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
2024 Chevrolet Equinox EV
Nothing Like The Equinox You Used To Know
General Motors may have slowed their EV plans a bit, but they’re still committed to an all-electric future and have many full battery-powered options to choose from across multiple brands, the latest of which is this Chevrolet Equinox EV. Now, it’s nothing at all like the gas-fueled Equinox we’re all familiar with. So, let’s find out if batteries are better.
General Motors has made the biggest EV push out of all the big three American carmakers, coming up with the dedicated Ultium platform that now underpins a host of trucks and SUVs throughout their brands, and even Honda has made use of it. GM’s latest Ultium-based EV uses a familiar name, the Chevrolet Equinox EV. And not to worry, this is not a replacement for the gas-powered Equinox, just a parallel path for those more comfortable joining the EV world with a familiar name.
And like its counterpart, the Equinox EV comes standard with front-wheel drive, rated for as many as 319 miles from its 213-horsepower motor and 85-kWh battery pack. Adding a rear motor for all-wheel drive boosts output to 288 horsepower and 333 lb-ft of torque, but drops range to 285 miles for our ’24 test vehicle, though ‘25s get a bump up to 307 miles.
Though even our ‘24 AWD appears capable of well over 300 miles as we were on pace for 329 miles in our driving loop. 150 kW max charging speed delivers some 77 miles for every 10 minutes on charge. And using 35 kWh of electricity per 100 miles earns the Equinox EV a good efficiency rating.
Much like every other Ultium-based vehicle we’ve been in, Equinox EV’s ride quality is quite pleasant. But where it really stands out is in exterior design. Available in both LT and RS families, the Equinox EV is easily the sportiest-looking Ultium vehicle we’ve seen yet. Its long 116.3-inch wheelbase is 8.8 inches longer than the ICE Equinox. As with many EVs, there’s lots of active LED lighting elements; plus, flush door handles and smooth body panels to help aero efficiency.
Very little body roll and quick steering added a playfulness to the process that made the Equinox feel smaller than it is.
Of course, the dedicated EV platform allows for a very spacious feel inside, with plenty of room for five adults and 26.4 cu.-ft. of cargo space in back; folding rear seatbacks leads to max of 57.2 cu.-ft. An AutoSense liftgate is available for hands-free operation.
2RS comes with some very nice cloth heated seats that Chevy calls Evotex; but more impressive is the 17.7-inch widescreen infotainment setup. In addition to looking great, it responds quickly to inputs, is Google-based, and features EV-specific route planning through the MyChevrolet App. There are multiple settings for regen braking, including two for one-pedal driving; plus, there’s a regen-on-demand paddle behind the steering wheel that works like a hand brake.
There was enough torque here in our all-wheel-drive tester to spin up the tires a bit at launch, and when it did hook up, it left the line with a decent amount of thrust. Enough to get to 60 in 6.1 seconds, almost 3 seconds quicker than we got in the ICE Equinox just a few months ago. The power flow stayed consistent the whole way down the track, with no major upticks or drop-offs throughout the 14.9-second quarter-mile, finished at 91 mph.
It felt equally smooth and steady through our handling course, very little body roll and quick steering added a playfulness to the process that made the Equinox feel smaller than it is. Results were very consistent in our 60-0 panic braking test. A short 116-foot average, stops were smooth and straight.
‘24s are still available, with prices starting at $43,295 for a 2LT, but a base 1LT that goes for just $34,995 arrives for ’25; adding all-wheel drive is a pretty steep $3,300 increase.
The Chevrolet Equinox EV is an incredibly nice SUV regardless of what’s under the hood. GM has certainly built some impressive EVs recently, but delivering a family friendly EV with this much range for this low of a price is probably their most impressive feat yet. That’s why it earned our recent MotorWeek Drivers’ Choice Award for Best of the Year, and why you should have it on your list if a sensible EV purchase is in your future.
Specifications
As Tested
- Motor Setup: Dual Motor
- Battery Size: 85-kWh
- Horsepower: 288
- Torque: 333 lb-ft
- EPA Range: 285 miles
- Peak Charging Rate: 150 kW
- 0-60 mph: 6.1 seconds
- 1/4 Mile: 14.9 seconds at 91 mph
- Braking, 60-0 (avg): 116 feet
- MW Test Loop: ~ 329 miles