2018 BMW X3
We tested the original BMW X3 sports activity vehicle back in 2003. We marveled at how the brand’s second utility managed to add boat-loads of everyday comfort and versatility while maintaining so much of its namesake 3-series sport sedan’s concise driving character. Now, as the 3rd generation X3 has arrived, it’s time to take stock of BMW’s compact ute once again, and see just how it’s evolved.
BMW jumped into the premium utility market before most. They were a true early adopter in embracing the new “utilitarian” norm for luxury carmakers. But, the 2018 X3 drives into a much more crowded automotive landscape than the original did, with rival luxury utes at every turn. Still, BMW didn’t want to mess too much with success.
So, they kept the new X3’s exterior dimensions almost the same as the outgoing model. Yet, they stretched the wheelbase by over two inches for additional interior space.
That’s because its lesser sibling the X1, which has the advantage of being front-wheel-drive based, had almost the same amount of room inside as the out-going rear-drive based X3.
But behind the wheel, there’s no comparison. While the X1 is indeed very fun to drive, it’s more like a lightweight, nimble plaything, whereas the X3 feels solid and nailed down; yes still very much like a 3-Series sedan.
And, since BMW does place such a high priority on that driving experience, it’s notable that an M Performance model is newly available in the X3.
The M40i, which replaces the xDrive35i, features BMW’s 3.0-liter turbo inline-6, outputting 355-horsepower and 369 lb.-ft. of torque, an 8-speed automatic transmission, and more rear-bias for the standard xDrive all-wheel-drive system.
It does indeed feel powerful, but like any performance machine, things can be loud and a bit abrasive at times.
M40i’s get sportier-looking trim inside too, as well as an aero kit for the exterior; where you’ll also notice black chrome tips for the performance exhaust system, M Sport brakes, and 19, 20, or 21-inch wheels.
But, we also spent time in the much higher volume xDrive30i, which replaces the xDrive28i base model. Under its hood, is a slightly updated 2.0-liter I4 turbo; now with 248–horsepower, 8-more than before, and 258 lb.-ft. of torque.
It ramped us to 60 in 6.5-seconds. Really good for any “base model” utility. The M40i does the same deed about two seconds quicker.
All-wheel-drive grip, and easy to use launch control, get you off the line efficiently; while the 8-speed automatic that comes with all X3s, snaps off shifts with an almost brutal immediacy, that keeps the turbo-4 in its sweet spot for the whole ¼-mile trip, which takes 15.0-seconds at 90 miles-per-hour. It may not be the absolute fastest SUV out there, but it feels like it.
Weight is also virtually the same as last year, but it has been shifted around, with a little more now supported by the rear wheels for improved handling.
Even more so here in the 30i where turn-ins are deadly quick, and body roll comfortably minimal. You do have to keep inputs smooth however, as stability control is quick to trigger.
Two thumbs up for braking, as stops from 60 averaged just 102-feet. A firm pedal with short travel leads to a comfortable and reassuring feeling. All-in-all a very well-balanced package.
With X1 now taking up entry-level SAV duties, even the base X3 gets much nicer materials throughout the cabin, part of a pleasant overall evolution to the familiar layout inside. The dash-top touchscreen now stretches over 10-inches, and the available Head Up Display is 75% larger than before.
Very minor changes to cargo capacity, with rear space up slightly to 28.7 cubic-ft., while overall volume with rear seats folded, falls just a tad to 62.7 cubic-ft.
This X3 is also the first BMW utility to offer a factory-installed trailer hitch. Towing capacity is good for a compact, at 4,400-lbs.
Government Fuel Economy Ratings for the 30i are 22-City, 29-Highway, and 25-Combined; our average was a disappointing 23.3 miles-per-gallon of Premium. Still, there’s an average Energy Impact Score of 13.2-barrels of yearly oil use, with C02 emissions of 5.9-tons.
X3 pricing starts about the same as before, with an xDrive30i at $43,645. M40i’s begin at $55,495.
Keeping performance high on the priority list, while bringing more utility and luxury along for the thrill ride, will surely keep the 2018 BMW X3 a popular choice, we also think the X3 has evolved enough for many of them to continue to look on with envy.
