BMW X3 review

The most important BMW is what, at least if you go by sales numbers. The top-selling BMW across the world is the X3. Not the archetypical 3 Series. Not the 5 Series, even though that runs from Munich taxi to company-car Touring to Ring-conquering M hero. No, it's the X3. Throughout 2023 they smashed it out at the rate of 1,000 copies a day.

And it'll likely carry on that way despite the fact that this generation has no fully electric iX3. That'll be replaced by a mid-size crossover that's the first of BMW's Neue Klasse EV family in late 2025.

In other powertrain news, the lead-in car is a 2.0 petrol with a useful amount of 48-volt mild hybrid assistance. There's one diesel; a 20d device for trailer-towing private buyers. The tax-swerving company-car buyers have all shifted from diesel to PHEV, so there's a 30e fitted with a 184bhp electric motor between flywheel and gearbox. And at the range's apex – until the full X3 M anyway – there's the straight-six M50.

All have 4WD, known in BMW's cryptography as xDrive. Oh and the petrols no longer carry an i in the badge. Not 20i and 50i, but 20 and 50. Us neither.

How new is it?

Well, not wholly. Yes the whole exterior is new and the visible interior and furniture. It all sits on a basic chassis and dimensions that's largely unchanged, but the track is wider, a few extra underbody braces have been added and the steering improved. Powertrains are modernised with extra hybrid assistance, even in the MHEV. The PHEV now has a WLTP electric range of 56 miles for the small-wheel version.

It looks… different.

We rather like it. It's like the acceptable face of the iX, toned down for a global audience. Certainly you can see that in the lateral surfaces. We wonder if you'll be able to read those gentle creases at all once it gets dirty.

The front can be had with BMW's rim-lit grille kidneys. Which are no longer really kidney-shaped, but at least they aren't cartoonishly oversized. At the rear, the tailgate is flush with the bumper which makes it all look very solid. Sorry, "monolithic".

The drag coefficient is down to 0.27Cd. As well as saving fuel, that also helps cut wind noise at big speeds.

Inside too?

The cabin design looks great in photos, with a fabric dash cover, blades of light, and a big central storage bin/charging tray. Unfortunately the light blades and much of the black plastic, including things you grab often (including interior door handles) are hard, scratchy and cheap-looking. The fabric and fake leather feel authentic and are recycled stuff, dropping their CO2 impact.

Space - critical for a family SUV - is OK but not great. The boot is a bit shallow and rear seat legroom only average for this kind of car. More on all this when you click the Interior tab above.

And to drive?

So far we've driven the 20 and M50. The first of those is none too lively, just because it feels like the engine has too much work to do. It's a big heavy car. But thanks to the brief hybrid boost the engine feels progressive, so you sort of forget about the powertrain unless you're trying to overtake.

The M50 has almost double the power so it's brisk, though of course without the headbutt power of the old X3 M.

They steer accurately enough and body movement is well controlled, even without setting the adaptive dampers to their more clenched calibrations. The ride is always on the firm side, mind. For more details click on the Driving tab.

For the past two generations the X3 has been capable and uncontroversial. You need to look carefully to find the smallest rough edges. This time round it's a little different. Despite the quick-responding screen systems, easily mastered menus and interesting use of cloth over the facia, much of the cabin plastic is a bit low-rent.

Still, the engineering is fine. It sits solidly on the road even at Autobahn speeds. The M50 has a bit of extra precision so you can sense the tyres working beneath you in a bend. And it's quick, if inevitably thirsty.

The 20 has a bit more trouble. Given the want of performance we can't see you pasting it. So it's in an awkward space. Why not go for a more comfortably sprung rival like the Mercedes GLC, or Volvo XC60? Or something more properly sporty: the four-cylinder Alfa Romeo Stelvio?