BMW X3 2004 Review

What we liked
>> Engines
>> Handling
>> xDrive

Not so much
>> Options pricing
>> Front-end styling
>> 'Toy' spare wheel

OVERVIEW
The X3 is aimed at high-earning, city-based outdoors types, with either no kids or tiddlers. It's not being marketed as an off-roader but rather as a high quality, high performance all-roader.

BMW views the X3 as a compact X5; calling it the world's first premium medium-sized sports activity vehicle.

It is 102mm shorter than the X5, 41mm lower in the roofline and 25mm shorter in wheelbase. Those figures might not indicate radical difference, but the X3 is noticeably smaller than its big brother.

Although more compact than the X5, the X3 has a similar brief: a high-set wagon body with a performance powertrain, driving to a variable torque, full-time all-wheel-drive chassis.

FEATURES
X3 has a single body style -- a shrunken X5 if you like -- with alloys, roof rails and front fog lamps as standard. Opting for a $3000 body enhancement kit and matching $900 18-inch Y-spoke wheels can modify the stock appearance.

The base engine is BMW's 141 kW/245 Nm 2.5-litre in-line six and the other offering is the stroked 170 kW/300 Nm 3.0-litre version. The 2.5 comes with a choice of six-speed manual or five-speed Steptronic automatic and the 3.0-litre couples to the auto only.

BMW's latest xDrive distributes torque to the front and rear axles, overseen by traction control and dynamic stability control systems. The DSC program uniquely adapts when a trailer is coupled, to control trailer sway.

Hill descent control, dynamic brake control and cornering brake control are all standard equipment.

COMFORT
The standard equipment list includes a highly-flexible interior layout and multi-adjustable front seats, but occupants are left in no doubt that they're in a compact wagon. The X3 isn't squeezy, but it's cosy.

Front chairs adjust for height, reach and rake, but, oddly enough, are manual-adjust jobs. Power movement is a $2750 option and power lumbar adjustment costs an additional $770.

The 2.5 comes with a choice of cloth or 'Sensatec' covering -- punched vinyl to you and me -- but the 3.0-litre scores leather as standard. It's a $3600 option on the 2.5. Sports seats are a $1340 option on both models.

Rear seats are a squeeze for three adults, but fine for two and fold neatly to provide a luggage space that's almost X5-size. The one-piece tailgate opens with more than 2m of walk-under clearance and reveals a flat, low-height floor that has a reversible, hard or carpet surface.

Two floor rails accept spring-loaded, sliding tie-down rings and three mountain bikes can slide in with ease. A 12V power socket is fitted in the rear compartment.

Standard comfort features include climate control, a trip computer, numerous storage bins, seat back pockets and cup holders.

The interior options list includes two navigation systems -- a radio version for $2500 and a screen-type with integrated TV for $6990 -- heated seats and steering wheel rim, Panorama sunroof, folding rear vision mirrors, electronically controlled power steering, a hi-fi, 10-speaker sound system, wood grain trim, auto-dipping rear vision mirror and a ski bag.

SAFETY
As befits one of the world leaders in active and passive vehicle safety BMW's X3 has both in spades.

The xDrive all-wheel torque proportioning system and electronically controlled differential action provide state-of-the-art power application, and the ABS system -- with dynamic and cornering braking control -- does the reverse function just as stylishly. A brake-force display innovation brightens the stop lights when the X3 brakes hard, warning following drivers.

Dynamic stability control that's trailer-adaptable keeps all but lunatic cornering behaviour very tidy. Hill descent control maintains a downhill speed as low as 6 km/h -- in the forward or reverse direction -- without driver intervention.

The X3 is the second new model from BMW to feature a tyre pressure indicating system. The TPI system uses the ABS wheel speed sensors to compare the rotational speed of all four wheels. If one tyre has lost pressure, it will have a smaller rolling radius and will rotate faster than its neighbours. The situation is communicated to the driver by a warning light and alarm.

An ice-alert buzzer and light warn the driver if the outside temperature drops below +3 C.

On the passive front, the X3 has high-strength steel unit construction, with deformable front and rear sections protecting the passenger safety cell. The doors are fitted with diagonal reinforcements and 'hook' to the side frames to make a side-impact load path from the doors to the body.

