Honey, I Shrunk The X5

The Age

Thursday August 12, 2004

Jonathan Hawley

BMW's X3 is no surprise package, writes Jonathan Hawley.

YOU sure can get a lot of 4WD wagon for $70,000. That sort of money will buy any number of off-roaders, from a V8-powered Toyota LandCruiser with eight seats, low range and locking diffs, to a more road-friendly Ford Territory with every conceivable option and there's change left over.

Or it will get a BMW X3. Not the top-notch 3.0-litre model either, but the entry-level 2.5 and, on the face of it, it's a pretty plain buy. There's just the five seats, a smallish six-cylinder engine in a reasonably compact body and not a lot of electronic gizmos unless you delve deep into the options list.

Nevertheless, the X3 combines two features that are seemingly among the hottest tickets in the new-car world: the promise of off-road adventure and BMW badges on both ends. Luxury 4WD sales are booming, led by the ageing but still-desirable X5, and it is hard to see how BMW can go wrong by distilling the essence of that vehicle, repackaging it in a smaller body and selling it at a lower price.

The X3 is based on the 3-Series platform that already forms the basis for a sedan, convertible, coupe, hatchback and roadster. It is smaller than the X5, but not by a lot, being just 102 mm shorter, with 41 mm less height, and with a 25 mm shorter wheelbase. Two versions are offered: the 2.5 driven here, landing at $65,300 with manual transmission; and the auto-only X3 3.0 at $74,600.

Apart from engines, the two don't differ a lot in specification, except that the 3.0 gets leather trim and some buffed alloy interior bits that are optional on the 2.5. And speaking of options, as usual, BMW offers quite a few. Our test car, for instance, was fitted with a huge sunroof costing an extra $3300, and satellite navigation for $2500. Otherwise, the standard equipment list including cruise control, hill-descent control, airbag protection all-round and driving aids such as stability and traction control are quite handy without being remarkable for the price.

The X3 looks unusual with its long bonnet and new BMW styling themes of heavily sculpted flanks and a convoluted front bumper and headlight design. The interior is reasonably roomy, but not exceptionally so; the rear seat has enough leg room for adults and folds flat if needed, but there's no sliding function and probably none needed given a third row of seats isn't provided.

The luggage area has a couple of alloy rails set into the floor to give a variety of tie-down points, and the boot is roomy. Despite the vehicle's size and presumed off-road ability, there's only a space-saver spare, fitted under the rear.

The X3's 2.5-litre straight six is a familiar enough unit, being fitted to other models such as the 3-Series, 5-Series and Z4. It manages quite a hefty power output of 141 kW, but neither that nor its maximum torque of 245 Nm are up there with most similarly priced rivals with bigger engines.

Performance from the X3 2.5 is adequate without being particularly impressive, especially as the engine needs to be revved - responding extremely smoothly and without fuss - to get the quite hefty, 1700 kg-plus vehicle going. The manual gearbox has six speeds and most of them get a good workout, especially on the highway, where dropping back a gear or even two is necessary for overtaking.

The gearshift hampers proceedings because it is a little slow, and the gearstick twists disconcertingly between ratios. Allied to a clutch that has a sharp take-up point, it makes the X3 difficult to drive smoothly, but as most buyers would presumably opt for the auto, the point is possibly moot.

The main charm of the X3 is its fine handling and tenacious grip on the road that make it exceptional in the world of off-roaders that are usually soft and none too agile. Part of the reason for this ability goes to some complex drivetrain systems that apportion drive between the front and rear axles, but there's also low-profile tyres on 17-inch rims and BMW's usual level of expertise at tuning suspension. The sharp turn-in, high levels of grip, well-controlled body roll and handling that is both neutral and adjustable make the X3 as enjoyable to drive on the open road as any BMW.

The trade-off is in ride quality, because the X3's suspension is quite stiff and certainly can't be pounded across urban obstacles such as speed humps with the same steamroller comfort you suspect makes many 4WDs so popular around town. The firm ride may not bother keen drivers who appreciate the handling benefits, but it's a weird combination in a luxury wagon.

The interior follows BMW's latest trend of using coarse-grained plastics and a heavily sculpted dashboard with minimal switchgear. It might polarise tastes but there's no doubting features such as the multifunction steering wheel make operating the cruise control and stereo a simple affair.

Offsetting that is the cheaper version of BMW's satellite navigation - an option - and trip-computer system that has an awkward, menu-based operation not unlike the iDrive on more expensive models. After starting the engine, it requires a couple of twiddles and a push on one of the system's knobs just to access radio operation, for instance, and it seems remarkably complicated as well as annoying.

The fact is, apart from being an especially adept handler, there isn't a lot the X3 2.5 does that any number of rivals don't do better, including ride comfortably, provide more interior room or accelerate strongly from low speeds. It is well built (in Austria by an outside company, not by BMW in Bavaria) and looks the part, but it is difficult to see the value in most other areas.

NUTS 'N' BOLTS

HOW MUCH $65,300 (manual),$67,900 (auto), plus on-road costs.

INSURANCE Premium $917 (RACV, 40-year-old rating one male driver,medium-risk suburb, $450 excess).

WARRANTY Two years/unlimited km.

ENGINE 2.5-litre, DOHC, 24-valve six-cyl., 141 kW at 6000 rpm and 245 Nm at 3500 rpm.

TRANSMISSION Six-speed manual or five-speed auto. All-wheel-drive.

STEERING Rack and pinion, 3.4 turns lock-to-lock. Turning circle 11.7 m.

BRAKES Ventilated discs front and rear. ABS.

SUSPENSION Front: Independent by MacPherson struts with stabiliser bar. Rear: Independent by multilink with coil springs and stabiliser bar.

WHEELS/TYRES 17 x 8.0-inch alloy wheels, tyres 235/55. Space-saver spare.

HOW HEAVY? 1740 kg (manual).

HOW THIRSTY? 11.9 L/100 km average.PULP, 67-litre tank.

EQUIPMENT

YES standard equipment NO not available O optional

Driver airbag YES Cruise control YES

CD player YES Remote locking YES

Side airbags YES Power windows YES

Alloy wheels YES Air-conditioning YES

ABS brakes YES Leather trim O

HOW IT RATES

FOR Excellent handling and roadholding, smooth performance, high driving position.

AGAINST Peaky engine, manual gearbox hard to drive smoothly, firm ride, peculiar styling.

SCORE ***

COMPETITORS

Volvo XC70 (auto)

$68,950 ***?

Obviously based on a passenger wagon, but some extra ground clearance and war paint give an off-roader look. Torquey turbo performance, good ride and equipment levels.

Honda MDX (auto)

$69,990 ***?

A bit bigger with larger-capacity and more powerful V6 engine. Not likely to be taken off-road, but a smooth on-road performer with plenty of comfort and luxury.

© 2004 The Age

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