BMW X3 VS Ford Everest
- Clever tech now trickling down
- Quiet and spacious cabin
- Dynamic enough to dispose of twisting tarmac
- Smaller diesel engine lacks overtaking punch
- Wince-worthy option list
- Full phone integration will cost you
- All-round package
- Ride and handling
- Safety tech
- No AEB on Ambiente (coming in 2019)
- No reach-adjustment on steering wheel
If SUVs were a horror movie, they'd have to be the 1958 cult-classic The Blob: a drive-in special that told the story of a shapeless mass that grows and grows, eventually consuming everything in its path. A bit like James Packer, then.
But also a bit like BMW's range of X-stamped SUVs. Take the X3, for example, which has slowly but relentlessly grown over the past 15 years, so much so that this all-new, third-generation model is now bigger in every key dimension than the original BMW X5.
Which means the X5 has also grown, which means the X6 has grown, which means the... well, you get the idea. If current trends continue, we won't be so much driving the next generation of X cars as we will be moving into them.
But unlike that cinematic tale, the X3's new and bigger dimensions have a happy ending, especially for riders lounging about in the really very spacious backseat. And there is more good stuff going on for this major update, too.
It's got a new and more muscular design penned by crayon-wielding Aussie ace Calvin Luk, and it's loaded with clever technology (including BMW's latest autonomous technology) pilfered from the new 5 series.
So how does the new X3 measure up.
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
Since we first published this story on August 24, 2018, there have been some changes to the Ford Everest range, including the entry-level Everest Ambiente (RWD and 4WD variants) getting advanced driver-assist safety systems, including autonomous emergency braking (AEB) with pedestrian detection, at no extra cost.
The Ambiente also now gets lane-keep assist with driver alert, traffic sign recognition and automatic high beams. That's all in addition to the line-up's reversing camera, rear parking sensors, roll-over mitigation, trailer sway control and more.
The 4WD Ambiente also gets hill descent control, hill launch assist and an electronically locking rear differential.
In other Everest news, the top-shelf 2.0-litre twin-turbo Everest Titanium 4WD has dropped in price to $72,290 so it now avoids the luxury car tax.
Changes are rumored to be coming soon for the Ford Ranger range – perhaps towards the end of 2019 – and those changes may also materialise in the next update of the Everest line-up.
Stay tuned for more Ford Everest news.
As originally published August 24, 2018:
Change is good but there will always be some who become enraged at the mere hint of it. Case in point: those who strongly dislike 2.0-litre twin-turbo diesel engines.
In February this year, when just such an engine was revealed as the powerplant of choice for Ford’s high-performance ute, the Ranger Raptor, CarsGuide comments, online chat rooms and beer gardens everywhere echoed with acid-tongued complaint and hearty objections that included such pearls of wisdom as “The only good two litres are milk and orange juice”.
Well, it looks like some of us have a bitter pill to swallow because that 2.0-litre engine is now in the new, refreshed MY19 Everest, Ford’s large SUV wagon, as well – and it’s here to stay. But don’t fret because the 3.2-litre five-cylinder engine remains in the Everest ranks.
In other good news, the 2019 Everest has AEB.
Any bad news? Maybe. Read on.
|Engine Type||2.0L turbo|
The X3 is a hugely important model for BMW, and one that was starting to be left behind by rival models from Mercedes-Benz and Audi. But this third-gen model levels the playing field once more, and launches the X3 straight back into the fray with the segment's best.
For our money, the xDrive30d is the pick of the bunch, serving up effortless performance in a comfortable, quiet and practical package.
Would you choose the new BMW X3 over a Mercedes-Benz GLC or Audi Q5? Tell us in the comments section below.
Originally built off the Ranger platform, the Everest has always been overshadowed by its overachieving ute stablemate. But now, with the introduction of AEB and some up-speccing to its Everest line-up, Ford has ensured its large SUV wagon is still a strong contender in the race for top honours in the market.
The line-up's volume seller is the Trend and that's still a pretty good sweet spot for the range.
Most of us don’t want a big, shouty 4WD, but we do expect a lot in our new vehicles: we want a quiet, refined family-friendly SUV that drives well, has plenty of safety tech, car-like ride and handling, and good fuel consumption. In its Everest, Ford has come pretty close to producing one of the best around. If only the Titanium's price-tag wasn't so high.
Is the Everest's 2.0-litre twin-turbo the way of the future or a misstep? Tell us what you think in the comments section below.
The X3's exterior was designed by Australian Calvin Luk, who was tasked with making it "sportier, tougher and bolder" than the outgoing model. And while, to our untrained eyes, the changes don't seem quite as extreme as Calvin insists they are, there's no doubting the X3 cuts a handsome figure on the road.
