2020 BMW X1 vs BMW X3

What's the difference?

BMW’s X1 won me over mainly because of its raucous engine, signature handling, and suspension characteristics.

It is perhaps a little harsh for some family drivers though, and still has some notable spec omissions this far into its lifecycle. So, keep these factors in mind when considering it against its premium competition, particularly given there are some serious rivals arriving in the coming months.

As much as I love the mental GLC63 - complete with V8 bellow - the X3 M is the one for drivers. While that's a silly thing to say on the surface - what 'driver' is going to buy an SUV? - this is the new reality. We love these things and they're not going away.

While it may not be quite as comfortable as any of its competition or have the V8 cachet of the Jag and the Merc, it still takes the fight to them in what is easily the roomiest and most practical in this niche part of the segment. And it's an enormous amount of fun.

From the outside, the X1 totally owns the BMW design language. It somehow comes together so well over the frame of a small SUV, from the traditional BMW double kidney grille, to the chiseled LED headlights, squared-off profile, and cleanly resolved rear.

It’s miles better than its first-generation X1 predecessor, at least from the outside.

I found the inside to be a mixed bag. I liked the seats, steering wheel and multimedia system, but it just doesn’t feel cohesive.

It’s like a bunch of parts have been plucked off the shelf and  shoved together. It has a strangely compact dash cluster from the outgoing 2 Series, but at the same time, the brand’s latest touchscreen, as well as a collection of old-looking controls on a cascading dash which for some reason eats an uncomfortable amount of the front occupant’s space.

It’s been made to work together, but still feels a little chaotic. Like parts and buttons have just been plastered all over. This extends down to the centre console, where BMW gives you the option of controlling the media suite through a dial and buttons.

All the fittings are undeniably quality though, with everything from leather-clad surfaces to switchgear all having a solid, satisfying feeling. The feeling of this car being more expensive for a reason. There’s also an abundance of padded surfaces, and comfortable seats in every position.

The third-generation X3 is by far the best-looking and isn't as badly blighted by BMW's current oversized, hatchback-straining grilles. It's not small, no, but in the flesh, it looks fine.

The usual M accoutrements are present, with new front and rear bumpers, skirts and a whopping set of 21-inch alloys. It looks different and marginally more aggro than the M40i and just enough so a vaguely interested observer will notice.

A quick look at the rest of the similarly-sized hard-and-fast SUVs reveals a similar approach.

The cabin is largely unspectacular, as is the BMW way. The X3's interior pre-dates the current X5, X7 and 3 Series which are rather more attractive and packed with newer tech.

The seats add some serious excitement, they're a proper set of M seats, complete with the slightly naff light-up X3 M logos in the backrest. But it's predictably well-made, is very comfortable and is full of nice materials.

The X1’s hidden trick is in how big its interior space is.

It’s voluminous – or as Richard Berry pointed out in his 2018 review of the pre-facelifted X1 – it has more head and legroom than an X3 and almost as much luggage space.

Impressive, right? Especially for something which is quite a bit smaller when it comes to its exterior dimensions.

A lot of that is down to the X1 sharing its platform with space-efficient and predominantly front-wheel drive Minis. But there’s more, too!

The back seats are foldable and on rails, letting you choose luggage over passengers if need be. While this is pretty impressive, the X1’s 505-litre boot space is under threat.

Audi’s new generation Q3 offers 530 litres, while the incoming Mercedes-Benz GLB will offer 570-litres in five-seat form. If it’s boot space (or seven seats…) you’re chasing, it is worth factoring in to your premium small SUV decision making process.

The back seat, as already mentioned, has plenty of leg and headroom, plus dual USB ports and directional air vents on the back of the centre console.

Front seat occupants are pretty well treated, with some cool turbine-design cupholders in the centre, smallish trenches in the doors, as well as a large bin under the armrest. There are a selection of USB ports to choose from as well as a wireless phone charging bay.

Seat comfort is good all-round, although it took me a long time to adjust to the odd upright seating position which seems to be the only ‘right’ way to have everything adjusted, at least for my preferences.

This X3, if you need reminding, is bigger than BMW's first SAV (ugh), the X5. That means plenty of room up front, heaps of legroom for most in the back and enough room for five aboard.

