Tested: 2025 BMW X3 30 Rests on Its Laurels but Remains Appealing
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Michael Simari
|
Car and Driver
Perhaps this explains why the new X3 isn't a major step forward from its predecessor. The slab-sided, clean new look is interesting enough, and we like the X3's modern-looking front and rear fascias and cool lighting elements. But the interior feels like a downgrade in terms of design and materials. The weirdly shaped dashboard is obtrusive, and the light-up plastic trim surrounding the air vents and door pulls lends an air of cheapness. The screens are high-resolution and mostly easy to use, although we miss physical climate controls, and a few of the menu structures are unnecessarily complicated.
Highs: Responsive powertrain, good ride and handling balance, fresh exterior styling.
Fortunately, BMW didn't mess with the way the X3 drives, as it remains more eager and refined from behind the wheel than many of its competitors. The 30 xDrive model's 255-hp turbocharged 2.0-liter inline-four, found in so many BMWs, provides responsive acceleration and quiet, smooth operation. The 48-volt hybrid system also makes the engine start-stop system's operation nearly imperceptible. We measured a 60-mph sprint of 6.2 seconds, which is a half-second behind the Mercedes-Benz GLC300, but the quick responses of the eight-speed automatic transmission mean it'll satisfy most buyers just fine. If this isn't enough grunt for you, there's always the inline-six-powered M50 model with 393 horsepower.
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Michael Simari
|
Car and Driver
The X3 rides firmly but remains composed over bigger bumps, and the steering is satisfyingly hefty, with weighting that builds up linearly in corners. Our test example, equipped with the M Sport package and optional 21-inch wheels wrapped in Goodyear Eagle F1 Asymmetric 6 summer tires, pulled a solid 0.91 g on the skidpad. Its braking performance was also strong, stopping from 70 mph in 155 feet.
Lows: Interior doesn't live up to the price, too many controls are in the touchscreen, not as quick as some rivals.
There's no X3 hybrid, but the four-cylinder model sits on the high end of the segment in terms of fuel economy. It's rated by the EPA to deliver 29 mpg combined, which handily beats its Mercedes, Genesis, and Volvo competitors.
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Michael Simari
|
Car and Driver
If the new X3 isn't all that different from the old X3, at least it hasn't gone up too much in price. It starts at just over $51,000, although that price can balloon quickly with options. Our test car stickered for $61,325 with a healthy load of extras, including a panoramic sunroof, the M Sport package, and numerous driver-assistance features. But in the ballpark of compact luxury SUVs, that's a reasonable sum, and the X3 remains a reasonable choice among its many competitors. You'll just have to wait for the iX3 if you want to stay on the cutting edge of BMW's next era.
Verdict: The BMW X3 looks quite different from its predecessor, but it's not as much of a step forward as it appears to be.
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Michael Simari
|
Car and Driver
Specifications
Specifications
2025 BMW X3 30 xDrive
Vehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $51,125/$61,325
Options: Premium package (panoramic sunroof, heated steering wheel, head-up display, remote start, Travel & Comfort System, interior camera, adaptive cruise control with Active Driving Assistant, Parking Assistant Plus), $3400; M Sport package (M Sport suspension, steering wheel, exterior elements with Shadowline accents, interior elements with brushed aluminum accents, variable sport steering), $2200; Driving Assistance Professional package with Active Driving Assistant Pro, $1700; 21-inch Jet Black two-tone wheels with staggered performance tires, $1550; Arctic Race Blue Metallic paint, $650; ventilated front seats, $500; Parking Assistance package (Parking Assistant Professional with 360-degree camera system, ultrasound sensors, Reversing Assistance Professional, remote-control parking), $200
ENGINE
turbocharged and intercooled DOHC 16-valve Miller-cycle inline-4, aluminum block and head, direct fuel injection
Displacement: 122 in3, 1998 cm3
Power: 255 hp @ 6500 rpm
Torque: 295 lb-ft @ 1600 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: struts/multilink
Brakes, F/R: 13.0-in vented disc/13.0-in vented disc
Tires: Goodyear Eagle F1 Asymmetric 6
F: 255/40R-21 102Y ★
R: 285/35R-21 105Y ★
DIMENSIONS
Wheelbase: 112.8 in
Length: 187.2 in
Width: 75.6 in
Height: 65.4 in
Passenger Volume, F/R: 55/45 ft3
Cargo Volume, Behind F/R: 67/32 ft3
Curb Weight: 4246 lb
C/D TEST RESULTS
60 mph: 6.2 sec
1/4-Mile: 14.6 sec @ 95 mph
100 mph: 16.3 sec
130 mph: 32.8 sec
Results above omit 1-ft rollout of 0.2 sec.
Rolling Start, 5–60 mph: 6.8 sec
Top Gear, 30–50 mph: 3.6 sec
Top Gear, 50–70 mph: 4.4 sec
Top Speed (gov ltd): 131 mph
Braking, 70–0 mph: 155 ft
Roadholding, 300-ft Skidpad: 0.91 g
C/D FUEL ECONOMY
Observed: 25 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 29/27/33 mpg
C/D TESTING EXPLAINED
Joey Capparella
Deputy Editor, Rankings Content
Despite being raised on a steady diet of base-model Hondas and Toyotas—or perhaps because of it—Joey Capparella nonetheless cultivated an obsession for the automotive industry throughout his childhood in Nashville, Tennessee. He found a way to write about cars for the school newspaper during his college years at Rice University, which eventually led him to move to Ann Arbor, Michigan, for his first professional auto-writing gig at Automobile Magazine. He has been part of the Car and Driver team since 2016 and now lives in New York City. Read full bio
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