still with 500L of space, and with a variable split folding seat back too. The opening glass hatch is a nice touch, a 'heritage' trait. The Skoda is more accommodating of people in the rear seats. It's tight in the back of the M3 Touring, the big sports seats up front robbing those behind of leg room, while three across is a genuine squeeze. Most definitely. It's a quick, fun-to-drive car that is also more practical and easier to live with. You get to enjoy all of its potential, the limits easier to access whereas with the M3 Touring, you'll have to try a lot harder. Yet there will still be those with the means that will just want the M3 Touring Competition. It is a weapons-grade wagon but requires you to put up with its much harder edge. BMW M3 Competition Touring$199,600 / 10.4L/100km / 235g/km 0-100 km/h 3.6s Ambient cabin noise 78.0dB@100km/h Engine 2993cc / IL6 / T / DI Max power 390kW@6250rpm Max torque 650Nm@2750-5730rpm Drivetrain 8-speed auto / AWD Front suspension Mac strut / swaybar Rear suspension Multilink / swaybar Turning circle 12.6m (2.1 turns) Front brakes Ventilated discs Rear brakes Ventilated discs Stability systems ABS, ESP, TV Safety AEB, ACC, BSM, LDW, RCTA, ALK, AHB Tyre size f-275/35R19 r-285/30R20 Wheelbase 2857mm L/W/H 4801 / 1903 / 1446mm Track f-1617mm r-1605mm Fuel capacity 59L Luggage capacity 500-1510L Tow rating Not rated to tow Service intervals Variable Scheduled servicing 3yrs / unlimited km Warranty 5yrs / 100,000km ANCAP rating Not rated Weight (claimed) 1865kg Skoda Octavia RS+ TSI$73,990 / 7.2L/100km / 166g/km 0-100 km/h 6.5s Ambient cabin noise 72.9dB@100km/h Engine 1984cc / IL4 / T / DI Max power 195kW@5250-6500rpm Max torque 370Nm1600-4500rpm Drivetrain 7-speed twin-clutch / FWD Front suspension Mac strut / swaybar Rear suspension Multilink / swaybar Turning circle 11.1m (2.2 turns) Front brakes Ventilated discs Rear brakes Discs Stability systems ABS, ESP, TV Safety AEB, ACC, BSM, LDW, RCTA, ALK, AHB Tyre size f/r-225/40R19 Wheelbase 2681mm L/W/H 4709 / 1829 / 1468mm Track f-1543mm r-1534mm Fuel capacity 51L Luggage capacity 610-1700L Tow rating 750kg (1600kg braked) Service intervals 12 months / 15,000km Service plan $1745, 3yrs / 45,000km Warranty 5yrs / 150,000km ANCAP rating ★★★★★ (2022) Weight (claimed) 1563kg