Viewed front-on, that traditional kidney grille has been raised to give it a more proud look out front, and it flows into a bonnet lined with new and defined creases carved front-to-back toward the windscreen. Muscular arches, roof rails and a razor-sharp body crease add attitude to the side profile, while at the back, a more tapered rear end is framed by a hint of rubber from the rear tyres.
Inside, the materials and layout are taken straight from the BMW playbook, but there's been a technology overhaul, albeit one that's more obvious on the more expensive models, with wireless phone charging, an updated touch screen and, on the 30i and 30d, a new digital driver's binnacle.
So evolution over revolution inside, but the cabin exudes a predictably premium feel no matter the trim.
Nothing much to report here. The Everest has always had substantial presence and nothing has changed in that respect; it’s a good-looking unit.
Among the styling tweaks are a new grille design, revised bumper and fascia design, halogen projector headlights with halogen daytime-running lights, a laminated acoustic windscreen, a 10-speaker audio system, as well as an 'Ebony' interior colour scheme with contrast stitching and chrome highlights.
If there’s any potential strife to the interior look and feel here, it may be that it’s too neat and tidy – too plain – and in danger of becoming a bit dated.
The Titanium has new 20-inch split-spoke alloy wheels.
At 4708mm long, 1891mm wide and 1676mm high, this third-generation X3 is bigger than the original X5 (which was 4666mm long, and 1872mm wide), and all those those extra millimetres start making sense once you climb into the cabin.
Up front, every X3 feels spacious, with lots of headroom and, with electric front seats standard on every trim level, plenty of options to get comfortable. There are two cupholders that seperate the front seats (joining the two in the pull-down divider in the backseat), and there's room for a 1L bottle in each of the four doors. Up-front riders also share two USB ports, as well as a wireless charging pad for compatible phones.
Climb into the backseat and you'll find plenty more space on offer. There was more than enough clear-air between my knees and the seat in front when sitting behind my own (5ft10inch) driving position, and impressive headroom, even with the optional sunroof fitted.
Elsewhere in the back, three-zone climate is standard across the X3 range, so backseat riders get both vents and temperature controls, and there's a 12-volt power source, too - no USBs, though. There's also two ISOFIX attachment points in the back, and a third top-tether point in the middle seat, so you can squeeze three child seats across the back.
The boot serves up 550 litres with the 40:20:40 split-fold rear seat in place, but should you drop them via the boot-mounted levers, that number grows to 1600 litres. There are some cool touches in the boot, too, like a hidden storage area under a partition in the boot, the lid for which is held open by a gas strut that makes loading easier. That extra space is also big enough to store the boot cover.
Inside is nice and roomy. It’s also well blended together; chrome, leather accents, as well as clear, easy-to-read instrument displays and colourful Sync3 screen. Nice, small touches, such as the illuminated blue edging around USB ports, add to the cabin’s premium feel.
The front seats are very comfortable and electrically adjustable; the third row can be deployed or stowed away by using buttons on the right-hand rear interior wall of the cargo area.
Those in the front are well catered for with access to two 12-volt sockets, and two USB ports.
Storage spaces include glovebox, two cup holders and a deep bin between driver and front passenger, and bottle holders in each door.
Second-row passengers get a pair of pop-out cupholders in the arm-rest, and can control aircon temp and fan speed, as well as open or close air vents, and use a 230-volt or 12-volt socket from their seat.
There are two ISOFIX anchor points in the second row and the cargo area has bag hooks each side, as well as luggage tie-down points on the floor.
Price and features
The BMW X3 range arrives in three flavours, the diesel-powered xDrive20d ($68,900), the petrol-pumping BMW xDrive30i ($75,900), and the biggest - and best - diesel option, the xDrive30d ($83,900). They'll be joined by the smallest petrol model, the xDrive20i, and the go-fast and enticing-sounding M40i version, both of which will touch down next year.
For now, though, the cheapest way into the X3 range wears the xDrive20d badging, and your investment will earn you 19-inch alloys, roof rails and LED headlights outside, while in the cabin you'll find part-leather-trimmed seats, a leather-lined steering wheel, a colour head-up display, navigation and a wireless charge pad for compatible phones. You'll also get three-zone climate control and a 6.5-inch touchscreen that pairs with a six-speaker stereo.
Step up to either the 30i or 30d (both are identically equipped), and you'll add 20-inch alloys, full leather seats, a bigger 10.25-inch touchscreen running the latest iDrive system, and another 12-inch digital display that replaces the traditional gauges in the driver's binnacle.
Apple CarPlay and Android Auto remain a cost option, with the clever wireless version of the system yours for $623, and you might want to spring for the 16-speaker harman/kardon stereo (another $2000), too. Both of which should really be standard on the more expensive models.