Specifications
- Engine: 3.0 liter (xDrive35i) / 2.0 liter (xDrive30i)
- Horsepower: 355 (xDrive35i) / 248 (xDrive30i)
- Torque: 369 lb.-ft. (xDrive35i) / 258 lb.-ft. (xDrive30i)
- 0-60 mph: 6.5 seconds (xDrive30i)
- 1/4 mile: 15.0 seconds @ 90 mph
- EPA: 22 mpg city / 29 mpg highway (xDrive30i)
- Energy Impact: 14.2 barrels of oil/yr
- CO2 Emissions: 5.9 tons/yr
2025 Subaru WRX tS
Subaru’s “World Rally eXperimental” Gets Tecnica-Tuned Tech
Building on its global rally heritage, WRX has been a standalone Subaru nameplate, marketed separately from garden variety Impreza, for two generations now. And while the current WRX still lacks the full STI treatment, this WRX tS serves up some of that high-performance spice we’ve been longing for.
Before we go flat out into our Track Test of this 2025 Subaru WRX tS, lets open the Subaru dictionary so we’re all on the same page. “tS” stands for “tuned by STI;” and “STI” is an acronym for “Subaru Tecnica International,” the brand’s high-performance sub-group best known for upgrading the WRX— oh, that stands for “World Rally eXperimental,” in case you didn’t know.
All that said, STI has been largely dormant for this WRX generation, but this tS sprinkles more of their engineering magic into the mix. No, that doesn’t mean extra power, but does mean significant chassis-related improvements.
First, electronically controlled dampers, adjustable through the 11.6-inch tablet-style infotainment screen. That meant a softer “comfort” mode on the 10+ hour commute to and from Savannah’s Roebling Road Raceway. But once we were there, it was the firmer “Sport+” setting all the way, heightening response from the WRX’s throttle and already quick dual-pinion power steering system. There’s still some body roll for rally-esque weight transfer, but it’s well sorted and provides the “toss-ability” you want in a WRX.
Though if you do autocross your tS, which we implore you to do, you might feel the six-piston front, two-piston rear Brembo brakes first. The bite is strong, giving good rotation in the corners and plenty of “halt” for this 3,400 lb. compact with minimal fade, keeping us on track all week…until some unfortunate winter weather passed overhead. No worries here, as Subaru’s Symmetrical All-Wheel-Drive system got us to the track for some powdered deserts: Frosted donuts served up Michelin style, a set of winter tires different from the grippy Bridgestone Potenza S007 rubber the tS typically rides on. Some prior hot laps of California’s Sonoma Raceway gave credence to those Bridgestones, and showed us what this hot-compact can do in ideal conditions.
It’s well sorted and provides the “toss-ability” you want in a WRX.
Other tS enhancements are cabin-based, namely these beautiful blue Recaros. Most of our staff appreciated their moderately-aggressive bolstering on both street and track. And they’re even heated, too. Another tS-only appointment is this 12.3-inch digital gauge display. It mimics the standard analog gauges with some additional info, but can switch to a navigation mode for more convenient route guidance.
We do wish our tS came in the new Galaxy Purple or the trademark World Rally Blue, but this Crystal White paint wasn’t too shabby, contrasting its Cherry Blossom Red badging and blacked-out lip spoiler. Otherwise, the tS is like any other WRX, down to the hood scoop funneling air to the top-mounted intercooler.
Underneath is the same turbocharged 2.4-liter flat-four in all other trims, boxing at 271 horsepower and 258 lb-ft of torque. The freak winter weather stopped straight-line testing, but a 0-60 time estimate of 5.5 seconds is about as spry as you realistically need, pulling strong through most of the tach; though the 6,000 RPM redline required attentive shifting of the six-speed box, which the tS comes exclusively with. The throws are precise, if a little long, and the clutch is wonderfully weighted.
With discontinuation of the Base trim, pricing for the WRX now starts with Premium at $36,920. The tS is at the top of the lineup with the automatic-only GT, both starting at $46,875. All WRXs continue to be made in Gunma, Japan.
If you’re an enthusiast itching to do the tuning yourself, perhaps the 2025 Subaru WRX tS is not for you. But if you want a plug-and-play experience, this is it. While it won’t exactly bestow the loose-cannon, top-level driving skills exhibited by famous WRC drivers upon you, the tS moves this WRX’s game in a direction we’ve so desperately wanted Subaru to take.
Specifications
As Tested
- Engine: 2.4-liter flat-four
- Tranmission: 6-speed manual
- Horsepower: 271
- Torque: 258 lb-ft