The fourth generation X3 gets an edgier vibe for customers looking at an upper-mid-sized premium-badged SUV. Jonathan Crouch takes a look.
Ten Second Review
BMW's more boldly styled fourth generation X3 is a premium upper-mid-sized SUV that's a smarter and more sophisticated choice than the car it replaces, stacking up impressively against prestigiously-badged alternatives from Audi and Mercedes in this sector. This G45-era model now has a slightly sharper edge, in looks, technology and drive dynamics - but there's a price to pay for that.
Background
After years of evolution, this fourth generation BMW X3 gets a dose of revolution - on the more boldly-styled surface anyway. Underneath, things are rather different, this G45-era model continuing with the CLAR WE architecture of its predecessor and a familiar-looking range of combustion engines. Only combustion engines as it happens: the now-departed old Chinese-built electric iX3 will be reborn as a separately-platformed model based around the even more radical Neue Klasse X concept design.
The X3 is a hugely important car for BMW to get right, the previous three generations having amassed over 3.5 million global sales. The first two designs, the E83 of 2003 and the F25 of 2010, occupied market territory for more compact family SUVs now covered by the X1. The third generation G01 model of 2017 shifted up-market, a car that (like its predecessor and this MK4 model) is mainly assembled in the US at Spartanburg, South Carolina; only the MK1 X3 was European-built (in Graz, Austria). In this G45 range, only the PHEV version hails from a different factory - Rosslyn in South Africa.
Driving Experience
Though this fourth generation X3 is combustion-based, BMW hasn't spent too much time altering the previous model's engine line-up. The two main changes are predictable ones; more EV range for the Plug-in Hybrid xDrive30e (which was embarrassingly short in that department before). And greater output for the powerful six cylinder 'M-lite' petrol model, now badged 'X3 M50'. More surprising perhaps is that diesel drive, dumped for the 3 Series model this car is based on, retains its place here, the 20d xDrive with a 197hp unit, 2.0-litres in size, like all four cylinder X3s are.
You're more likely though, to be pointed towards one of the 2.0-litre petrol models. Either the base 20 xDrive, which has a 48V mild hybrid 208hp petrol unit. Or the considerably pricier 30e xDrive, which pairs the same engine with a now-much larger 22.3kWh battery pack that powers an electric motor boosting total output to 299hp. EV range jumps to 56 miles. That only leaves the aforementioned petrol M50 xDrive, for now the flagship model until the M3-based X3 Competition variant arrives. The M50's twin turbo B58 unit should be fast enough for most, tuned to 398hp, spiriting the car to 62mph in 4.6s.
Have the drive dynamics across the range been updated? BMW says so. There's a lighter, stiffer structure with a wider rear axle and an almost completely redesigned suspension set-up (double-joint strut front axle suspension and 5-link rear). Adaptive damping continues as an option, but the brand has stopped short of fitting the air suspension and 4-wheel steering systems you'll find in some rivals. It wants these to be the preserve of the larger, more profitable X5. You should also notice more accurate steering, the old dual-pinion rack swapped for a new belt-driven set-up. The maximum permitted trailer load is 2,500 kilograms, depending on the model variant.
Design and Build
Well this is certainly a bolder-looking kind of X3, fully conversant with BMW's latest rather divisive design language. It certainly makes the previous version look rather conservative. And it's bigger too - 34mm longer (at 4,755mm) and 29mm wider (at 1,920mm). Plus (unhelpfully you might think for an SUV) it now sits 25mm lower to emphasise the lower roof and sportier silhouette. There are sleeker LED headlights flanking kidney grilles that can be specified with glowing surrounds. At the rear, there's a more sculpted tailgate and the number plate has been relocated to the bumper. Wheel sizes are between 18 and 21-inches.
The interior is an equally big step forward from the previous generation model, but you won't be surprised by it if you've tried any of the brand's other more recent models. The same large curved screen familiar from those reappears again here, incorporating a 12.3-inch driver's instrument display and a 14.9-inch central touchscreen. The latter runs the brand's latest OS9-generation infotainment system, though it can still be controlled by a rotary knob on the console, above which is an illuminated touch panel. Climate control is now adjusted by the kind of haptic 'Interaction Bar' we've lately seen on 5 and 7 Series models.
The steering wheel and gear selector have both been redesigned as part of the more sustainably-trimmed cabin's more contemporary feel. Interior ambience lighting changes with drive mode and there's the option of an upgraded Harmon Kardon sound system. Rear seat space is much as before - comfortable for a couple of adults but not ideal for three. There's a 20-litre increase in boot capacity though - to 570-litres with conventionally-engined models, extending to 1,700-litres with the seats folded. With the xDrive30e PHEV, the figures fall to 460-litres and 1,600-litres.
