With its strut front and multi-link rear suspension and not a ladder frame or diff lock in sight the X3, like the X5, is an off-roader in the most modern sense of the term, with much of its ability coming from clever electronics.
The X3 is only 120mm shorter and 10mm narrower than an X5; at 480 litres, its boot is actually 15 litres larger. The body is constructed entirely from steel, as are the suspension components, giving the car a hefty 1840kg kerbweight. And while BMW has abandoned spare wheels for run-flat tyres on the 1-series and next Three, the X3 has a conventional spare.
The xDrive system uses a multi-plate clutch to split power between the front and rear wheels, with the DSC stability system predicting which wheels are likely to spin before they’ve lost traction. The X3 normally operates in four-wheel-drive mode but switches to rear-drive when parking, to improve manoeuvrability, and above 112mph.
Hill Descent Control limits descent speed, and Trailer Stability Control monitors yaw information to detect and stop any unnatural pendulum motion when towing. Again, both work by using the DSC to brake individual wheels.
Two six-cylinder diesel engines will be added to the range by next spring. But for the moment, engine options are resolutely petrol: a 231bhp 3.0-litre straight six with a five-speed automatic transmission, or the 2.5-litre six tested here. Available with either a six-speed manual or five-speed auto ’box, the 2.5 shares the same bore as the 3.0, but not its stroke, and uses bi-Vanos variable valve timing to punch out 192bhp and 181lb ft.
Aesthetically, the X3 is another challenging BMW design, and far less successful than the X5. Front, side and rear views throw up unhappy angles, the profile is odd and the black plastic bumpers lend an unwelcome air of cheapness. Colour-coded trim is now available as an option but costs £1250 excluding painting and fitting.