BMW X3 2006 Review

BMW X3 Update (2006- )

Not so much
>> Are the styling tweaks too subtle?
>> MSport package for city slickers only
>> Space saver spare on an all-roader

Overall rating: 3.5/5.0
>> Engine, drivetrain and chassis: 3.5/5.0
>> Pricing, packaging and practicality: 3.0/5.0
>> Safety: 3.5/5.0
>> Behind the wheel: 4.0/5.0
>> X-factor: 4.0/5.0

OVERVIEW
BMW's X3 has never attracted the following nor sales of its bigger sibling. In fact even in the closing months of the current E53 X5's model life, the larger Sports Activity Vehicle (BMW-speak for SUV) still outsells the X3 almost three to one.

With more X3s built than X5s and the smaller all-wheel drive outselling its stablemate in most other markets, their relative sales successes Down Under is more a comment on the local market's idiosyncrasies than the individual merits of the vehicles.

That said, part of the almost universal appeal of the X5 has always been its upmarket finish, unmistakable BMW DNA and its 'super hot-hatch' styling. At the same time, the X3 has been criticised for its less than sumptuous interior, less than optimal BMW build quality and early-RAV4 echoing acres of plastic bodywork.

The fact the two vehicles overlapped in price when engines and options were fiddled with didn't help either.

With the growth of the X5 in its new E70 incarnation, BMW is keen to capture the buyers the change in size and sticker price will displace. Even more important is the ability for BMW to hold its own in what is tipped to be one of the marque's battlegrounds in the closing years of the first decade of the 21st century -- the Small Premium Utility segment (for more click here).

Enter the facelifted, upgraded, flasher, better built and better equipped X3.

PRICE AND EQUIPMENT
Three models make up the revised X3 range with price increases over the outgoing models limited to a maximum of $1500 (for the 3.0si) in spite of the addition of more powerful (and efficient) petrol engines, six-speed autoboxes, an upgrade in safety equipment including standard Dynamic Stability Control and quality and equipment changes across the range.

Much of the X3 is unaltered -- this is a midlife facelift rather than the all-new car due sometime in 2008. With that in mind it's worth extending your research to CarPoint's previous coverage of the X3 here

The facelift sees both front and rear ends of the X3 restyled. At the front there are new headlights and a deeper BMW signature double-kidney grille. It's no coincidence the more aggressive, body-colour front bumper and air-dam give the X3 a visage much more in keeping with its bigger brother.

The rear gets reprofiled inner taillamps and a revised bumper and valance panel. As is the case with the pointy end, gone are the swathes of black plastic that gave the previous X3 its Toyota-aping and somewhat down-market look.

The entry level X3 2.5si now boasts a 160kW/250Nm 2.5-litre six mated to a choice of six-speed manual or auto gearboxes. Previous models made do with a five-speed auto option. The 2.5si models are up $1000 a piece -- now priced at $65,900 and $68,500 for the manual and auto variants respectively.

The X3 3.0si gets considerable upgrade in power, jumping to 200kW/315Nm. Priced at $73,900 it is offered in auto only -- also a six-speeder.

Auto-only too is the sole X3 diesel -- the 3.0d with its excellent 160kW/480Nm turbodiesel. This model only arrived in Australia late last year and as such already benefited from a six-speed auto. Its sticker has been increased by $500 to $75,900.

Like its X5 stablemate, it's the diesel that BMW says will account for the lion's share of X3 sales -- something north of 50 per cent. The 2.5si is expected to account for a third of sales with the petrol 3.0si the balance.

In an unprecedented move for BMW, however, the marque has taken the step of standardising the original equipment offered across the engine grades. Differences between the 2.5si, 3.0si and $10k dearer (than 2.5) turbodiesel 3.0d are effectively limited to the powertrains and new engine-specific 17-inch alloy wheel designs.

MECHANICAL
The update mechanical story is petrol engines and new six-speed autos. And the power and torque figures on both petrol engine variants should give the game away here -- to regular BMW watchers at least.

Admired in 3 and 5 Series models and making their appearance in the X3 for the first time, the latest generation of BMW's inline six-cylinder petrol engines deliver more power and torque and use less fuel in the process. Least that's the claim of the maker.

Officially known as the N52 series of powerplants, the engines feature lightweight magnesium alloy crankcases and Double VANOS variable valve timing. BMW says that in terms of power density (kW per kg) the latest sixes are among the most efficient naturally-aspirated engines on sale in the world today.

Both 2.5 and 3.0-litre versions are offered in the X3 in powered-up 'si' form (their power and torque figures are noted above). They're matched to BMW's equally-admired ZF-sourced six-speed transmission. The sole manual transmission offered is the 2.5si's excellent six-speeder.

Downstream, the X3 uses BMW's proven xDrive full-time four-wheel drive underpinnings matched to Dynamic Stability Control (DSC).