Market and Model
Just two generations ago, the X3 was a £35,000 car, but those days are of course long gone. At the time of this review in Spring 2025, prices for this fourth generation G45 design were starting from at just over £50,000 for the 20 xDrive petrol model; you'll need about £1,500 more if you want the 20d xDrive diesel version. The petrol Plug-in Hybrid 30e xDrive variant is priced from just over £57,000. All of these are available in two levels of trim - base xLine or, for £1,800 more, the 'M Sport' trim level we tried. At the top of the range is the petrol M50 variant, which at the time of this test cost from just under £70,000.
The previous F25 and G01 generation X3s sold alongside mechanically-identically SUV Coupe X4 models, but the X4 model line won't be continued alongside this G45-era model. There is still an identically-engined BMW alternative to this car though, in the shape of the brand's 3 Series Touring, which is almost as practical as an X3 and will save you around £7,000.
As usual, this X3's closest competition comes from its two premium brand German rivals, Audi Q5 and the Mercedes GLC. The Audi's very closely matched on price to this BMW in its conventional petrol and diesel versions - and we expect it also will be in its PHEV form, which wasn't yet on sale at the time of this test. There's no direct Mercedes GLC equivalent to the base petrol X3 20 xDrive we're trying here, but in diesel and PHEV forms, the GLC costs around £3,000 more than an equivalent X3.
Standard features across the X3 range include three-zone automatic climate control, acoustic glazing, 'Comfort Access' keyless entry, automatic tailgate operation, an electric folding mechanism for the exterior mirrors, and the 'BMW Live Cockpit Plus' twin-screen cabin set-up, complete with the cloud-based BMW Maps navigation system. BMW also includes ambient lighting featuring a Welcome and Goodbye Animation and a tray including wireless charging function for compatible smartphones.
Cost of Ownership
BMW isn't developing any more combustion engines, but it's doing its best to improve efficiency on the fossil-fuelled units it already has. The four cylinder 48V mild hybrid petrol powerplant used by the 20 xDrive model is from the latest generation of BMW Group modular engines and delivers up to 40.9mpg on the combined cycle and up to 156g/km of CO2 emissions. As usual with mild hybrid tech, there's a tiny battery that stores energy from regenerative braking, which is then used to aid acceleration and run the engine stop start system. The 20d xDrive diesel manages up to 48.7mpg and up to 153g/km. The other six cylinder X3, the top petrol M50 xDrive, is rated at up to 36.7mpg and 175g/km.
At the other end of the spectrum for efficiency is of course the 30e xDrive PHEV model. The official WLTP combined cycle fuel figure for that Plug-in Hybrid variant - up to 282.5 on the combined cycle (up from 128.4mpg with the previous generation version) - needs to be taken with a pinch of salt, but the important thing is that the government believes the quoted CO2 return - up to 22g/km (up from 49g/km before). This vast improvement is thanks to the much more usable EV driving range figure of up to 56 miles (a 20 mile increase on the original model), made possible by the drive battery's jump in size from 13kWh to 19.7kWh. That's still 27 miles short of a rival Mercedes GLC 300 e though. Unusually, BMW has also given us an mpg figure for the X3 Plug-in Hybrid model when the batteries are depleted - 39.2mpg. AC charging for that PHEV X3 can be done at up to 11kW if you have a three-phase supply; and the AC charging time (20-80%) is two hours 15 minutes. You'd need to do an awful lot of charging to offset the PHEV model's £7,500 asking price premium over the diesel version.
Summary
BMW has had a lot to do with the rise in popularity of mid-sized premium SUVs, having pioneered this segment back in 2003. Rivals have grabbed the headlines since, but with this fourth generation model, the Bavarians are out to redefine what a car of this kind should be. In many ways, this car does just that. Yes it's true that it doesn't offer much that's radically different to what we've seen before in this class, but much of what it does do is so complete and polished that it's hard not to admire the end result.
We'd hoped that the redesigned suspension would have added a more cossetting ride to the mildly sporty handling that's usually characterised this model line. In the event though, we've ended up with a similar confection to that served up before. Overall though, the summary here is that customers in this sector who can afford the asking price should find this rejuvenated X3 to be an appealing package. It's a bolder, more energetic, more ambitious car than it was. And for us, that also makes it more of a BMW.
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