Human
You. The Road. Nothing else.
By Andrew Ganz Thursday, Sep 22nd, 2011
BMW, in all of its seemingly infinite wisdom, has admitted that it struck out in its first effort at building a moderately-priced (by German standards) crossover aimed at North American buyers.
Sure, the first-generation BMW X3 looked like a BMW, but it certainly didn’t feel like one. A stiff ride, underpowered engines and a slap-job interior relegated it to the bottom of most shopping lists.
But a new X3 popped onto the scene for 2011, bringing with it everything buyers in the land of the Big Mac have requested: Improved ride quality, more space, more pace and more cupholders.
What is it?
Anchoring the mid-bottom of BMW’s global crossover lineup, the X3 is the smallest BMW tall wagon a buyer in the United States or Canada can take home. Most other markets – including Mexico – are also offered the pint-sized X1, a model that, realistically, would be too small to succeed here.
For 2011, the X3 was redesigned with ‘mericans in mind – and, for the first time ever, it’s even built here – at the company’s Spartanburg, South Carolina, assembly plant.
BMW offers the X3 with your choice of 3.0-liter inline-six cylinder engines and standard all-wheel-drive. Confusingly, our tester was badged X3 xDrive28i, which means it was powered by the naturally-aspirated version. Step up to the xDrive35i and you’ll get a twin-scroll turbo for way more grunt.
Our tester was about what The Price is Right would call “popularly equipped.” Butt warmers, leather trim, keep-the-key-in-the-pocket access and SiriusXM capability cranked it up to a not insubstantial $43,875. Go crazy with the options list and you can easily add another $10,000 to your X3.
What’s it up against?
Natural rivals include the Audi Q5 and Mercedes-Benz GLK350, both of which are, like the BMW, priced at a big premium compared to other rivals.
We’d also cross-shop the Volvo XC60, Lexus RX 350, Cadillac SRX, Saab 9-4X and Jeep Grand Cherokee if we were in the market for a five-seat luxo-ride.
Any breakthroughs?
BMW actually broke ground with the X3 even before the first one was ever made; the automaker added a new line to its South Carolina plant just to build the smaller crossover alongside its X5 and X6 cousins.
X3 itself is a little low on groundbreaking features on its own, but it does combine some of BMW’s latest technology, including an updated iDrive interface and an eight-speed automatic transmission with a toggle-style lever. That automatic helps make the most of the 3.0-liter inline-six on the EPA’s fuel economy test; X3 nets a good-for-the-class 19/25 mpg (21 mpg combined).
But don’t get used to the inline-six. BMW’s 2.0-liter turbocharged four-cylinder is likely to make its way into the small crossover for 2013.
What’s it look like?
Proportionally, the X3 isn’t that different from its predecessor. Its fairly tall greenhouse, a design it inherited from the last generation, is actually vaguely reminiscent of the company’s iconic 2002 (albeit with two extra doors and a hatchback).
But the difference is in the details. Eschewing the old car’s lumpy front fascia and confused tail lamps, the new X3 is very clearly a modern BMW. Its twin nostrils give way to swept-back head lamps, a design theme echoed with a strong character line that runs from a fender-mounted side repeater to the tail lamps. The company’s traditional Hofmeister kink makes its appearance just aft of the D-pillar in a much better integrated way than before.
From behind, the X3 features the complex tail lamps that have become a BMW trait. Our tester rode on 17-inch five-spoke alloy wheels rather than the costly bling that shows up on the optional extras chart.
And on the inside?
Here again, X3 holds the line with the rest of BMW’s lineup. Its dashboard is free of the lumpiness that characterized BMW during the Chris Bangle era. Instead, a tall center stack is canted toward the driver. At its top is a high-resolution display for iDrive and audio controls (the screen would be wider if our car was optioned up with navigation), while parts bin-style climate controls and programmable feature buttons sit below.
We’re especially fond of the 10 numbered buttons that look and feel like regular radio presets but can actually be programmed to pull up a variety of tasks beyond simply changing the radio station. They’re an integral part to BMW’s latest iDrive, which debuted a couple of model years ago. The system is still more complex than simply sorting through some buttons on the dashboard, but it is vastly simpler than before.
The driver sits high up in a flat throne covered in “oyster” leather (that means light tan, apparently) and he or she grips a laughably thin-rimmed three-spoke steering wheel. How BMW can offer both fantastic M-badged steering wheels and plebeian offerings like this one is a question worth pondering in Munich.
Back seat riders get a high-riding bench with horizontal stitching reminiscent of taxicabs. At least there’s a fold-down armrest with a deployable cupholder probably designed by NASA and, with the $1,150 Cold Weather Package, the outboard seats are heated.
A nicely-trimmed cargo area offers good storage for even tall items.
Materials are akin to BMW’s 3-Series sedan. While nothing feels overly rich, we found little to fault even if the overall design was a touch bland.
But does it go?
