2007 BMW X3 Review

Specifications

To get the point of the X3, hop inside and look at the sun visor. It’s not whatyou’ll see, so much as what you won’t see that I’m getting at. Namely the usual roll over warning that’s found in many sport utility vehicles. Unlike most in this class, the X3 is actually serious about the “sport” designation in SUV (or SAV as they like to call it), and is quite possibly the sportiest utility vehicle ever made. It is by no means the most powerful or the fastest, but it is one of the best in terms of handling, agility and nimbleness, all traits of a true sports car. But it’s not just an inherent sportiness that’s helped the X3 rise to success. BMW got there by being ahead of the curve, instead of playing catch up. Other luxury brands got their gears in motion after seeing the X3’s success, but only after three competition-free years. Size, performance and class-wise, the only direct competitors are the Acura RDX and Land Rover’s LR2, plus, to a lesser degree the Mazda CX-7, but the real fray will kick in when BMW’s natural enemies, Audi and Mercedes-Benz get in on the action. To keep things fresh in the meantime, the little X3 has been updated both inside and out for this year.

I hated the fact that BMW’s smallest SUV was the bull’s eye target for the automotive media because of its styling. Maybe I’m the only one out there that thought the styling of the matte black bumpers and cladding gave the vehicle some substance, making it look like more than a 3-Series Touring with a lift kit. The lesser 3.0i model, available in some markets but not here in the U.S., still has trace amounts of plastic trim on the bumpers, as does the regular-spec 3.0si, but the fact that there’s more color is sure to appease critics. It’s even possible to get it without any matte surfacing at all, like our test car, if it’s equipped with the Sport Package. Still, the X3 is a sharp looking machine, with as many car-like details incorporated into its body as possible. The long hood was necessary to accommodate straight sixes, but it plays into the hands of sports car lovers, while the wider kidney grille and complexangular headlamp assemblies seal in the BMW look. On vehicles equipped with adaptive xenons, the X3 gets those ultra cool corona halos, and the taillights have been cleaned up, making it recognizable as a BMW whether it’s coming or going.

Unlike the Z4, which has two engines available, the X3 only gets one, the 3.0si. In the Z4, the engines both have identical displacements down to the cubic inch, both have the same bore and the same stroke and both have BMW’s seamless variable valve timing technology. The difference is that the 3.0i makes 215 horsepower, while the si makes a sizzling 260 horsepower. Whereas the 3-Series and 5-Series have moved on and no longer feature this engine, it lives on in the X3 (and the new X5), where it’s also made the X3 the most powerful vehicle in its class. The straight-six is turbine smooth, providing a nice, aural soundtrackthat’s good enough to forget about the powerful sound system with its fancy DSP effects. Power is ample for a vehicle of this size, more than enough to propel the little Bimmer to 60 mph in a blistering 6.9 seconds with the 6-speed manual or 7.1 seconds with the 6-speed automatic, and as peak torque is produced at under 2,800 rpm, pull is always strong. Fuel consumption, even on little SUVs is never that great, but our X3 returned an average of 23 mpg, which is exceptional.

It’s unusual to find a sport utility vehicle other than a true off-roader like a Jeep Wrangler with a manual these days, but BMW has stuck with their authentic, sporting guns and is offering the X3 with a six-speed DIY gearbox as standard equipment, with a six-speed Steptronic automatic available as a no-cost option. The stick shift really makes it the last of a dying breed, as the only other sport-luxury SUV offering one is Porsche’s Cayenne V6. Of course, it provides the interactivity between driver and vehicle that only a manual can make. A couple of staffers berated the shift feel, statingthat it felt rubbery when going from cog to cog, but I found no issues as the lever slotted into each of the six gears with dampened precision. Instead, I found the unforgiving precision of the throttle in first gear to be more of an issue. When feathered, it shunts the car back and forth. A handy hill start assist system is also standard, and acts as a third foot holding the brakes for a second or two, while moving from braking foot to throttle (West Coasters love this feature - Ed.).

