Instrumented Test
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Dad would be very confused.
Here are three words you’d never hear my old man string together: “luxury,” “compact,” and “crossover.” Harmless on their own, combined—as with the words “leisure” and “suit” and “light” and “beer”—they take on a new meaning, one that delivers visions of compromise and potential disappointment. No wonder Dad spent most of the 1970s in a perpetual state of squinty-eyed contempt. Had BMW’s multi-talented X3 xDrive28i been around back then, though, he might have realized that versatility doesn’t always mean abandoning integrity.
Apples to Apples
We’re not saying that BMW’s feisty four-door compact SUV can climb like a monster truck in the morning and impersonate an M3 on the autobahn that evening, but it can handle both environments competently, and it also admirably mixes luxury with all the utility most buyers will ever need.
Not a lot has changed cosmetically since BMW re-upped the X3 for its second-generation debut in the 2011 model year, but the turbo four tested here is new to the x28i for 2013. And while we’re sad to see BMW’s legendary straight-six get ditched in pursuit of a few mpg (you can still get a turbo six in the pricier X3 xDrive35i), we’re happy to report that the 2.0-liter engine pinched from the parts bin is no slacker. It matches the outgoing 3.0-liter straight-six pony for pony at 240 horsepower, and betters it in the torque department, yielding 260 lb-ft of twist from 1250–4800 rpm. Variable valve and camshaft timing, direct injection, and twin-scroll turbocharging keep the torque curve flatter than a third-grader’s bassoon solo.
Another trick piece of engineering BMW employs to keep the power so accessible is separating spent exhaust gasses, routing them down separate, spiral paths—think bath water circling the drain—en route to the turbine wheel. BMW says it reduces backpressure at low rpm and utilizes exhaust pulses more efficiently. Call us weird, but incremental gains in efficiency and performance earned by clever engineering make us giddy.
Away from CAD files and on the road, the engine pulls strongly at low rpm to redline, and actually seems to enjoy operating in the upper region of the tach. Acceleration is right in line with the segment, with this X3 hitting 60 mph in 6.2 seconds and knocking off the quarter-mile in 14.8 seconds, less than a second slower in both metrics than the last X3 xDrive35i we tested. Those times do better a 2011 Audi Q5 we tested with a 2.0-liter turbo four and all-wheel drive, which weighed 99 pounds less.
Shifts are stealthy, with gear changes made at 75 percent or better throttle signaled only by a subtle but satisfying baruuumpuh from the tailpipe, something Dad knew a few things about. The chassis and driveline take it all in stride, remaining stable and isolated whether you’re shifting the eight-speed auto via the wheel-mounted paddles or letting the X3 call the shots. Those skeptical of how much—or little—driver-selectable chassis modes actually affect a vehicle’s dynamics will be pleased to know that selecting Sport and Sport Plus in the X3 produces instantly tangible results; the steering quickens, the accelerator map is more aggressive, and the transmission holds gears longer. The fun comes courtesy of the Dynamic Handling package ($1400) that also includes variable sport steering. (Fun is relative, of course, as those truly interested in a dynamic hauler would opt for the 3-series Sports Wagon. The stability control here, too, is too intrusive for truly spirited driving.) BMW also saw fit to make an efficiency-minded Eco Pro mode and an engine stop-start system standard for 2013, purportedly earning drivers up to a 3-percent increase in fuel economy. We averaged 23 mpg overall, falling right near the middle of the EPA’s 21/28 city/highway numbers.
Specifications
VEHICLE TYPE: front-engine, 4-wheel-drive, 5-passenger, 5-door wagon
PRICE AS TESTED: $52,695 (base price: $39,745)
ENGINE TYPE: turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injection
Displacement: 122 cu in, 1997 cc
Power: 240 hp @ 5000 rpm
Torque: 260 lb-ft @ 1250 rpm
TRANSMISSION: 8-speed automatic with manual shifting mode
DIMENSIONS:
Wheelbase: 110.6 in
Length: 183.0 in
Width: 74.1 in Height: 65.4 in
Curb weight: 4194 lb
C/D TEST RESULTS:
Zero to 60 mph: 6.2 sec
Zero to 100 mph: 17.8 sec
Zero to 130 mph: 30.4 sec
Street start, 5–60 mph: 7.0 sec
Top gear, 30–50 mph: 3.7 sec
Top gear, 50–70 mph: 4.6 sec
Standing ¼-mile: 14.8 sec @ 93 mph
Top speed (governor limited): 127 mph
Braking, 70–0 mph: 180 ft
Roadholding, 300-ft-dia skidpad: 0.86 g
FUEL ECONOMY:
EPA city/highway: 21/28 mpg
C/D observed: 23 mpg
Continued…