Front seats have crossbars in the frames and the backrests to provide maximum survival space in the event of a side collision.

The X3 has eight airbags: driver and front passenger bags that inflate in steps according to impact severity; and curtain head airbags that cover all four side windows and protect occupants' heads from excessive side movement, or contact with an outside object.

MECHANICAL
The power plants that propel the two X3 models are cutting edge, in-line six-cylinder designs, in a global automotive climate that favours V6 layouts.

BMW was no doubt chuffed to see its in-line 2.5-litre engine recently named the most desirable donk in its class worldwide, by a panel of expert judges.

Both engines share a common cylinder bore size of 84mm and overall engine length of 800mm. The 2.5-litre engine has an undersquare piston stroke of 75mm and the 3.0-litre is oversquare, with 89.6mm.

Both engines have twin-cam, 24-valve heads and variable camshaft timing on both shafts. This bi-VANOS system allows exhaust gas recirculation without complex external plumbing.

BMW introduced its new xDrive all-wheel-drive system on the revamped X5 and the same technology is employed in the X3. The heart of the xDrive unit is an electronically controlled wet clutch pack. Under most driving conditions this clutch pack provides slip, so that torque is proportioned between the front and rear axles, but in extreme conditions, it can send all drive to the front or rear axles.

According to BMW, the difference between xDrive and other on-demand all-wheel-drive systems is that xDrive is active, reacting to inputs from the ABS sensors and the DSC's yaw sensor in as little as 100-milliseconds. (By way of comparison, the delay between accelerator depression and engine response is 200 milliseconds.)

COMPETITORS
BMW sees no current competitors for the X3, asserting that this compact AWD machine sets new parameters for a premium sports activity vehicle. Buyers may have somewhat different perceptions, particularly those who option up the X3 with the sort of fruit that comes standard in the Lexus RX330, for example.

It's easy to be somewhat cynical about the way BMW has priced the X3, because it's touted as a premium machine, yet some features that could be considered de rigueur in such vehicle are expensive options: metallic paint $1700, park distance control $1680, sunroof $3300, body kit $3300 and the already mentioned nav systems, folding mirrors and powered seats.

If you also dial in steerable Bi-Xenon headlights at $2970, it's not very difficult to crank the price of an X3 up to 90-plus grand and that puts it into very competitive territory, fighting for business against larger vehicles that may look like better value for money

ON THE ROAD
If BMW gets enthusiastic drivers' bums in seats it'll sell X3s easily, because it's out on the open road where the X3 leaves most similarly priced vehicles well behind.

The 2.5 manual's six-speed box provides an ideal ratio for any situation and it's irresistible to turn the wick up to burn in the sweet spot that starts around 4000 rpm and runs all the way to the 6000 rpm power peak. And the noise! BMW's straight-six howl is modulated by the exhaust system, but intrudes blissfully as the revs climb.

The 3.0-litre is a good choice in front of the Steptronic, because its increased power and torque copes well with torque converter losses. The Steptronic's manual mode gives shifts as slick as the six-speed and, if you're cruising or doddling around town, the full-auto mode works smoothly. In between there's the sports auto setting that's fully automated, but holds revs when upshifting and downshifts earlier.

The conditions for our evaluation of the xDrive system could hardly have been better: the ice-alert alarm sounded as soon as we climbed into the hills outside Launceston and we spent most of the day on snow-covered and icy bitumen and dirt roads.

We were able to maintain a safe, slip-free 60-80 km/h cruising speed, passing lesser machinery that had augured into snow banks, slid into ditches and jack-knifed into white-out oblivion.

If we needed xDrive convincing before this test, we don't now.

BOTTOMLINE: Fifteen grand cheaper than an X5, but just as practical.

Among the many things BMW does well, its straight six cylinder engines stand out. They're a real delight to drive, even the relatively small 2.5-litre model we tested here. Smooth revving, willing, and quiet, it's really at home in the X3, even one that weighs a hefty 1740kg.

