We drove the new BMW X3: The revenge of gasoline

• Estimated Price: NIS 450,000
• Competitors: Audi Q5, Mercedes GLC, Volvo XC60
• Likes: Design, spaciousness, powertrain, interior design, comfort
• Dislikes: Ride comfort on rough roads, trunk space, user interface

The value the X3 brings to BMW is hard to overstate. It is one of the most important and successful models for the Bavarian manufacturer, not only in Europe but especially in the U.S. and China. The third generation X3 (the outgoing model) isn’t new, having launched in 2017 and receiving an electric version, the iX3, in 2020, which achieved impressive success. Since the second generation launch in 2010, X3 sales have always been strong, with the third generation breaking all records.

This is the first generation sold in China, where alone around 120,000 units have been sold each year. In Europe, sales reached 70,000 units annually, and similar numbers were achieved in North America. Few cars come close to such figures. Although the X5 outsells the X3 in the U.S. by a small margin, and the X1 outsells it in Europe, the X3 is BMW’s best-selling SUV globally.

The success of the third generation and the fact that it’s one of the company’s best-selling vehicles globally makes this generational shift especially important. A successful fourth generation will maintain or even boost this success. However, if the new generation falls short of its predecessor, global BMW sales could be severely impacted. In a way, the X3 carries the brand’s weight on its shoulders.

This explains why BMW decided that the new model would now be produced in three different versions. The version launched in Germany is the classic one, but for the first time in BMW’s history, an electric version will be produced based on a separate platform. In China, the X3 will be produced with an extended wheelbase version. The launch of the X3 near Munich provided us with an excellent opportunity to get to know the fourth generation and understand the direction of BMW’s SUVs and the company as a whole.

Design:

The designers at BMW's workshop weren’t exactly thrilled during the team meeting that discussed the design of the fourth-generation X3 years ago. The design of the first three X3 generations was a cautious, meticulous evolution of the same formula, and Jürgen, Felix, and Holger didn’t expect much to change in the next generation.

They were a bit surprised when the CEO sat at the head of the table and left them speechless by saying he wanted an X3 that looked completely different. Changing such a recognizable product isn’t an easy challenge, but Felix nearly had a panic attack when the CEO added that it needed to be done on the same platform.

When the CEO left, Holger tore out the few remaining hairs on his head. Jürgen called his wife to tell her that their planned vacation to the Canary Islands would have to wait another year.

At the launch event, the new X3 was unveiled with great fanfare. Holger, Jürgen, and Felix did a fantastic job. BMW calls the X3’s design “monolithic.” Look at the pictures, and you’ll see why. The lines have changed, and the sporty look has been replaced with a clean, minimalist appearance with sharp, clear lines.

The overall structure hasn’t changed much, but the hood is massive and “sits” atop sharp headlights. The iconic kidney grille is sealed and no longer functions as a grille. The profile is clean and free of exaggerated creases, the window line climbs higher, and the C-pillar feels more substantial. The rear is also clean, with fewer creases, and the license plate has been moved down, leaving a large, flat metal surface. Putting it all together, the fourth generation feels almost like a concept car.

Just after the launch, Jürgen let out a long sigh and called his second wife: “Could you please buy us two tickets to Tenerife?”

Interior:

This wasn't the department for our three friends, but the interior design team also led a revolution. Unlike the exterior design, there are already quite a few precedents here. BMW's older interiors were replaced in recent years with new designs, dominated by a curved panel (unrelated to BMW’s previous importer) containing two screens: A 12.3-inch dashboard screen and a sizeable 14.9-inch multimedia screen.

Consolidating many functions onto screens allowed designers to declutter the cabin, removing unnecessary buttons and lines. How radical is this change? Imagine moving from belly dancing in a Cairo café to a ballet performance at Vienna's dance academy.

To maintain a clear separation between design and function, three zones are defined with illuminated LED frames. The first is an LED strip below the multimedia screen. It’s interactive, changing color based on different actions, like temperature adjustments. It also includes a few touch buttons for urgent actions like defrosting and hazard lights.

Another designated area is on the door, with the opening handle and relevant controls – windows, mirrors, etc.

The third area is a large compartment at the bottom of the console, where you can toss anything: A mobile phone (with wireless charging), keys, cups, bottles (in dedicated slots), and more.

Between the seats is the control system for the iDrive, along with several shortcut buttons for multimedia control. At the center is a control wheel, a real asset. In an increasingly complex multimedia system, the efficient wheel allows for precise actions while driving. Additionally, it enables easy navigation by feel to the relevant multimedia buttons. This setup is far better than the one in the simultaneously launched BMW 1 Series, which lacks the control wheel, requiring users to look down to find the correct button.

The wheel is great, but the user interface of the 9th generation iDrive is simply flawed. There are too many screens and apps scattered randomly across the display. Some basic actions require navigating through multiple menus. Sometimes, you'll need to press a button to reach a main screen that then directs you to a secondary screen just to turn a system on or off. Additionally, driving modes have become strange.

The classic modes – Comfort, Sport, etc. – have been replaced with “Experiences.” The person who came up with this idea should be fired. There’s no Comfort mode, but if you want to adjust the suspension to “Comfort,” you can only do it from the Sport mode where you can edit the car’s features. Switching to Sport mode doesn’t automatically adjust the transmission to “S,” which you’ll need to do manually. The "Expressive" mode will change the cabin lighting and open the sunroof cover, but the drama ends there, while the "Relax" mode will close the sunroof cover, switch to dim lighting, and play soothing music you didn’t choose.

