BMW X3
The Second-gen X3 grows up in every sense. And it’s better value too.
BMW’s compact SUV, the X3 never managed to make inroads in the Indian market like its elder brother, the X5. Its gawky styling, harsh ride, cramped rear quarters and high price didn’t cut the ice with Indian customers. However, the second-generation X3 aims to rectify its predecessor’s flaws and turn BMW’s midsize SUV into a well rounded and versatile vehicle. BMW hasn’t repeated the mistake of launching the X3 with just a petrol. This time it has launched a 184bhp 2-litre four-cylinder engine and an Audi Q5-rvalling 258bhp, 3-litre in-line six, both diesels. The rear good news is with the price. Now that the X3 is locally assembled, BMW has been able to price it aggressively. The 2.0-litre diesel (our test car) costs Rs 41.2 lakh (ex-showroom, all-India), which is comparable to the old car’s price, but it now comes with a lot more features as standard. The 3.0-litre diesel costs Rs 47.90 lakh but will be available only in October. There are no plans to launch a petrol option for now.
DESIGN & ENGINEERING
The good news is that the new X3 is a for more harmonious piece of design than its gawky looking predecessor, which always appeared to be teetering on top of overly narrow tracks. The new X3 looks lower to the road, although ground clearance is almost identical, and it has a reasonably muscular stance. From head-on, it bears a strong family resemblance to the X5 with a very similar radiator grille and headlamp treatment.
When the X1 was launched, it wasn’t much smaller than the previous X3; so it’s no surprise that the new midsize model has expanded in turn. It is 83mm longer and 28mm wider than its predecessor although the quest for aerodynamic efficiency means that its height is reduced by 13mm – and it sits on a slightly longer wheelbase. In fact the footprint is nearly the same size as the original X5, even though it’s 82mm shorter. The X3 doesn’t have an extra row of its seats like its bigger sibling.
The increase in size hasn’t brought a corresponding increase in mass though. Indeed, despite extra standard equipment, the new car is claimed to weigh 90kg less than the previous X3.2.0d
The X3 comes standard with BMW’s xDrive four-wheel-drive system which uses an electronically controlled multi-plate clutch to distribute torque between the front and rear axles which, under normal conditions, is a 40:60, front-rear split. When required, it can channel all the torque to either axle. The X3 now also packs BMW’s eight-speed gearbox along with an engine start-stop function as standard. For the first time, an xDrive model features Dynamic Drive control which allows you to set up the suspension to your liking.
INTERIORS
The new X3’s interiors are fitting for a car in this segment and of this price. The quality of materials is top-notch and it comes loaded with features. The tall dashboard is strewn with attractive swoops and curves with a high resolution LCD screen for the iDrive taking centre stage. However, the 6.5-inch display looks small in the large binnacle; obviously it has been designed to take a much larger screen which we expect to be offered in future variants. The air-con vents are typically BMW and a lot of the switchgear, which is common with other BMWs, feels familiar as well.
Down on the wood-clad transmission tunnel sits the new electric gear selector. The iDrive controller sits on the left of the wood-finished transmission tunnel and close to the beautifully leather-wrapped armrest. Like in other new BMWs, the turn-and-click iDrive controller is supplemented by a cluster of buttons to simplify navigation of the menu system. You can still get lost in the system myriad sub-menus but once you’re used to it, it’s incredibly easy to use. Bluetooth connectivity and a USB slot are standard and it’s possible to access SMSes. Blackberry users can even access their e-mails as well. A sensor-based Park Assist system is offered as standard while a reversing camera can be ordered as an option.
The cream-coloured leather seats and door pads contrast nicely with the dark interiors. The door pockets are generous and can easily stow big bottles of water. Meanwhile, the softly cushioned front seats will cosset the driver and passenger and still offer good support when cornering hard. On top of that there is decent space, with enough adjustments in the front seats and steering column to ensure that even the tallest driver can get comfortable. Using all of the generous front legroom dramatically diminishes the space left for the rear passengers but a decent compromise will allow four adults to sit in reasonable comfort. Shoulder room is increased by 2cm and the rear bench feels all the more spacious and airy, due to the larger glass area which is enhanced by the massive sunroof. However, the rear seat backrest is on the firm side while the seat base is set low, so under-thigh support is compromised.
Boot space has been improved significantly to 550 litres. Loading luggage is made easier as the flat, wide floor can easily be accessed by the lower boot lip. The unique 40:20:40 split rear seats can be flipped down to expand storage space required.
On the safety front, six airbags are standard and the front seats also get active headrests for whiplash protection.
ENGINE, GEARBOX & PERFORMANCE
We are already familiar with the BMW’s ubiquitous 2.0-litre turbo-diesel seen in the earlier X3 and now powering the X1 as well as the 320d and 520d saloons. In its latest guise, it gets a new variable geometry turbo and develops 184bhp, which is around 7bhp up from the previous X3. Torque too has been increased by 2.7kgm to 38.7kgm. Torque is spread over a wide range though progress is particularly impressive in the 2500rpm-4000rpm range.
The new X3 is capable of sitting at high triple-digit speeds all day long without a murmur. The eight-speed gearbox is at the heart of this feat, letting the X3 cruise in eight gear from anything between 80 to over 200kph! At a reasonable 120kph, the engine will be turning over at less than 2000rpm. The gearbox make optimal use of the torque by shifting up gears early for increased efficiency.