Front seat passengers score a pair of cupholders with a cover and the centre rear armrest has two more for a total of four. Add to that bottle holders in each door and your beverage holding capabilities are pretty standard.

The boot starts at an impressive 550 litres, almost tripling to 1600 litres when you drop the 40/20/40 split fold seat. You get a good flat load space when you do that, too.

For $157,900, before on-road costs, you may think this car should be absolutely loaded with stuff. And it is. Whether that's enough is up to you, but the price is about right for its segment.

It's worth remembering we only get the up-spec Competition version, BMW saw no point in offering the 'normal' version nobody was going to buy.

For your cash you get 21-inch alloys, multi-zone climate control, ambient interior lighting, keyless entry and start, active cruise control, electronic damper control, digital instrument cluster (not the new 'Live Cockpit'), sat nav, auto high beam, auto LED headlights, launch control, leather seats and steering wheel, electric front seats, head-up display, auto parking, power everything, auto wipers, huge panorama sunroof and a tyre repair kit.

The big central screen features BMW's iDrive, controlled by either the rotary dial or via touchscreen. It's a belter of a system and I reckon it's still the best, although you have to pay for Apple CarPlay - this remains controversial and I wonder how long the company will persist.

No complaints here. With 170kW/350Nm on tap from a four-cylinder turbo-petrol, you can’t make the argument the 25i needs more power.

BMW has stopped short of saying there will be a faster M version of the X1, and there probably shouldn’t be, what’s offered here is more than enough. BMW claims the 25i will sprint from 0-100km/h in just 6.5 seconds.

The 25i is ‘xDrive’ all-wheel drive only and drives power to the wheels via an eight-speed torque converter automatic transmission.

The X3 M arrives from the US with a shiny new version of BMW's modular six-cylinder performance engine. While the M Performance M40i has a single turbo (B58) straight six, one tiny change to the name - from B58 to S58 - means a heck of a lot.

The S58 takes the same fundamental formula, bolts in two new single-scroll turbos, throws in forged conrods and a few other changes to boost the power to 375kW (500 horsepower) and 600Nm.

That torque figure is available across a nice wide 3350 revs, between 2600rpm and 5950rpm.

Getting all that to the wheels is the M version of BMW's all-wheel drive system xDrive and an active rear differential. The near-ubiquitous eight-speed ZF brokers the connection between that system and the flywheel and it's all impossibly smooth and feels bulletproof.

How much fuel you will consume will largely depend on how much the punchy engine will tempt your right foot, but the claimed/combined figure on the X1’s spec sheet is 7.1L/100km.

Despite enjoying the 25i more than I care to admit, my average fuel usage over a fairly representative ‘combined’ week came out as 7.9L/100km. Not bad at all.

The X1 requires mid-grade 95RON unleaded petrol and has a 61 litre fuel tank.

The official fuel sticker quotes a mightily impressive 10.6L/100km. No, not great for a mid-sized SUV but pretty good for one with five hundred horses under your right foot.

The reality, of course, is different but not unexpectedly so - a week in my hands in the suburbs and a cobweb-clearing early morning run delivered a 14.1L/100km average. Again, not bad given the kind grunt that's on tap.

The X1 drives like a BMW – for better or worse.

There are some great attributes. The steering is a fantastic balance of weight and speed, the internal switchgear is all exactly the same as it is in the 2 Series sedan, and the suspension is firm, letting you feel every bit of the road.

That last one is possibly this car's worst attribute, though. While you’ll have an above average driving experience in the curvy stuff, the X1 is overly harsh for daily family duties.

I mean, seriously. I’m sure the average SUV buyer in this class is hardly going to be taking their kids to school via the Nurburgring every day.

If nothing else it’s a point of difference for the Bavarian SUV, and after a week you’ll be used to it. Those who do will be rewarded with one of the more engaging small SUVs on the market.

The engine proved to be distinctly punchy, impressing with its responsiveness and linear power delivery. It has a lovely (partially artificial) raspy exhaust note, to boot, which makes hopping behind the wheel all the more enjoyable.

It has some other quirks worth noting, too. I couldn’t get used to its oddly high and upright seating position, the front two seats seemed a bit narrow despite familiar BMW leather trim, and there was an undeniable heft to the whole product which made it lose its confidence when really pushed in the corners.