The Everest range remains a three-model line-up: entry-level Ambiente, mid-spec and volume seller Trend, and top-spec Titanium.
One of the other more notable new features in the range is 'Inter-Urban Autonomous Emergency Braking' (AEB) with 'Pedestrian Detection' and 'Vehicle Detection', which is now standard across the Trend and Titanium; it will become standard on Ambiente in 2019.
Keyless entry and push-button start are now standard across the range, and Trend and Titanium get Ford’s hands-free power tailgate.
Also new to the Trend are leather-accented seat trim, eight-way power driver's seat and a leather-trimmed gear shifter.
All prices to follow exclude on-road costs.
Everest Ambiente pricing is: RWD 3.2L (five seats) $49,190; 3.2L RWD (seven seats) $50,190; 3.2L 4WD (five seats) $54,190; and Ambiente 4WD 3.2L (seven seats) $55,190.
Everest Trend pricing is: RWD Bi-Turbo $56,190; 4WD 3.2L $59,990; and 4WD Bi-Turbo $61,190.
The Ford Everest Titanium is only available as a 4WD with the twin-turbo engine and 10-speed auto at a cost of $73,990, including luxury car tax. We spent the lion’s share of our time at the launch in a Titanium so we’ll focus on that variant.
The new exterior prestige paint is Diffused Silver for $780.
The 2019 Everest is due in showrooms this month.
Engine & trans
The xDrive20d kicks off proceedings with its 2.0-litre, four-cylinder diesel engine good for 140kW and 400Nm. It pairs with an eight-speed automatic that shuffles its power to all four wheels. The combination will serve up a 8.0sec sprint to 100km/h (though it doesn't feel that fast).
Step up to the petrol-powered xDrive30i, and you'll find a 2.0-litre, four-cylinder unit nestled under the bonnet, producing 185kW and 350Nm, which is paired with an eight-speed "sport" automatic. It too sends its power to all four wheels, and will trim the sprint to 100km/h down to 6.3sec.
But our pick of the current-engine bunch is the xDrive30d, which makes use of a six-cylinder diesel engine good for 195kW and 620Nm. It pairs with the same eight-speed "sport" automatic as the 30i, but produces a sharper sprint to 100km/h of 5.8sec.
The new-generation twin-turbo engine – 157kW at 3750rpm and 500Nm from 1750rpm-2000rpm – is paired with a 10-speed torque-converter automatic transmission, the same combination as used in Ford’s high-performance models, Mustang and Raptor.
But this working partnership is a better match here, in the Everest, than it is in the Raptor, in terms of smooth delivery of power and torque at low and high speeds, as well as doing everything in an unfussed manner – low-key but still effective.
As mentioned, the previous-gen 3.2-litre 143kW/470Nm five-cylinder turbo-diesel engine and six-speed auto is still offered in Ambiente and Trend, ensuring those who prefer their engines bigger are catered for.
The Titanium has full-time 4WD with low-range gearing ('4x4 Low') and electronic diff lock, as well as a 'Terrain Management System' with four driving modes (Normal, Grass/Gravel/Snow, Sand and Rock) to suit different terrain.
The petrol variant - the xDrive30i - sees fuel use climb to a claimed/combined 7.6L/100km, with emissions a claimed 174g/km. Finally, the biggest diesel should return 6.0L/100km (claimed/combined) and 159g/km of C02.
Fuel tank size is 60, 65 and 68 litres respectively.
Best-of-the-bunch 2.0-litre fuel consumption is listed as 6.9L/100km (combined) in the Trend RWD, and 7.1L/100km (combined) in the 4WD. We noted an average of 9.8L/100km on the dash but there may have been some heavy right foot involved in prompting that figure.
The Everest has an 80-litre fuel tank.
It's actually pretty hard to go too far wrong in the premium mid-size SUV market at the moment, with the other Germans especially kicking all sorts of goals. And happily for BMW, this new X3 is packing the right skillset to launch right into the thick of that field.
We spent the bulk of our time in the biggest diesel, the xDrive30d, and it's so impressively smooth, quiet and effortless in its acceleration that you can genuinely forget you're driving a diesel at all. The smaller diesel lacks the outright punch to overtake quickly and cleanly, and is probably better suited to city life, and while the sole petrol option improves matters, its the rich stream of torque on offer from the big six-cylinder diesel makes it our pick of the bunch.
The eight-speed transmission is a treat, too; silky smooth in its changes, and quick enough to feel near-enough telepathic when you plant your right foot.
Plenty of work has gone into improving the ride, handling and NVH, or in other words, how quiet and cosseting the interior is, and even on loud road surfaces the cabin is impressively quiet, and the standard suspension strikes a handy balance of supple and sporty, so much so that, even on the twisting stretches of tarmac, there's seemingly no need to lean on the optional adaptive dampers (leaving a handy $1900 in your pocket).
