2018 BMW X3 xDrive30i

The explosive growth of the crossover SUV market has been good for automakers’ bottom lines, but the real winner might just be the consumer. Look at the current state of the compact-luxury-crossover segment, for instance. Every major premium brand now fields an entry, and many of them are very compelling. There’s the well-rounded Audi Q5, the soulful Alfa Romeo Stelvio, the design-forward Volvo XC60, the stately Mercedes-Benz GLC-class, the athletic Jaguar F-Pace, and the sports car of the group, the 10Best-winning Porsche Macan.

Entering this gladiatorial arena is the third-generation BMW X3. The Bavarians were one of the first to enter this market when the original X3 launched in 2003, and the model has been one of the strongest sellers in this class ever since. The newest X3 has already greatly impressed us with its sharp dynamics in sport-oriented, six-cylinder M40i form, and now we’ve had a chance to test the four-cylinder 30i version aimed at the heart of this crowded and cutthroat segment.

Nimble and Quick

Even without the M40i’s chassis tweaks and sultry inline-six, the X3 remains very good to drive. The latest B48 turbocharged 2.0-liter inline-four that powers nearly the entire BMW lineup at this point is a sweetheart, revving eagerly and smoothly and emitting a hushed, refined sound to boot. The all-wheel-drive X3 xDrive30i’s zero-to-60-mph time of 6.2 seconds is unremarkable when stacked up against the Stelvio (5.4 seconds) and the Q5 (5.8 seconds), but the X3 easily gets out of its own way, with almost no perceptible turbo lag and prompt downshifts from the seamless eight-speed automatic. A strong 31-mpg result in our 75-mph highway fuel-economy test (two mpg better than its EPA highway rating) is a nice bonus, too.

Given how the punchy engine encourages you to hustle, it’s a good thing that the chassis is up for some fun, too. That magic combination of fluidity and responsiveness that used to be BMW’s hallmark is back in full force here. Look past the high seating position (by our measurements, you sit nearly seven inches higher in the X3 than in the 3-series), and we might go so far as to call the X3 more eager and playful than that sports sedan. There’s satisfying heft to the steering, a near-perfect balance of compliance and firmness from the adaptive dampers, and a general feeling of solidity from the rigid structure. These are the BMW dynamics we remember so fondly.

Even though our car had the $1400 Dynamic Handling package that included M Sport brakes along with variable-ratio steering and the aforementioned adaptive dampers (which can be had for $1000 as a stand-alone option), braking performance was a disappointment, with lack of bite from the pedal and a somewhat long 175-foot stopping distance from 70 mph (the Q5 did it in 161 feet and the XC60 in 170).

Not a Looker

Unfortunately, the X3’s staid proportions give little indication of its athleticism. Our test car, finished in nondescript Dark Olive Metallic, managed to blend into the background, and there wasn’t much to set it apart from its predecessor. Even in one of its more eye-catching color schemes, or with the optional M Sport package’s extra visual aggression, we don’t think the BMW offers anywhere near the visual presence of the F-Pace, the XC60, or the Stelvio.

The upside of the X3’s boxy shape, though, is an eminently practical interior package. A spacious rear seat impresses with its generous headroom and legroom, and the cargo area measures a commodious 29 cubic feet with all seats in place. In our testing, the X3 accommodated more carry-on suitcases than the Q5 or the Macan, despite the fact that our X3 was equipped with the optional space-saver spare tire that raises the floor and steals some cargo space. The alternative is to do without the $150 spare and depend solely on the run-flat tires.

That Costs Extra

Inside the X3, nicely grained plastics, soft leather, and tasteful wood trim create a warm atmosphere, while the digital displays in the gauge cluster and large iDrive central screen look crisp and modern. Admittedly, though, many of our favorite elements of the interior were expensive options that drove the as-tested price of our X3 to a steep $57,820. Among them were $1700 for the leather upholstery and a combined $6150 for the Convenience and Premium packages that added features such as a panoramic sunroof, the larger 10.3-inch iDrive screen with navigation (a 6.5-inch screen is standard), proximity-key entry, a head-up display, and a heated steering wheel. We’re pretty sure that X3s closer to the $43,445 starting price wouldn’t feel so rich inside. We’ll also mention how ridiculous it is that Apple CarPlay capability is $300 extra here but standard on a $21,000 Volkswagen Golf or a $14,000 Chevy Spark.

It’s much easier to overlook characteristic BMW annoyances like that, however, when once-characteristic BMW dynamic excellence is on board. The spirited X3 is a hopeful sign that BMW has not forgotten how to imbue its mainstream offerings with the special sauce that built its reputation in the first place. And, perhaps more important, BMW’s ability to combine this fun-to-drive nature with a practical and luxurious package makes the X3 one of the most compelling entries in its fiercely contested segment.

Specifications >

VEHICLE TYPE: front-engine, all-wheel-drive, 5-passenger, 4-door hatchback

PRICE AS TESTED: $57,820 (base price: $43,445)

ENGINE TYPE: turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injection

Displacement: 122 cu in, 1998 cc
Power: 248 hp @ 6500 rpm
Torque: 258 lb-ft @ 1450 rpm

TRANSMISSION: 8-speed automatic with manual shifting mode

DIMENSIONS:
Wheelbase: 112.8 in
Length: 185.9 in
Width: 74.4 in Height: 66.0 in
Passenger volume: 99 cu ft
Cargo volume: 29 cu ft
Curb weight: 4297 lb

C/D TEST RESULTS:
Zero to 60 mph: 6.2 sec
Zero to 100 mph: 17.2 sec
Zero to 120 mph: 28.2 sec
Rolling start, 5–60 mph: 7.5 sec
Top gear, 30–50 mph: 3.9 sec
Top gear, 50–70 mph: 4.8 sec
Standing ¼-mile: 14.9 sec @ 94 mph
Top speed (governor limited): 126 mph
Braking, 70–0 mph: 175 ft
Roadholding, 300-ft-dia skidpad: 0.86 g

C/D FUEL ECONOMY:
Observed: 22 mpg
75-mph highway driving: 31 mpg
Highway range: 530 miles

EPA FUEL ECONOMY:
Combined/city/highway: 25/22/29 mpg