Essentially, it's the same 2.0-liter 'N20' TwinPower four that's offered in those other cars—making 240 horsepower and 260 pound-feet of torque. That's the same power, but 39 pound-feet more torque than last year's engine. And the payback is significant: EPA fuel economy ratings get boosted to 21 mpg city, 28 highway, up from 19/25 for last year's six-cylinder xDrive28i.
After spending just over a week with the 2013 BMW X3 xDrive28i, we think it's worth taking the even more economical 28i for a drive, even if you're pretty decided on the turbocharged six-cylinder xDrive35i. Simply put, it's quick, and it's confident, with plenty of power to spare and as much as most American drivers will ever need. BMW says that the X3 28i accelerates to 60 mph in 6.5 seconds, but even that feels a bit conservative; it's the most fleet-footed of the new-generation turbo fours, and foot to the floor, it moves, with no hesitation.
With direct injection, Double-Vanos variable camshaft timing and Valvetronic variable valve timing, and twin-scroll turbocharging, the BMW four does indeed do a better job in feeling like a six than Ford's EcoBoost 2.0-liter in the Ford Escape (as well as the Range Rover Evoque). And the key to that is the turbo's very quick spool-up, as well as peak torque reached at a diesel-like 1,250 rpm (all the way up to 4,800 rpm).
Quick, strong, almost diesel-like
Factor in the quick, ratcheting-yet-isolated shifts of the eight-speed automatic transmission here, and the character of the powertrain is muted and smooth yet precise and responsive. And with a Driving Dynamics Control system, you can select between several 'attitudes,' like Eco Pro, to best fit your priorities.
In this model we kept it in the Normal driving mode most of the time, as switching to Eco Pro tended to bring out a bit of lag in the powertrain—and whether it was in the engine controls or the transmission, we found ourselves counter-intuitively driving in a less-smooth (and perhaps less fuel-efficient) way. The behavior, even in Normal, is conservative—in a good way. Gently ease into the accelerator, and the eight-speed shifts early, keeping revs low and mileage high.
Just as in the 3-Series and 5-Series, the X3 comes with Auto Start-Stop, which smartly shuts the engine off when you're at a stoplight, with your foot on the brake pedal. The moment you even start to lift pressure off the brake, the engine restarts—quite seamlessly most of the time. What disappointed us in this application was the way in which the engine shut off—with a full-body shudder that actually shook the X3's body on its tires if we'd already rolled to a full stop. Whether it's different engine mounts, the taller body, or something else, it's less refined here.
The other critical note that we have to add about the new four in the X3 is its diesel-like sound at idle, especially when cold—to the degree that a diesel-aficionado friend asked if it was one, as we were in a parking structure and waiting for the windshield to clear. Somehow, also more so than in the 3-Series and 5-Series, you tend to hear the direct-injection sounds up front, as well as outside.
Refined on the road; still not focused on the trail
On the topic of refinement, the first-generation X3 didn't ride well; its interior appointments didn't altogether feel luxury-level; and it didn't even handle all that well. But the current, second-generation X3 that went on sale for 2011 and continues today is far, far better in all those respects. Despite the mandatory run-flat tires that the North American X3 runs on, ride quality is pretty good—although it's on the firm side. And the one thing you're not going to find much of for the X3 is a rugged side. While there's more than eight inches of ground clearance, the level of harshness and reverberation in the cabin, on a short gravel stretch, indicated that this is not a vehicle you'd gladly take far off pavement for comfort's sake. Additionally, we did notice more harshness as the temperatures plummeted in a cold snap.