It's easier to understand how such a small engine can deliver good driving when you realise it creates 141kW of power and 245Nm from just 2.5 litres. This is delivered to the wheels through a sweet-shifting five-speed manual gearbox, and can propel the X3 from rest to 100km/h in 8.9 seconds.

That said, we'd not like to drive a smaller-engined X3, because it simply wouldn't gel with BMW's 'sheer driving pleasure' mantra. The X3's chassis has a level of competence and agility that a less powerful engine simply wouldn't highlight.

Some complained the ride was too firm during our time with the car but we felt it was acceptable, partly because of the driving dynamics it delivers. This is no lunging offroader, struggling to cope with twisty roads. Rather it's a high-rise sports-wagon capable of tackling beaten tracks on occasion.

The X3's cabin is focussed too heavily on the driving experience and not enough on day-to-day requirements. One very shallow cupholder is the only easily accessed place to store keys, mobile phone, etc, unless you want to pop the two-stage armrest and dump them in the cubby beneath. Or reach across to the passenger side and use the glovebox. A central bin for life's accessories wouldn't go astray in a 'lifestyle' vehicle.

Our test dummies had no complaints about the rear seat, and the retracting cargo barrier came in very handy when we stacked the boot to capacity.

Over the course of our test the 2.5-litre X3 returned fuel consumption of just 10.9litres/100km; very good considering how much it loves to rev -- and how much we loved revving it.

BOTTOMLINE: Desirable, but not as refined as the slightly bigger X5, and not much cheaper.

The world's most expensive RAV4 or a cut-price X5? The verdict on the X3 depends on which side of the 'badge versus cost' curve you sit. Badge snobbery aside, the X3's a good thing -- well built, wieldy and attractive, in a nuovo-BMW sort of way. You just need to be canny with the engine you opt for, the spec you choose, and (especially) the options you tick.

At the better part of $88,000, our test X3 3.0 is at the upper end of the scale. Featuring more than $13,000 worth options -- not the least of which, a $6990 navigation/television system and $3330 glass panorama roof -- it's well into X5 territory cost-wise. Herr Butler's 2.5-litre tester makes a little more sense in the dollars versus goodies and performance stakes.

In 3.0-litre form, there's no shortage of performance. Matched to BMW's excellent five-speed Steptronic autobox, the X3's 170kW inline six provides plenty of urge and great open road overtaking performance. It lets you know what it's up to, however, this is probably the most vocal non-M BMW we've driven. Indeed, this six lets you know exactly where it is in the rev range and even mild throttle openings are accompanied by sportscar-like levels of exhaust boom. As fans of the Bavarians' tunes we're not complaining, but some buyers might be less enamoured.

Unlike my racetrack refugee colleague, I'm not as convinced about the 3's suspension set-up. Bit hits are fine, but over small irregularities the car can be choppy and tends to pitch fore and aft suggesting damping rates aren't quite right. Indeed, in comparison to the compliant X5 3.0, I found the smaller car overly firm around town, though things did sort themselves out at high speeds on the open road.

Although the 3 is smaller than the 5, there's not as much difference in terms of usable space as one might first expect. Clan Sinclair fitted easily with two adult-sized teenagers still able to co-exist with their eight-year-old sibling stuck in the middle. Legroom too is good -- certainly better than, say, a 3-Series wagon. The depth of the X3s load area means there's more usable space than is first apparent too.

The 3.0-litre X3's leather-lined cabin is classy, if bordering on a little sparse. Love the real alloy accents in the cabin, but at near $90,000 we'd like to think that BMW would have delivered electric seat adjustment -- at least the manual pews strike a happy medium of comfort and support.

While on the subject of interiors, we've criticised BMWs of late for being short of incidental storage. For the record, at least the X3 has usable door pockets -- something that can't be said of the latest 5- Series.

Unfortunately, the X3 has a space-saver spare. While most X3s will never see anything rougher than the abovementioned potholes, having been on the receiving end of space-savers and the great outdoors on a few occasions lately, I'd be checking what options there are for carrying a full-size hoop.

Such is the appeal of the BMW X-cars, however, that even given the criticism raise hereabouts it'd take very little to convince my significant other to park an X3 in her carport. Mission accomplished? You betcha...