The X3′s six puts out a reasonable 240 horsepower at a high 6,600 rpm and 221 lb-ft. of torque spread from 2,750 to 4,400 rpm. But it’s portly at around 4,100 lbs. before anyone climbs aboard, so the eight-speed automatic needs to make the most of that power. At immediate tip-in, the X3 doesn’t reward with the kind of punch its boosted siblings do, but speed builds progressively from there. The eight-speed shifts a lot, but it does so almost imperceptibly; we bet most owners won’t even be aware that there’s much cog-swapping going on down there.
As a result, X3 isn’t fast, but it is certainly capable of keeping up with traffic. The six emits a mild whine at higher rpms but is otherwise almost eerily silent save for a dull rumble at idle.
No matter how hard we tried, couldn’t match the EPA’s 25 mpg highway figure, but we did pretty much hit the 21 mpg combined number. X3s run on premium fuel.
BMW came under serious fire for its previous X3′s ride quality – and the 2011 couldn’t be any different than its predecessor. Damping is top notch, meaning the X3 smothers big bumps and barely transmits the smallest. Over really rough pavement, we felt a light pogo effect similar to the elastic feel we recently experienced on a 528i sedan, but the X3 generally felt well-composed. Light but accurate steering adds to the ease of driving.
Grip was excellent, even on an unpaved and rutted road.
But what was missing entirely from the equation was a dose of fun. While its X5 big brother boasts tight steering and a sport-oriented ride, the X3 feels almost bland and characterless on the road. Its body leans into corners and it generally doesn’t reward with much in the way of positive feedback. An optional Dynamic Handling Package (not tested here) sends more torque to the rear wheels most of the time and it provides variable effort steering, but the basic X3 is still more tuned for comfort than performance. For daily slogging, it’s an able companion, but it simply didn’t provide the sort of joy BMW’s marketing campaign promises.
Leftlane’s bottom line
For most drivers, the X3 is a vast improvement over its predecessor. It is comfortable, capacious and refined.
But to enthusiasts, the buyers BMW has long coveted for its “ultimate driving machines,” the X3 comes up feeling like a well-executed appliance. It’s the kind of car we’d wholeheartedly recommend to our status-seeking neighbors, but not the kind we’d likely seek out for a spirited romp through the twisties. If it’s volume BMW is after, the X3 is a solid victory.
2011 BMW X3 xDrive28i base price, $36,750. As tested, $43,875.
Metallic paint, $550; Cold Weather Package, $1,150; Premium Package, $3,450; Roof rails, $250; Comfort Access, $500; SiriusXM, $350; Destination, $875.
Photo's - click on link
Source: http://www.leftlanenews.com/bmw-x3-xdrive28i-review.html
BMW, in all of its seemingly infinite wisdom, has admitted that it struck out in its first effort at building a moderately-priced (by German standards) crossover aimed at North American buyers.
Sure, the first-generation BMW X3 looked like a BMW, but it certainly didn’t feel like one. A stiff ride, underpowered engines and a slap-job interior relegated it to the bottom of most shopping lists.
But a new X3 popped onto the scene for 2011, bringing with it everything buyers in the land of the Big Mac have requested: Improved ride quality, more space, more pace and more cupholders.
What is it?
Anchoring the mid-bottom of BMW’s global crossover lineup, the X3 is the smallest BMW tall wagon a buyer in the United States or Canada can take home. Most other markets – including Mexico – are also offered the pint-sized X1, a model that, realistically, would be too small to succeed here.
For 2011, the X3 was redesigned with ‘mericans in mind – and, for the first time ever, it’s even built here – at the company’s Spartanburg, South Carolina, assembly plant.
BMW offers the X3 with your choice of 3.0-liter inline-six cylinder engines and standard all-wheel-drive. Confusingly, our tester was badged X3 xDrive28i, which means it was powered by the naturally-aspirated version. Step up to the xDrive35i and you’ll get a twin-scroll turbo for way more grunt.
Our tester was about what The Price is Right would call “popularly equipped.” Butt warmers, leather trim, keep-the-key-in-the-pocket access and SiriusXM capability cranked it up to a not insubstantial $43,875. Go crazy with the options list and you can easily add another $10,000 to your X3.
What’s it up against?
Natural rivals include the Audi Q5 and Mercedes-Benz GLK350, both of which are, like the BMW, priced at a big premium compared to other rivals.
We’d also cross-shop the Volvo XC60, Lexus RX 350, Cadillac SRX, Saab 9-4X and Jeep Grand Cherokee if we were in the market for a five-seat luxo-ride.
Any breakthroughs?
BMW actually broke ground with the X3 even before the first one was ever made; the automaker added a new line to its South Carolina plant just to build the smaller crossover alongside its X5 and X6 cousins.
X3 itself is a little low on groundbreaking features on its own, but it does combine some of BMW’s latest technology, including an updated iDrive interface and an eight-speed automatic transmission with a toggle-style lever. That automatic helps make the most of the 3.0-liter inline-six on the EPA’s fuel economy test; X3 nets a good-for-the-class 19/25 mpg (21 mpg combined).
