BMW X3
Long prior to the segment-bending X6, BMW's crossover strategy was basic: offer the utility of a conventional SUV but in a package that's not only luxurious, but fun to drive. The original BMW X5 Sport Utility Activity Vehicle kicked things off in 1999, and only a number of years later, the smaller X3 arrived.
Instead of attempting to transform the formulation, BMW has enhanced on the X3's unique idea by providing far more refinement, top-notch driving dynamics and heaps of technology focused on efficiency and connectivity. The end result is a compact crossover ready to regain its spot at the head from the class. Discover out if BMW succeeded after the jump.
One from the primary issues that needed addressing was the X3's design. That is not to say the original X3 wasn't attractive, but its styling grew a lot more outdated with every year, not only inside the segment, but within the BMW lineup. The 2011 X3 uses the full suite of modern day BMW style language – larger, upright dual-kidney grille; angular, sideways-T taillights – and 80 percent with the time, it looks good.
The other 20 percent? When looking the X3 inside the eyes, there's a strong character line below the headlamp cluster that's been softened, and also the clear headlamp surround is more squared off. The end result is an oddly awkward front fascia, as if BMW's designers sculpted the new X3 and then realized they forgot to add headlights. It isn't horrible by any means, it just seems... off.
We like the side profile of the new X3 with its stronger character lines and upward slope towards the rear window, and things are crisp, clean and fresh out back. We highly recommend opting for the Sport Activity Package ($1,550 or $1,850, depending on model) as it adds the X-Line exterior trim treatment and bigger, additional attractive wheels. Still, standard-issue X3s like our tester aren't too hard on the eyes, and although the overall design is sleek and fresh, it lacks some from the unique visual interest that you'll locate on a Volvo XC60 or Mercedes-Benz GLK.
The X3 is slightly bigger than its outgoing model, gaining 3.one inches in length (183.0 total), 1.1 inches in width (74.one inches) and 0.5 inches in height (65.4 inches). BMW points out that the new X3 is comparable in size towards the first-generation X5, and this dimensional increase means the automaker's smaller X1 will have much more breathing room within the X Series. However, since the X3's proportions haven't grown all that a lot, interior dimensions haven't been greatly improved, either. In fact, front headroom and rear legroom have truly decreased for 2011.
At initial glance, the X3's interior feels a bit cramped for both the driver and front passenger, partially due in part to the wider middle console and much more sculpted, downward-sloping dash. If you've been in any from the latest crop of BMWs, the middle stack will look extremely familiar, with the 8.8-inch iDrive screen placed front and center within the sloping lines with the dash. The integrated infotainment system has come a long way since its introduction within the 7 Series, and iDrive is a lot more intuitive than ever. The X3's setup uses BMW's new ConnectedDrive software that offers enough features to make your iPhone jealous, including the capability to display e-mails when the vehicle is stationary, as well as a text-to-speech functionality that reads messages by way of the audio technique whilst on the go.
Overall levels of interior refinement are top notch, and though the cabin isn't as stylish as what Volvo has carried out with the XC60, it is not as cold and grey because the Mercedes GLK, and also the controls are simpler and less difficult to navigate than the ones found in Audi's Q5. All of the seats are comfortable and supportive, particularly the optional sport chairs fitted to our tester. Rear seat passenger room isn't as generous because the X3's size would lead you to believe, as well as the back seats cannot be moved forward or backward – some thing that would support greatly, specifically when longer-legged folks are seated inside the front.
At its launch, BMW will probably be offering the X3 in two flavors: xDrive28i and xDrive35i, utilizing the same gasoline powerplants that we appreciate from the 3 Series sedan. An all-new xDrive20d four-cylinder diesel option is readily available in other markets, and naturally, BMW tells us that this model is "being considered" for American consumption. It's the typical response whenever we ask about diesel offerings, though BMW is seriously considering it, particularly since sales with the diesel-powered X5 have exceeded original expectations.
We tested the higher-end xDrive35i, powered by BMW's delicious new N55 turbocharged 3.0-liter inline-six. 300 horsepower and 300 pound-feet of torque is more than sufficient to motivate the 4,222-pound 35i, and even with all-wheel drive, this X3 can do the 0-60 sprint in just five.5 seconds on its method to an electronically limited top speed of 130 miles per hour. The naturally aspirated 3.0-liter mill in the 28i offers 240 hp and 221 lb-ft, meaning it'll take you 1.2 seconds longer to hit 60 mph, but we don't envision this engine ever feeling sluggish or underpowered. Even BMW's base engines are sweet-working mills nowadays. Regrettably, none with the X3s on our drive program were fitted with the 28i setup, but if our experience in the 3 Series is anything to go on, we do not expect any thumbs-down verdicts for the base X3 engine configuration.
