BMW X3 M and X4 M Competition 2019 Review — International

One thing about high-performance mid-size SUVs is there’s no shortage of them!

We’ve listed three logical opponents for the new M duo at the bottom of this story – the V8-powered Mercedes-AMG GLC 63 S and forthcoming Jaguar F-PACE SVR, and the twin-turbo V6 Alfa Romeo Stelvio Quadrifoglio – but there are several more that could have got a mention.

There’s the coupe version of the GLC of course, two V8 versions of the Jeep Grand Cherokee including the insane Trackhawk and the Porsche Cayenne S, which is notionally in a different class but lines up on price and doesn’t miss out by too much on outputs.

Speaking of Porsche, a Macan Turbo can’t be too far away and that’s going to be an instant contender. You could throw the turbo-diesel Audi SQ7 in there, or even the electric Tesla Model X P100D if you’re feeling adventurous.

Hmm, memo to the road test crew: I sense a comparo coming on!

The technical updates from standard X3 and X4 to create the M versions all make logical sense.

The new engine, codenamed S58, replaces the S55 that’s doing duty in the current M2, M3 and M4. BMW says it’s 90 per cent new, although the fundamental concept remains the same.

Key technical highlights include a 3D-printed cylinder-head, closed deck block, forged crankshaft, two mono-scroll turbochargers, an electronically controlled wastegate and an indirect intercooler.

Direct fuel-injection pressure lifts from 200 to 350 bar, while Valvetronic fully variable valve timing and Double-Vanos variable camshaft timing are familiar.

In Competition spec, the S58 makes 375kW and 600Nm on 98 RON fuel and accelerates from 0-100km/h in 4.1 sec. Top speed is 250km/h, at least until the M Driver’s Package becomes available and bumps it up to 285km/h.

Official Australian fuel consumption is yet to be announced, but according to WLTP it averages 10.6L/100km.

Just for comparison sake the GLC makes 375kW and 700Nm and accelerates from 0-100km/h in 3.8 seconds. The previous X3 flagship, the $99,529 M40i ‘M Performance’ model, makes 265kW and 500Nm.

The new engine drives all four wheels via a ZF eight-speed torque converter auto and the rear-wheel drive oriented xDrive system that first appeared in the latest M5. A limited-slip rear diff works on the rear axle.

M’s put substantial effort into the chassis. While it starts with the same CLAR architecture as the donor cars, there is plenty of additional body bracing including a strut brace.

The variable-ratio speed-sensitive steering rack is all-new and even comes from a different (unnamed) supplier. Suspension tuning is also bespoke, employing three-mode adaptive dampers that are larger capacity than the standard X3 and progressive rather than linear springs in the rear-end.

M claims set-up is identical across both models – more on that later. Vented 395mm M Compound discs (which mix cast iron with internal aluminium chambers) up-front are clamped by four-piston callipers.

Being M cars the suspension, xDrive, steering, engine, gearbox and stability control settings are all adjustable. You can store them in two groups of permanent favourites and activate them via red toggles mounted on the steering wheel.

Both cars roll on 21-inch wheels and staggered Michelin Pilot Sport 4S rubber and the same 2864mm wheelbase. But the X3 is longer, higher and narrower. Both are claimed to weigh in at exactly the same 1970kg, which seems unlikely.

At least M concedes minor differences in weight distribution; the X3 heavier at the rear, even though the tech specs say they are the same.

So let’s go straight to the driving, because after all that what’s most interesting about M cars. Or in this case, most perplexing.

BMW says the objective was for these cars to deliver a similar driving sensation to the M3 and M4, or at least as much as they can while taking physics into account.

But our experience on the global launch in New York state didn’t back that up. For a start, they just don’t have that sort of grunt. It may say 375kW on the box but it also says 1970kg and that combination makes for acceleration that feels 100kW shy of the claim.

It’s a sensation amplified by noticeable tip-in throttle lag and an agricultural blart from the dual-branch exhaust that never gets close to matching the AMG’s thunderous soundtrack, let alone the crackling zing of an M4.

Sadly, the chassis does not make up for the drivetrain’s disappointment.

The ride was viciously hard in even the softest Comfort mode. It was noticeably worse for rear-seat passengers, who added a flimsy bench seat to the constant – and often jolting – impacts.

Despite the supposedly identical suspensions settings, the BMW X3 M felt marginally less severe and it was even possible to enjoy some smooth curving and cresting country roads, exploiting the tight body control and accurate steering.

But swap the steering settings out of Comfort mode and turning effort became too pronounced. In Sport+ it needed Schwarzenegger-style muscle to operate.

There was also the chance to try the X4 M on the challenging 18-turn Monticello Motor Club circuit. My outing proved problematic because the driver’s floor mat came loose and fouled the pedals. It took me a while to figure out what was going on, deal with that and get back to the business at hand.

As a result of the distraction and my own unfamiliarity with the controls of the X4 M, I never freed the car from its most constraining stability control settings.

So plenty of cornering push was encountered, along with digitally retarded acceleration and a transmission which often refused to change down manually (via flappy paddles) until deep into the corner, negating any opportunity for engine braking. It was hard work and not all that satisfying.

Thankfully, fellow carsales.com.au contributor Michael Taylor was on hand and he successfully negotiated the drive assist system only to find the loosest settings too liberating, allowing the X4 M to slide into oversteer too readily.

