Every year, SUVs seem to get bigger, more powerful, and more expensive. The fourth-generation BMW X3 is no exception, making the outgoing model look like an X1. Longer and wider but with a slight drop in ride height for a sportier appearance, the new X3 hits the road with revised four- and six-cylinder powertrains, a retuned chassis, updated cabin amenities, and more driver assistance features than one could ask for. 

There are two engines available, 30 xDrive and M50, the ‘-i’ suffix being dropped from the combustion engine nomenclature and now reserved for BMW’s electric vehicles like the i4 and iX. The X3 30 xDrive is supplied with a 2.0-litre turbo-four (B48 engine) that pushes out 255 horsepower and 295 lb-ft of torque, while the M50 is equipped with BMW’s golden 3.0-litre turbocharged inline-six (B58 engine) that delivers 393 hp and 428 lb-ft of torque with the help of a 48-volt mild hybrid system. That’s an 11 hp and 59 lb-ft increase from the departing X3 M40i thanks to redesigned intake ports and combustion chamber geometry, a revised injection and ignition system, changes to the exhaust and camshafts, and the use of a Miller combustion cycle instead of the traditional Otto cycle, which should improve the engine’s efficiency.

Any BMW that’s issued an inline-six is bound to be an absolute peach to drive, and the M50 preserves that expectation. Free revving like it’s running with a no-inertia cheat code, this engine isn’t shy about hitting its 7,000 rpm limiter. Forward thrust is readily available throughout the rev range and its delivery is more polished than any of that electric turbo F1 tech in the Mercedes-AMG GLC 43. The M50 enjoys dashing through every one of its eight gears and has clearly been crafted for drivers who prize handling and have winding roads to explore in their backyard. Compared to the 30 xDrive model, the M50 comes standard with more powerful brakes, variable sport steering, and a rear M Sport differential. Optional extras include an adaptive suspension ($1,000), which was not equipped on our X3. It will also sprint from 0-100 km/h in a speedy 4.6 seconds, two-tenths quicker than the X3 M40i.

The exhaust noise stood out the most, and it’s arguably worth the M50 premium on its own. In the mid and high RPMs, the inline-six sounds phenomenal, and it emits the same kind of mechanical and raspy noises as an M3 or M4 and isn’t too far off from the X3 M in acoustics alone. Take away some cabin insulation, and we probably couldn’t tell the difference. Maybe that’s the reason they put quad exhaust tips on this M50, a design normally reserved for full M cars. The soundtrack here is throatier than that of the M340i, and silkier than the six-cylinder vocals in the E53 AMG. Odd that there is no dedicated exhaust button anymore. Instead, you have to locate the settings menu and engage the ‘Iconic Sounds’ tab for extra piped-in cabin noise. 

With a complementing soundtrack in tow, the X3 M50 wastes no time settling into a flow with the road, and it has the skills and prerequisites to flatter. The ZF gearbox is flawless and doesn’t bog down like the multi-clutch gearboxes in AMGs. The uprated M Sport brakes bite with confidence and the pedal is free from any mushy dead zones. However, it’s also about 100 kg heavier than the last X3 M40i we drove in 2018, and the ride is remarkably firm and stiff, to the point where we’re questioning its daily usability. We had the same criticism of the X3 M Competition, but that’s a full-blown M car. This M50 should be the halfway point between comfort and sport, but it errs towards the latter, a criticism that’s strangely identical to the rivalling GLC 43 AMG.

The M50 demonstrates excellent body control, responds quickly and faithfully to changes in direction, and is engaging and fun to drive, but it doesn’t neutralize small suspension movements very well, especially from the rear dampers. The ride is busy even over smooth surfaces, making us hesitant to push its limits in fear of chassis reprisal. Even the M340i Sedan is more comfortable. There’s more body roll than we expected too and a higher center of gravity than the last X3. We do enjoy some lean, as it gives us an idea of how much mechanical grip is available, but the X3 has both roll and a stiff ride, making us wish our tester had the optional adaptive suspension. The 21-inch wheels could also be a contributing factor, and while not entirely unbearable, those prioritizing everyday comfort over road handling will want to opt for the optional adaptive suspension or the 30 xDrive instead. 