Both the 28i and 35i use a new eight-speed automatic transmission with manual shift function (steering wheel-mounted paddles are available on the 35i), and though official EPA fuel economy numbers have yet to be released, we're fairly confident that even the potent xDrive35i will likely be able to attain a combined MPG number somewhere inside the mid-20s. U.S.-spec X3s are no longer readily available with a row-it-yourself guide transmission, and to be honest, we don't truly mind. The eight-speed auto is great stuff, and as substantially as we love a correct guide box, there just isn't a company case for that sort of thing in little crossovers. We need to stop crying about it.
Having 8 cogs to stir by way of aids efficiency, although the transmission has an odd tendency to hesitate ever so slightly just prior to a gear is engaged. This is extremely noticeable inside the sportier drive settings when you aren't using the manu-matic function, and though this quirk is dulled a bit from the standard drive mode, it's nevertheless present. That aside, gear changes are still smooth as butter and unlike other eight-speed automatics, the X3 makes the most of its low-end torque power to steer clear of the constant must downshift when prodded to pass. The optional paddle shifters are a nice bit of added driver involvement, but we substantially prefer leaving the shifter in D and letting the X3 do the work itself – with eight gears to select from, you'll be clicking the paddles an awful lot.
The X3s that BMW brought for us to test were all European-spec models fitted together with the automaker's new start/stop system – something that won't be offered on U.S.-spec automobiles. This is BMW's 1st application of start/stop with an automatic transmission, and we applaud the smoothness and fluidity with the engine firing up just prior to taking off from a stoplight. Will we ever see BMW's start/stop functionality on vehicles slated for North American duty? It isn't within the cards quite yet, but BMW's executives told us to check it and give feedback about whether or not or not we think it really is a helpful addition on the X3 experience. Our verdict: Provide it inside States, even if it is a stand-alone option. In a time when fuel economy numbers can really make or break possible sales, adding another MPG or two towards the X3's window sticker surely can't hurt.
BMW is coming through loud and clear on the sports activity part of its SAV nomenclature, particularly with the addition in the optional Dynamic Driving Handle and Dynamic Damping Manage techniques. This is the exact same sort of setup discovered inside the 5 and 7 Series vehicles, in which drivers can switch between Regular, Game and Sport + modes, and an all-new five-link rear axle system dramatically improves overall ride comfort – perhaps our biggest complaint about the last-generation X3. The added 1.1 inches of width and our tester's larger 18-inch wheels with 245/55-series tires support to maintain items planted and solid on the road. All in, the X3 has lost the harsh ride top quality of your first-generation model whilst nonetheless retaining a level of firmness and confidence that you'd expect from a BMW.
Issues are perfectly pleasant with the X3 left in Usual mode, but for drivers with an enthusiast soul, Game and Game + is exactly where it really is at. Here, the throttle response is sharper and the electric energy steering offers a lot more weight and feedback, though nevertheless delivering a linear steering feel lock-to-lock. Additionally, the transmission comes into tune towards the sportier driving style – it really is a lot more eager to hold a gear up on the redline and keeps your tach needle pointed correct within the heart in the X3's powerband. If you are worried about sacrificing fuel economy, the driving control techniques permit you to configure Sports activity mode to only enhance the chassis, leaving the transmission alone, and unless you're seriously pushing the X3 down some challenging canyon roads, the eight-speed auto does a fine job of offering energy on demand in its regular drive setting.
The new X3 hits dealerships later this year with the majority of sales expected to begin inside the initial quarter of 2011. The cost of entry is $37,625 for xDrive28i models and $41,925 for xDrive35i models, and in true BMW fashion, there will likely be an extensive options list encompassing points like sport, convenience and premium packages. What's far more, BMW will likely be offering custom interior and exterior color packages, and consumers will likely be able to receive videos of their individual X3 as it moves as a result of the unique build phases within the automaker's Spartanburg, South Carolina plant.
We do not come across a lot of faults using the 2011 X3, but if we're honest, there is not a lot to get excited about, either. What BMW has carried out is merely rework and refine its small crossover as opposed to jumping via hurdles to redefine its image. That's fine, but the end result is really a automobile that reeks of anonymity. It's the ideal automobile for people today..<br>. who have points... and like to drive to places. It's an entertaining, involving steer out on the road, but it won't turn heads like a Mercedes-Benz GLK, it does not look as classy as an Audi Q5 and doesn't speak of uniqueness like the Volvo XC60. Still, anonymity isn't all that poor, particularly when you have 300 hp on tap.