Though in normal driving torque is split 40:60 biased to the rear, xDrive can deliver up to 100 per cent to the front or rear via the system's computer-controlled multiplate centre coupling. In the X3, xDrive uses the DSC sensors to evaluate data such as wheel slip, steering angle and wheel speed to detect situations where traction loss is likely and correct it by transferring drive to the wheels with the most traction.

Response time is 100 milliseconds -- BMW claims this is faster than conventional four-wheel-drive systems. DSC is standard on all X3s as is Hill Descent Control, traction and antilock braking aids and so on (see Safety below).

The rest of the mechanical package -- suspension, braking and steering -- is effectively unchanged save for some damper tweaks. Though BMW Oz is unclear on the extent of the changes (and indeed, whether further changes have taken place with this update!) suspension settings were revised within a few months of the car's initial launch. Certainly the latest car seems better behaved in terms of ride and steering precision than the first crop of X3s we drove back in mid-2004.

BMW claims significant performance increases for the new petrol engines as well as fuel economy benefits of up to 15 per cent -- in the case of the 3.0si. The 3.0si gains 30kW and 15Nm over the 3.0i, while the 2.5si is up 19kW/5Nm over the 2.5i.

According to BMW, the 3.0si accelerates from 0-100km/h in 7.5sec (an improvement of approx 0.6sec) with average fuel consumption now10.3lt/100km -- down from 12.1. The 2.5si is 1.0sec slower to 100km/h and returns 9.9lt/100km on the combined cycle.

As noted above, the X3 3.0d is unchanged mechanically. To read more about the excellent diesel drivetrain see the above X3 past reviews link.

In terms of usable space the X3 suffers only in rear shoulder room -- it's a squeeze for three adults. Rear legroom is a touch tighter than its current bigger brother but given the deeper proportions of the rear cargo area, effective luggage volume is quite good.

Where the X3 did lose out in its previous guise was ambience. It simply was not as nice a place to be as the X5. A look inside the X3 tells you BMW has taken notice of past criticisms levelled at the vehicle -- in terms of materials and execution.

The new cabin features a redesigned X5-style instrument panel (though binnacle is unchanged), new steering wheel and tweaks to the centre console and seats. There are accent panels on the dash (see below) and more luxurious door trims and roof lining.

Further, the marque has taken the step of standardising the original equipment offered across the engine grades. All models now feature higher-quality 'Nevada' leather upholstery and a choice of brushed aluminium, poplar grain grey, ash grain or poplar grain light interior wood trims.

Standard equipment is reasonably comprehensive with air-con, power windows, trip computer, cruise control, multifunction steering wheel and most of the goodies you'd expect from a vehicle with a $65K pricetag. In 'German' brand terms, there are more gadgets included than previous models -- things like extra chrome, headlight and wiper sensors, one-touch indicators, fogs, roof rails, rear luggage compartment storage package, and so on, are all standard spec.

Convenience items such as Bluetooth phone preparation, MP3 input and ski-bag are also included although you'll need to adjust your own seat and load just one CD at a time.

That doesn't mean the option to 'individualise' your X3 doesn't still exist. As with every BMW model there's a considerable range of options available including MSport body and suspension packages, two levels of Navigation suites, seat heating front and rear, sport seats, Bi-Xenon headlamps and so on. Be warned, however, it's easy to add $20K to the base price of your X3 if you start ticking too many boxes.

SAFETY
BMW makes much ado about the X3's active safety via what it terms Integrated Chassis Management (ICM). Combining the xDrive, Dynamic Stability Control (DSC) and the engine management system, ICM "pro-actively" (BMW's words) stabilizes the car in microseconds when slip (lateral or longitudinal) is detected.

The first action is via power split and thereafter if this does not correct the situation, DSC can selectively brake wheels and torque limited engine output to bring the situation under control.

BMW says the latest X3 gets a new (faster) processor that facilitates concurrent operation of all three mitigation systems.

Until the E70 X5 arrives Down Under the new X3 also represents the first combination of xDrive/ICM and the latest generation of 'smart' braking functions, Pioneered on the E90 3 Series these include brake pre-tensioning and fade compensation, brake drying and a hill start assist function.

In another first on an X model, the new X3 allows the driver to deactivate DSC in two stages. The first, Dynamic Traction Control (DTC), allows for a greater degree of wheel slip for more "spirited" (BMW's words again) driving, while the second turns everything off.

The X3 also features Trailer Stability Control (a function of DSC activated when towing) and Hill Descent Control. 

As you'd expect given BMW's positioning and the X3's pricetag, passive safety measures include six airbags (dual-stage front, side and curtain airbags) seatbelt pre-tensioners, ABS, four-wheel discs and 'active' Brake Force Display multi-stage taillights.