The X1 won me over, though. By the time I was handing the keys back, I did just want one more go…

One of the things I love about BMW is the company's ability to produce a car that on one hand is so normal and competent for the every day but also produce a version that is completely doolally.

The fine folk at M obviously involve themselves from day one so that when they get a finished car they can get cracking on making it properly fast. Obviously, quite a bit has to change for that to happen.

The X3 M is very stiff. Pop the bonnet and you'll see a piece of whatever the metal equivalent of four-by-two keeping the two sides of the car apart.

This is something M does whenever it gets a vanilla BMW, as it has with the M2 and outgoing M3 and M4 pair. To name three. The difference from the driver's seat, when compared to, say, the M40i, is immediate.

The steering is super-responsive, the front of the car reacting incredibly quickly given the X3 M's two-tonne weight.

Even in Comfort mode, the X3 M's ride is pretty firm. That doesn't bother me especially, nor my wife, who has a keen sense of ride quality. It never really falls over the line of being uncomfortable but it's worth knowing if you're considering this and you have to carry passengers.

If you drive around town in either M1 or M2 (in the factory settings at least), you're mad - the suspension becomes very hard and the steering too heavy. In fact, the steering in its Super Sport setting is just too heavy and uncooperative.

Once you've set it up to your liking though, the X3 M is brilliant. The S58 - soon to be installed in the new 3 and 4 Series M cars - is fantastic.

Cheerfully belting the 7200rpm redline at every upshift, barking between gears and delivering torque the way a hungry Labrador delivers a headbutt if you get in between it and food, the straight-six is glorious.

The 4.1-second sprint from 0-100km/h is only part of the story. Not many cars can cover ground so quickly and fewer still SUVs of this size and weight can do it with such precision.

When you turn the wheel on the X3 M, the front goes where you want it, instantly. All that under-bonnet bracing prevents the front flexing and shimmying, which is the enemy of going fast. So that sorts out getting into the corner. The best thing is you can push through corners and slingshot out the other side, riding that huge torque slab, the rear wheels doing most of the work with the occasional wriggle to keep you smiling.

A good chunk of the applause goes to the way the xDrive all-wheel drive system and its 'M Active' diff at the rear work together in Sport+ mode.

As colleague Steve Corby discovered at this car's clay-pan launch, the front wheels aren't doing much of the driving when you've turned it all up to 11 in '4WD Sport'.

When the road goes from straight to twisty, the excellent brakes come in to play, hauling the car down from big speeds without complaint. Even better is that in normal driving, they're not grabby and the pedal always lets you know what shape you're in.

The X3 M rolls out the door of BMW's North Carolina factory with six airbags, stability and traction controls, front and rear parking sensors, around view camera (including reversing camera), forward and reverse AEB, blind spot sensor, lane departure warning, lane keep assist, reverse cross traffic alert, speed limit recognition and tyre pressure monitoring.

There are also two ISOFIX points and three top-tether restraints.

The X3 scored a maximum five ANCAP stars in 2017.

BMW insists on a three-year warranty package, going so far as going on the record saying owners don’t want more (really… what kind of owner doesn’t want a competitive five-year warranty?). Regardless, it is the standard for cars in the premium segment, with the exception of Lexus which offers four years.

It would be nice to see premium automakers raise the game a little here, but the X1 is thankfully offered with a capped price servicing program.

Like other premium brands it is offered as a package at the time of purchase and covers five years of services. The 'Basic' program costs $1550, while the 'Plus' program comes in at $4420. The main difference between each program is whether wear items like brake pads, wiper blades, etc, are included.

BMW offers a segment standard, but increasingly mean-looking, three years/unlimited kilometre warranty. It's not just BMW, though, it's all of the premium Germans. You do get three years roadside assist into the bargain and you can pay to extend the warranty, too.

You can pre-pay your servicing, with a five-year/80,000km Basic package for $3685. If you think you're going to give your X3 M a proper walloping you can opt for the the 'Plus Package'. For a not-inconsiderable $8173.

BMW will cover your brake pads and rotors for the same period as the Basic package.

Service intervals are variable because, as ever, BMWs tell you when they need a trip to the dealer.