Even though the ride is non-adjustable, we sorely miss dedicated buttons for the driving modes. Perhaps we have been spoiled by Mercedes’ steering wheel rotary dials, which are easily accessible and customizable. However, for the X3, you need to click the ‘My Modes’ button on the center console, followed by a single press on the touchscreen or a click on the rotary dial to engage Sport Mode. A bit cumbersome, in my opinion. If you program the settings to disengage traction control while in Sport mode, it requires another click to acknowledge the reduction in traction, much like signing a consent form at the doctor’s office. 

And why is each driving mode so confusing and over-engineered? Instead of the globally accepted Normal, Sport, and Eco modes, the X3 offers Personal, Sport, Efficient, Expressive, Silent, Relax, and Digital Art modes.

The default mode is Personal, which you would assume is a customizable mode for individually selected settings, but it’s not. It’s for balanced driving settings, and you cannot tailor the engine response, gearbox mapping, or steering effort here. Only Sport mode allows that. Expressive mode simply displays some flashy blue and yellow art on the screen, which is neat but distracting at night. The same goes for Digital Art. I suppose they’re trying to make the cabin more artistic and hip, but not being able to customize those screen images gives the entire concept a short shelf life.

BMW has addressed this issue by equipping the left paddle shifter with a secondary Boost Mode function. By holding down the paddle, Boost Mode will engage for ten seconds and ramp up every setting to its sportiest, useful for quick overtakes and risky maneuvers. 

And the newly illuminated grill should let them know you’re coming. Tapered and squared-off compared to the overbearing grills in the iX and i7, the X3’s comes off easier on the eyes, as do the cat-eye headlights that make it appear more human and organic. The rear lights still look like an energy sword from Halo. 

The interior is cleaner and more spacious than before, featuring fewer buttons and dials, with their functions now relegated to the large touchscreen. The updated steering wheel with a top-mounted red stripe is our favourite addition, and those with smaller hands will find its thinner circumference easier to grip than the bulky wheels of previous-generation X3s. The paddles may feel cheap and overly plastic when compared to the metallic examples in Mercedes and even Land Rovers, but their short travel means they feel more responsive and engaging to click. 

Ambient lighting accentuates the important elements of the interior, such as the door handle, center vent controls, and the deep center cubby. The switchgear is excellent and premium all around, but some items like the rotary dial are stiff in motion, requiring a significant and deliberate click for it to register. And we also question some of their functionality. For example, why are there two controls for the fan vents? We know the vents are cleverly hidden behind the dashboard panels but there’s a toggle switch to control the fan direction and a separate touch slider for the fan strength located in a separate area.

The X3’s bloated dimensions have paid dividends to cabin space, and I have no trouble slotting my six-foot self into any one of the five available seats. The large single-pane sunroof, unfortunately, does not open, but it floods the black leather interior with much-needed light. The driving position up front is configured like a sports car with deep bucketed seats and a steering wheel that telescopes more than any vehicle we’ve been in. This allows taller individuals with longer legs to sit further back and avoid contorting their legs to match the wheel position. It sounds like a minor issue but it makes a remarkable difference for the comfort of the driver. BMW knows how to please enthusiasts and make their non-M cars feel like one, and the way they arrange the driver’s seat reflects that. The seats feature excellent bolstering and even include some Alcantara trim on the upper body for an added visual effect. 

Supplied with a divine inline-six engine, the X3 M50 is a pleasure to drive, and it emits the soundtrack you want and expect from an M car. Without the optional adaptive suspension, the M50 lacks the kind of road composure and comfort that one expects from an everyday SUV. Some areas of user functionality, particularly regarding drive mode adjustment and venting controls, leave us wanting a simpler experience that does not overcomplicate things for the sake of appearing innovative and modern. Sometimes it’s best to stick to the basics. But if you’re willing to put up with those hardships, just let that seraphic engine sing and drown out your ergonomic sorrows.

Specifications:

Model: 2025 BMW X3 M50 xDrive (G45)
Paint Type: Dune Grey metallic
Base Price: $74,900
Price as Tested: $85,800
Wheelbase(mm): 2,865
Length/Width/Height (mm): 4,755 / 1,920 / 1,660
Curb Weight: 2,057 kg
Powertrain: 3.0-litre turbocharged inline-six, 48V mild hybrid system
Horsepower: 393 hp @ 5,200 – 6,250 rpm
Torque: 428 lb-ft @ 1,900 – 4,800 rpm
Transmission: 8-speed automatic
Engine & Drive Configuration: Front engine, AWD
Observed Fuel Economy (L/100km): 10.7
Tires: Goodyear F1 Eagle; 21-inch