COMPETITORS
To date the X3's main opposition has been within its own ranks, the lower-spec X5s and to a lesser extent the likes of the 323i Touring. As noted in our overview, this is unlikely to stay the situation for much longer. While Land Rover's Freelander II -- the X3's closet competitor in size, spec and pricing -- might still be close to a year away, it will herald a veritable avalanche of smaller premium SUVs in 2008 and beyond.

For the time being, based on price the X3 will be shopped against the likes of the VW Touareg, Lexus RX350 and Volvo's XC90 -- all larger vehicles.

The turbodiesel X3's on-road performance will hold its own with the thoroughly polished and muscular revised VW. In the petrol X3 range, the 3.0-litre car's inline mill is a match for the Lexus' 3.5-litre V6.

The added equipment and cabin tweaks also mean the X3 has shed some of its Spartan tag in comparison to the relative plush competitors mentioned hereabouts.

ON THE ROAD
Where the X3 does have it all over potential competitors, however, is in the drive. Though citicised in the past as being too sporty, the fidgety ride and constant need for steering adjustment that marred the reputation of early iterations of the X3 on Aussie roads seems to have been tamed in the latest X3. This is one all-wheel drive that can be punted along with some pace and confidence.

It's still no plush boulevardier but the latest X3 seems to be much less aggressively damped. Indeed, it seems to cope substantially better with the pockmarked and heavily cambered roads that transcribe a large proportion of this continent.

Steering feel through the thick rimmed standard wheel is more communicative than some so-called sports sedans and the level of grip and relative lack of body roll is commendable given the X3's high clearance and upright stance.

Of all the current crop of SUVs only the X5 (and perhaps the latest Outlander!) get close in terms of rewarding a driver with sporting intensions. It seems you can have your cake and eat it too...

Ride quality on the roads we experienced was good -- only a heavily corrugated portion of one dirt section caught the X3s out. Even the MSport suspension and 19-inch wheel equipped 3.0si we drive on one section was better than we remember the first gen of X3s -- though the 'benefits' in handling hardly seem worth the negatives of, for example, not being able to fit snow chains to the lower profile wheels and tyres.

On the subject of tyres, the X3 is still on conventional rubber. While the new generation X5 will get run-flats, the X3 will not join the fold until its next (all-new) generation. The space-saver spare is cradled under the rear bodywork. Bush buyers please note that the retension mechanism will not accept the damaged full-size wheel you're replacing.

We drove three of the four X3 variants -- auto 3.0d and 3.0si and a manual 2.5si.

The latter will account for just a handful of sales but proved to be this tester's favourite of the trio. A full $10K cheaper than the diesel, it gives away some outright performance but even on our spirited drive returned circa-10lt/100km fuel economy and plenty of fun.

Indeed, the manual is sweet shifting and the 2.5-litre six spins with alacrity. The engine has sufficient midrange urge to satisfy most buyers, unless you're planning on doing some towing. In that case we'd stick with the larger-engined models.

BMW's 3.0-litre turbodiesel powertrain is one of the best available Down Under. In the X3 it's muscular and (if you can resist the temptation to use its prodigious pace) frugal -- sub-10lt figures are the norm. That said, it's almost too much engine for the car with its prodigious torque breaking traction on loose surfaces easily (one wonders how the excellent four-cylinder turbodiesel from the 1 and 3 Series would work in the X3).

So too the 3.0si -- this is the most powerful natmo variant of the BMW petrol six Down Under, 10kW up on that in 5 and 3 Series and 5kW stronger than the Z4 sportscar's engine. It's a smooth, powerful, sonorous engine that positions the X3 at near the top of the mid-size/compact SUV performance tree.

Our test loop took in relatively smooth dirt and good bitumen. With the DSC left in full 'safety' mode the X3 never put a foot wrong. Switched off, the vehicle was great fun on the flowing gravel roads and a touch more wieldy on the tight blacktop.

On either surface, the safety systems clearly came into play early but were not intrusive -- things have come a long way since traction controls systems harshly cut power and stopped forward progress.

We can't pass judgement on the effectiveness of the xDrive, ICM or Hill Descent systems on really loose or steep stuff, however, as no such conditions were covered by the test loop.

We can vouch for the step up in refinement and build quality inside the X3s though. The touch points are 'softer', the wood (or alloy) dash and console accents lend a more upmarket feel to the cabin and the flash leather upholstery is reminiscent of top-line 5 Series cars.

Unlike previous X3s we've driven these testers were also rattle free.

In comparison to the last generation, this X3 is an improvement. But it needed to be...

With the X5 moving upmarket, the sales bods at BMW Australia will no doubt be expecting to build on the 1000 or so X3s it sells each year. Much more the X5 sibling and much less the distance cousin, there's every chance this updated X3 will come through for them...