But don’t get used to the inline-six. BMW’s 2.0-liter turbocharged four-cylinder is likely to make its way into the small crossover for 2013.
What’s it look like?
Proportionally, the X3 isn’t that different from its predecessor. Its fairly tall greenhouse, a design it inherited from the last generation, is actually vaguely reminiscent of the company’s iconic 2002 (albeit with two extra doors and a hatchback).
But the difference is in the details. Eschewing the old car’s lumpy front fascia and confused tail lamps, the new X3 is very clearly a modern BMW. Its twin nostrils give way to swept-back head lamps, a design theme echoed with a strong character line that runs from a fender-mounted side repeater to the tail lamps. The company’s traditional Hofmeister kink makes its appearance just aft of the D-pillar in a much better integrated way than before.
From behind, the X3 features the complex tail lamps that have become a BMW trait. Our tester rode on 17-inch five-spoke alloy wheels rather than the costly bling that shows up on the optional extras chart.
And on the inside?
Here again, X3 holds the line with the rest of BMW’s lineup. Its dashboard is free of the lumpiness that characterized BMW during the Chris Bangle era. Instead, a tall center stack is canted toward the driver. At its top is a high-resolution display for iDrive and audio controls (the screen would be wider if our car was optioned up with navigation), while parts bin-style climate controls and programmable feature buttons sit below.
We’re especially fond of the 10 numbered buttons that look and feel like regular radio presets but can actually be programmed to pull up a variety of tasks beyond simply changing the radio station. They’re an integral part to BMW’s latest iDrive, which debuted a couple of model years ago. The system is still more complex than simply sorting through some buttons on the dashboard, but it is vastly simpler than before.
The driver sits high up in a flat throne covered in “oyster” leather (that means light tan, apparently) and he or she grips a laughably thin-rimmed three-spoke steering wheel. How BMW can offer both fantastic M-badged steering wheels and plebeian offerings like this one is a question worth pondering in Munich.
Back seat riders get a high-riding bench with horizontal stitching reminiscent of taxicabs. At least there’s a fold-down armrest with a deployable cupholder probably designed by NASA and, with the $1,150 Cold Weather Package, the outboard seats are heated.
A nicely-trimmed cargo area offers good storage for even tall items.
Materials are akin to BMW’s 3-Series sedan. While nothing feels overly rich, we found little to fault even if the overall design was a touch bland.
But does it go?
The X3′s six puts out a reasonable 240 horsepower at a high 6,600 rpm and 221 lb-ft. of torque spread from 2,750 to 4,400 rpm. But it’s portly at around 4,100 lbs. before anyone climbs aboard, so the eight-speed automatic needs to make the most of that power. At immediate tip-in, the X3 doesn’t reward with the kind of punch its boosted siblings do, but speed builds progressively from there. The eight-speed shifts a lot, but it does so almost imperceptibly; we bet most owners won’t even be aware that there’s much cog-swapping going on down there.
As a result, X3 isn’t fast, but it is certainly capable of keeping up with traffic. The six emits a mild whine at higher rpms but is otherwise almost eerily silent save for a dull rumble at idle.
No matter how hard we tried, couldn’t match the EPA’s 25 mpg highway figure, but we did pretty much hit the 21 mpg combined number. X3s run on premium fuel.
BMW came under serious fire for its previous X3′s ride quality – and the 2011 couldn’t be any different than its predecessor. Damping is top notch, meaning the X3 smothers big bumps and barely transmits the smallest. Over really rough pavement, we felt a light pogo effect similar to the elastic feel we recently experienced on a 528i sedan, but the X3 generally felt well-composed. Light but accurate steering adds to the ease of driving.
Grip was excellent, even on an unpaved and rutted road.
But what was missing entirely from the equation was a dose of fun. While its X5 big brother boasts tight steering and a sport-oriented ride, the X3 feels almost bland and characterless on the road. Its body leans into corners and it generally doesn’t reward with much in the way of positive feedback. An optional Dynamic Handling Package (not tested here) sends more torque to the rear wheels most of the time and it provides variable effort steering, but the basic X3 is still more tuned for comfort than performance. For daily slogging, it’s an able companion, but it simply didn’t provide the sort of joy BMW’s marketing campaign promises.
Leftlane’s bottom line
For most drivers, the X3 is a vast improvement over its predecessor. It is comfortable, capacious and refined.
But to enthusiasts, the buyers BMW has long coveted for its “ultimate driving machines,” the X3 comes up feeling like a well-executed appliance. It’s the kind of car we’d wholeheartedly recommend to our status-seeking neighbors, but not the kind we’d likely seek out for a spirited romp through the twisties. If it’s volume BMW is after, the X3 is a solid victory.
2011 BMW X3 xDrive28i base price, $36,750. As tested, $43,875.
Metallic paint, $550; Cold Weather Package, $1,150; Premium Package, $3,450; Roof rails, $250; Comfort Access, $500; SiriusXM, $350; Destination, $875.
Photo's - click on link
Source: http://www.leftlanenews.com/bmw-x3-xdrive28i-review.html