If there was a happy medium, we didn’t find it.

And no, we weren’t allowed to drive the X3 M on the track. Intriguing.

Nor did we drive either car off-road, where M insists it still has moderate capability. Hill Descent Control is a standard feature.

Picking these two from their mainstream brethren isn’t that easy. There’s the big tyres, an M-specific high-gloss black grille with double vertical bars, M gills in the air breathers behind the front wheels and “aerodynamically optimised” external mirrors. Not optimised for quietness though, as they created plenty of wind roar.

The X4 M gets its own tailgate spoiler.

Inside there are specific M one-piece merino leather-trimmed bucket seats with multiple powered adjustments and illuminated – yes illuminated – M logos. Sadly, while generous in size, they didn’t prove to be that comfortable.

Aluminium and carbon trim is standard, but piano black is also available. The dual gauge instrument panel comes straight from the M5 and so does the head-up display.

There is a 10.25-inch media screen at the head of the centre console, but the operating system that runs it is generation 6 iDrive rather than the latest gen 7 system that’s now dubbed BMW Cockpit and adds things like the ‘Hey BMW’ personal assistant.

Standard safety equipment includes six airbags, tyre pressure monitoring, adaptive LED headlights and autonomous emergency braking that will bring the vehicle to a stop – unlike some lesser BMWs where you pay extra for that feature.

There’s also active cruise control and a swag of driver assistants including Approach Control Warning, Lane Departure Warning, Lane Change Warning, Front Cross-Traffic Warning, Steering and Lane Control Assistant and Lane Keeping Assist with Side Control Warning.

All that bundles up to a level two semi-autonomous capability that will drive hands-free for up to 30 seconds. Our limited testing showed it hung in the centre of the lane on a straight road pretty well, but quickly got confused in corners.

Significant standard comfort equipment includes a panoramic sunroof, ‘Professional’ sat-nav, a power tailgate, tri-zone climate control, a 16-speaker Harmon/Kardon sound system and wireless charging.

Unbelievably, you’ll pay $625 for three years’ permission to access Apple CarPlay on your iPhone. Sorry, what? That’s just absurd. Android Auto isn’t offered at all.

BMW’s much-hyped but little-liked Gesture Control has been quietly rolled back to become a $450 option and if you want any colour apart from Alpine white, you’ll pay $2000 extra for metallic.

There’s no spare tyre, something we’ve long become accustomed to from BMW. On an SUV – even road-focussed ones like these – that’s still a dubious decision.

From the driver’s seat these are a couple of very busy cars. The thick-rimmed steering wheel abounds in buttons and levers, while the centre console also boats a profusion of push-buttons.

The gearstick is an evolution of M’s previous confusing effort and has at least now grown a park button.

All BMW SUVs are made in the USA and everything seems made to a high standard in the cabin of these two. For example, the top of the dashboard is pleasingly soft to the touch. The only real annoyance on-test was a vibration in an X4 M from the area of the A-pillar on the driver’s side.

There are plentiful storage options in both cars, although the X3 M is definitely superior in terms of rear-seat room and openness. It’s claustrophobic in the backseat of the X4 M. It’s a minor point, but only three passengers get overhead grabs.

Unsurprisingly, the bigger, boxier X3 M also has more luggage space; 550 litres with both rows upright, 1600 litres with the bench folded. The X4 M offers a still sizable 525 and 1430 litres.

BMW Australia offers a three year/unlimited kilometre warranty, while servicing can be purchased in pre-paid for five years and 80,000km.

The Porsche Macan has demonstrated how good a high-performance compact SUV can be. The Mercedes-AMG GLC 63 S is similarly impressive.

Based on past experience my expectation was M’s renowned capabilities would -- at the very least -- deliver two competitive vehicles.

Instead, at first taste, they seem uninspired offerings, not worthy of the esteemed badge they carry.

The engine’s lack of firepower is disconcerting. Let’s hope something different is encountered when the new BMW M3 and M4 front-up in 2020.

And what is the go with the harsh ride? These vehicles come with adaptive dampers so how about widening the spread of their performance to deliver a livable day-to-day ride?

That might also help a handling balance that’s just too tetchy. M can retune the steering effort while these cars are back at the shop too.

If I had to pick one of them, I’d go for the X3 M because it seems a better all-round package. But it’s no match for the best vehicles in this class and that’s truly surprising and very disappointing.

But this is a first taste on foreign soil, so let’s wait and see what August brings in Australia. Hopefully, a vastly more impressive experience.

How much does the BMW X3 M Competition cost?
Price: $157,900 (plus on-road costs)
Engine: 3.0-litre six-cylinder twin-turbo petrol
Output: 375kW/600Nm
Transmission: Eight-speed automatic
Fuel: 10.6L/100km (WLTP)
CO2: 244g/km (WLTP)
Safety rating: N/A

How much does the BMW X4 M Competition cost?
Price: $164,900 (plus on-road costs)
Engine: 3.0-litre six-cylinder twin-turbo petrol
Output: 375kW/600Nm
Transmission: Eight-speed automatic
Fuel: 10.6L/100km (WLTP)
CO2: 244g/km (WLTP)
Safety rating: N/A