But the big news in the cabin is the adoption of BMW's Driving Assistant Plus (BMW's autonomous technology) as standard on the 30i and 30d, meaning you can drive hands-free for up to 40 seconds. It's not infallible, of course, and will only work consistently when there's clear road markings, but it's a very handy safety net.
The Everest’s 2.0-litre is not going to get any pulses pounding with its engine note, that’s for sure, but it more than makes up for any lack of rough, gutsy charm – perceived or otherwise – by being the consummate quiet achiever. Because it is very quiet … and it achieves.
The good news is that we pushed the 2477kg Titanium pretty hard off the mark, as well as made a series of overtaking moves and clocked up a bit of open-road cruising and it just burbled along nicely. There’s a real no-fuss quality to its delivery of big torque at low revs. It certainly seems to work better in the Everest than in the Raptor, which we drove at launch a few weeks ago and the consensus there was that it was underpowered and underwhelming.
The Everest is also very quiet inside. Ford reckons the twin-turbo is “much quieter” than their 3.2-litre models due to advanced sound insulation and 'Active Noise Cancellation' which has helped to improve cabin quietness. Well, the 3.2 is pretty quiet anyway, but in the short time I’ve spent so far in the 2019 twin-turbo Everest, I have no reason not to believe them.
Its steering has that real Ford feel – light and lively but precise – and on its revised coil-spring suspension, the Titanium’s ride and handling is even smoother than before. It was firm, bordering on stiff at times, but perhaps the Titanium’s 20-inch rims on road-biased Goodyear EfficientGrip SUV tyres set at 38 psi could be blamed for some of that; 18 x 8.0-inch alloy wheels and tyres are a no-cost option on the Titanium.
We did some decent 4WDing on this launch out near Lithgow and the Everest was infrequently challenged anywhere near the limits of its off-roading capabilities.
In fact we intentionally drove our tester in Normal mode and took the ‘off’ line through sections of terrain that would have likely put some rivals in a spot of bother but, with judicious use of that 10-speed auto, especially that low first, we trucked through no problem.
The Everest’s hill descent control deserves a mention also as it’s rather smooth and effective; it holds very low speeds (registering as 0km/h on the dash), can be adjusted via buttons on the steering wheel, and was not jerky or jarring like some systems in other off-roaders can be.
When we did dial through the drive modes of the terrain management system to actually suit the surface we were driving on there was no surprise at how efficient and effective it was, as we’ve used it quite extensively before in the bush and on beach sand.
The Titanium has 227mm ground clearance. We observed a few Everests on different terrain and, especially on deep sharp-edged ruts and short steeper-angled rocky climbs its underslung full-sized spare tyre behind the rear axle can seem like it’s about to become a plow – and there's something else to watch out for.
One fellow journo pointed out that what appears to be the AdBlue tank protrudes below the bottom edge of the full-sized spare, eating into a bit of ground clearance and the Titanium’s departure angle; posing a bit of a damage risk if your 4WDing takes your Everest into particularly tricky territory.
The Everest has a towing capacity of 3100kg (braked) up from its previous 3000kg; unbraked max is 750kg. The Titanium has a payload of 623kg, a GVM of 3100kg and a 5900kg GCM.
The safety story starts with six airbags (dual front, front-side and curtain), as well as cruise control, lane departure warning, blind-spot monitoring and a city-speed auto emergency braking system that detects pedestrians that BMW calls its Approach Control Warning. You’ll also find parking sensors front and rear, a reversing camera and a parking assistant function that will tell you if you’ll fit in a parking space, all of which arrives as standard on the xDrive20d.
Stepping up to the 30i or 30d adds Driving Assistant Plus, which includes Active Cruise Control with AEB, cross-traffic warning and steering and lane assistants that form part of BMW’s autonomous package (the same that appears on the 5 series), and that will allow you - in the right conditions - to take your hands off the wheel for spells of 40 seconds.
The X3 was awarded the maximum five-star ANCAP safety rating when tested in 2011, but the new-generation model hasn't been tested yet.
The Everest range has a five-star ANCAP rating as a result of testing conducted in 2015.
Standard safety gear across the range includes seven airbags (driver and front passenger, side front, side curtain (to third row) and driver's knee), ABS, DSC, RSC, EBD, traction control, EBA, reversing camera and rear parking sensors.
Driver-assist tech in the top-spec Titanium includes AEB, adaptive cruise control with forward collision warning, lane-keep assist, blind-spot monitoring with rear cross-traffic alert, and a tyre pressure monitoring system.
It has five child-seat anchor points and two ISOFIX anchors in the second row.