The seating position is relatively high – perhaps too high for fans of the sporty brand, giving a feeling of sitting “on the car” rather than in it. Those who enjoy a commanding presence in their SUV will appreciate the seating position, while fans of the sporty brand may feel less enthusiastic. The side pillars (A) are thick and substantial, contributing to the SUV’s rugged feel but impairing side visibility. Overall, the visibility is good, though slightly worse than in the previous generation. The test vehicles were particularly well-equipped, but we’ll wait to see what features come to the local market.

The front space is excellent, with ample leg and headroom, even for very tall passengers. The steering wheel and seats adjust over a wide range, but the comment about the driver’s seat height, even at its lowest, remains.

The rear seating area is also very spacious, comfortably fitting two very tall passengers. The middle seat is narrower, with a prominent drive shaft tunnel and a central console that doesn’t intrude too much but still reduces legroom in the middle. There are also USB-C ports and a screen for controlling the rear climate.

The trunk is somewhat disappointing. The gasoline versions theoretically offer a respectable 570 liters, but opening the trunk reveals about 460 liters in practice, with the additional space hidden below the floor. The trunk floor isn’t double-layered, and it can’t be lowered due to a structure designed for a spare wheel that wasn’t included. So, there are about 100 liters of storage for hiding items, but it won’t help you load larger items.

Engines:

We’ll focus on the 20 version, while the more powerful variant will receive a separate description at the end. The base version, as of the launch date, features a 2.0-liter mild hybrid engine (4 cylinders) with a small electric unit. The gasoline engine provides 190 horsepower, and the electric unit adds another 20 hp, totaling approximately 211 horsepower and 33 kgm torque, with a broad power band (from 1,500 to 6,500 rpm).

The engine isn't exceptionally lively. The Bavarian SUV advances at a good pace, reaching 0-100 km/h in 7.8 seconds. It handles overtaking without any acute issues (especially in Sport mode), but it’s neither exceptionally strong nor powerful. This is a smooth, pleasant engine, ideal for a relaxed family looking for an efficient vehicle. The X3 comes with BMW's familiar 8-speed gearbox, which, as we've experienced before, is smooth and efficient, with nothing particularly new to report.

Fuel consumption was also decent. This test involved limited intercity driving, while highway driving occurred at Autobahn speeds. Despite this, the final consumption reached around 11 km per liter, which is respectable. A more comprehensive test is needed locally.

In the near future, an additional variant, the 30e, is expected to join the lineup. This is the plug-in hybrid version. The gasoline engine is the same as in the 20 version, but it’s paired with a much more powerful electric motor delivering 184 horsepower, bringing the combined total to 303 hp. This car boasts an impressive 0-100 km/h acceleration (6.2 seconds) and, primarily, an electric range of 80-90 km, achieved thanks to a 19.7 kWh battery.

Road Handling:

At launch, this SUV is offered only with all-wheel drive, providing excellent traction. Overall, the X3 offers very good handling, as expected from the brand. Body roll is minimal, and direction changes are mature and predictable. One note against it in the handling department: The steering wheel, with its somewhat unusual shape, feels too light and artificial, even in Sport mode.

Ride Comfort:

During the launch, we drove two versions. The X3 20 xDrive, which is our main focus, features a fairly standard suspension setup with adaptive dampers added for this test. Most of the time, the car feels comfortably smooth, absorbing bumps well, though occasionally some road feedback is transmitted to the cabin. The suspension generally performs well, even a bit stiffer than expected for this category. However, when the bumps come quickly and in succession, the suspension struggles to keep up, resulting in a less comfortable ride. In such cases, it transfers more jolts to the passengers than desired. This issue was noted in both versions tested at launch (20 and M50).

The noise insulation is excellent. Despite storm "Boris" sweeping through central Europe on the test day and battering the X3, the German SUV effectively filtered out road and wind noise. Even the engine noise in the 20 version is hardly intrusive or noticeable.

The Good, the Bad, and the Wild

Everything discussed so far applies to the 20 version. But there was also another, more menacing version tested—the M50. This version brings a 6-cylinder engine equipped with Mild Hybrid technology. The new engine offers 381 horsepower from the regular unit plus an additional 18 horsepower from the electric unit, totaling a formidable 404 horsepower and a healthy 54 kgm of torque.

This powerhouse is all you need to put a smile on your face. The six-cylinder engine feels incredibly robust, ready to surge forward at any touch of the accelerator with the eagerness of a kid in a toy store.

You can feel the gas pedal vibrate, almost urging for just a bit more pressure from your foot. Beyond its impressive performance (0-100 km/h in 4.8 seconds), this car delivers a fantastic sound, accompanied by numerous backfires. It's disappointing, though, to discover that the powerful sound comes from the speakers rather than the impressive quad exhaust filling out the rear bumper. With the push of a button, the roaring lion can be tamed into a purring kitten from a YouTube video. Even when subdued, it still sounds good, but nothing extraordinary.

One downside to this beast on wheels: It seems no one told the brakes they’d need to handle nearly 400 horsepower. The brake pedal feels as soft as a marshmallow left in the sun, with a spongy action and vague feedback. As a result, the car reaches speeds faster than expected and requires a firmer braking response.

On the other hand, the steering here is much better, with significantly improved weight compared to the 20 version, and it's very precise. The enhanced suspension and performance make the driving experience something else entirely. The vehicle’s height pulls the body slightly, giving you a bit more time to sense when traction might give way, adding a playful feel from the car’s movement on the suspension during quick directional changes, especially from the rear.

The design is similar, with a few touches to signal you’ve opted for the more aggressive version. Inside, the cabin features a few accents from the M division, and comfort isn’t significantly compromised compared to the regular version.