The X3’s strong real-world pace is highlighted best by its in-gear performance; 20-80kph comes up in 5.6sec while 40-100kph takes 7.0sec. This makes it quicker than even the more powerful Volvo XC60. Flat-out performance is impressive too with 100kph from standstill coming up in under 10sec. In Sport or Sport+ mode the gearbox is more aggressive, holding onto a gear or shifting down promptly as required. The throttle is also more responsive and even the engine feels more aggressive. The X3 feels immediate in the way it responds to the driver’s inputs. The only sore point here is the light drone from the engine. Though it won’t jar the occupants, in the long haul it will add to the fatigue.
For city usage it’s better to leave the X3 in Normal mode and let the gearbox find the optimum cog. However, sudden overtaking manoeuvres require the quick-shifting gearbox to swap a few ratios to pull through the shrinking gap but there’s a bit of a lag before the X3 bursts forward. Power is delivered like an on-off switch and hence this uneven or spiky power delivery makes it hard to drive the X3 smoothly in traffic.
Of the Dynamic Drive modes, it’s best to stay away from Sport or Sport+ in traffic as the gearbox logic throttle response and engine performance combined will give it even more of a ragged feel in stop-go traffic. We liked the automatic stop-start feature which worked seamlessly in the city, the engine firing up quickly to get going from the traffic light.
RIDE & HANDLING
The greatest dynamic strength of BMW’s X-badged models has always been that they share most of their major suspension components, and hence a corresponding measure of their driving behavior with the saloons. This obviously limits their ultimate off-road performance but it does translate into road-friendly manners.
One of the big criticisms of the previous X3 was its overly hard ride which was exacerbated by the broken Indian roads. For the new X3, BMW has dialled in a far more compliant setup. The front suspension features a double-joint at the strut’s bottom end, while the rear uses a five-link setup. The X3 now also offers a Dynamic Damper Control system that lets you tailor the suspension setting as per your preference. Set to Normal, the new all-independent suspension is cushy and perfect for most conditions. Irregular chunks of tar jutting out of the road were flattened and we didn’t feel they existed. The ease with which the X3 irons out rough patches makes you wonder whether this is a BMW! Since the X3 uses run-flat tyres, it is only the occasional sharp edge that filters through to the cabin. However, the softer suspension means the X3 will roll around corners more than before and you do feel the rear wallowing over undulations. Body control improves when you use the Sport modes. In Sport+, there is some of the choppiness over expansion joints, but it doesn’t feel harsh.
The X3 does away with hydraulic steering in favour of a more efficient electric unit and this hasn’t really compromised the handling either. The steering is lighter and easier to use at low speeds and still feels substantial at higher speeds, thanks to the variable assist. The steering weights up further in the sportier driving modes. It is also very direct straight from the dead-ahead position, sending the X3 darting into corners. When turning in, it does feel a bit soggy and lacks feel when chucked into a corner but this only gives the X3 a more measured and safe feel at highway speeds.
The dynamic dampers combined with the four-wheel-drive hardware generate leech-like grip. Sure-footedly, we barreled down long, fast corners on a very wet ghat road without skipping a beat. The X3 exhibits a delightful immediacy in the way it turns into corners, tempting you to do it again and again. Push harder and you can even feel the rear playfully step out, which makes it great fun.
Performance Control is offered as standard on the India-spec X3 which lets the xDrive brake the inner rear wheel and simultaneously increases engine output, to deliver an unnaturally quick turn in. although the new X3 is a chuckle-a-minute drive, it doesn’t ride as flat and or dart as eagerly into corner like its predecessor. However, this is a small price to pay for a vehicle that is significantly more comfortable. Confidence is boosted further as the seating position is high enough to give you a commanding view of the road ahead and the big glass area offers great visibility.
BMW’s Sports Activity Vehicles were the first of the breed to openly state their preference for bitumen and that has been their forte. The X3, however, is game for some mild off-roading. Its quick-acting transmission and clever stability control system provide decent traction on slick surfaces. Hill Descent Control promises simpler off-road forays; however, with only 212mm of ground clearance and lack of low ratios proper, serious off-road stints are best avoided in this machine.
FUEL EFFICIENCY
The X3 has a range of efficiency features. The electric steering, automatic start stop, on-demand ancillary units, regenerative braking and efficient warm-up phase for the axles are all bits that add to make the X3 quite efficient. In traffic the engine’s tendency to hunt for the right gear to stay within the powerband meant that the X3 wasn’t completely at ease. Despite that it returned a healthy 9.1kpl in the city. And, notwithstanding its tall profile and four-wheel-drive hardware, the X3 manages an impressive 12.7kpl on the highway.
BMW X32.OD
AUTOCAR VERDICT
Practical and rewarding to drive. A clever achievement.
The new X3 is a huge improvement over the outgoing model. Its plush, top-quality interiors, better space, excellent ride quality and harmonious design have rectified just about every shortcoming of the previous-generation model. Still, the dynamics are almost as confident and enjoyable as before and the drivetrain can deliver in a variety of conditions. The X3 may not be a revolutionary car but its multifaceted talents means that there’s no denying it is an extremely clever piece of engineering. That it costs nearly the same as the old car and is better equipped makes it all the more attractive.