All individual elements of the new X3 are tied together with BMW’s xDrive all-wheel-drive system, which works closely with the on-board traction and stability control to enhance the overall on-road capabilities of the car. The system actively improves the X3’s ability to scoot ’round corners by nibbling away at understeer, first by shifting power to the rear wheels as needed, and, if necessary, it can even reduce the power to the inside rear wheel. It’s one of the better all-wheel-drive systems on the market, as it seamlesslyand actively keeps up with the driver instead of correcting problems after they’ve started. xDrive also incorporates Hill Descent Control, which limits the speed of the vehicle as it descends down steep or slippery surfaces by automatically applying the ABS brakes. It’s a feature you’re more likely to find on a Land Rover than a BMW, but X3 owners will appreciate it when negotiating snow and ice covered streets or after the rain descends on the old dirt road at the cottage. As the X3 lacks ground clearance, a locking differential or a low-range mode, off-roading capabilities are extremely limited.

It’s possible for the X3 to be an even better driving machine if the Sport Package is selected. Besides endowing the X3 with a wonderfully hefty three-spoke M Sport steering wheel which is both padded and wrapped in high-quality leather, like the gearshift, it also includes a sporty body kit and a flashy set of 18-inch alloy wheels (19-inch also available for an additional $950). There are no engine or transmission upgrades to be had, but BMW’s performance expertswere let loose on the suspension. They’ve tuned it to further restrict body roll, delivering utmost composure, even on twisty roads attacked at full force. The system works flawlessly; it’s great fun punching out of a corner on heavy throttle, feeling the front end neutrally grip, whereas a regular rear wheel drive car would oversteer. The only downside is its tuning setup, which is um, nicely put, rock hard, leading to bounces and checks even over what seems like smooth pavement. Every last bump, crack and cranny in the road’s surface is communicated loud and clear to the driver, just as you might expect from an M3 or a Z4. In fact, this could very well be the perfect setup for an enthusiast who’s had to sell the sports car for a family hauler.

Its interior is like the Z4, the last of the old-school BMWs. The stalks and switches haven’t been upgraded to the optical-beam variety, and in truth, they don’t need it as they work just fine. Likewise, it uses a conventionalkey and a conventional stereo with lots of buttons. Though it breaks the minimalist continuity established by the modernist models, it doesn’t lack in the clarity and ease of use department. BMW has made a noteworthy effort to improve the interior’s ambiance in the updated X3 in no other way than opening its wallet. The door panels are completely new, and feature soft-touch plastics even at their very bottoms, and there are now proper pockets instead of nets. The door pulls are now made from metal instead of black plastic, and previously the money that you’d dole out for wood or metal trim can be put towards the xenon adaptive headlights ($800), the supremely comfortable comfort seats with adjustable upper backs ($1,000) or the front and rear park distance sensors ($700), three must-have options. The standard panoramic sunroof is also a nice touch. These changes give the X3 the prestigious feel that it deserves, and will counteract any claims of the X3 being a subpar luxury product.

This being a driver-focused BMW, everything is where you’dexpect it to be and is easy to use. The console is not only tilted towards the driver, but the high seating position puts it in close proximity to his or her hand, much like the shift knob. So, ergonomically it’s alright, but I’ve got to ask why BMW chose to mount the auxiliary input jack on the rear of the armrest console, in between the buttons for the rear heated seats. Also, the deep single cupholder on the armrest is directly in the line of the shifter, but then again, real drivers shouldn’t be sipping on a skinny no-whip mocha while trying to shift gears and steer.

Strange as it seems, but when it was launched the little X3 offered almost as much interior room as the bigger X5 and more cargo volume too. While this isn’t the case with the newer, bigger X5, the X3 still has plenty of space to offer at 30.0 cubic feet from floor to window line, of which BMW expects its owners tofully utilize thanks to the adjustable rails in the floor and some clever accessories such as an in-car bike carrier. When the rear seats are folded (but not flat folded) it increases to 71.0 cubic feet.

If there’s anything that will pose a problem against the X3 in the coming years, it’s going to be the diversification of competitive products. We don’t think that opposing manufacturers will be interested in pursuing the X3’s stance of the ultimate on-roader, so in that regard it should be safe. Instead, steep pricing will pose a challenge. The X3 3.0si starts at a whopping $38,000, and with a few desirable options the price will quickly rise to the realm of the much larger X5 3.0si. Comparatively speaking, Acura’s RDX starts at $32,995, and Land Rover’s new LR2 starts at $34,700. If only the X3 3.0i were available here in the U.S., it would be placed more in the ballpark of its rivals. Still, none of these have a blue and white roundel on their bonnet, and that means a lot to would-be buyers, and helps in the resale department too. So, while the price might be a lot for BMW to ask for, the X3 delivers on the road like no other compact SUV can, and for this reason is proof that the Ultimate Driving Machine can take the form of a compact sport utility vehicle too.