BMW X3 2004 review

When I was handed the keys to the X3, I thought it would be like driving about town in a shrunken version of the X5.

Kind of a mini-me soft-roader with a bit less flair and a bit more lair. The automotive equivalent of comparing Prince William and Prince Harry.

That was always going to prove a rather broad statement, as, like the royals, these cars may share a similar gene pool but the two variants differ wildly.

This isn't immediately obvious if you simply look at their exteriors. Side by side, the X3 is slightly smaller, lacks the deep crease down the flanks of the X5, and is narrower when both are viewed from front on.

But it's similar enough that it fooled more than one person during my time behind the wheel into asking: "So what's the X5 like?"

For the record, the X5 is an absolute gem. So much so, that in its various guises it consistently rates at, or near, the top of luxury 4WD comparison tests.

A week at the wheel of an optioned-up 4.4i – powered by a V8 adapted from the 745i sedan – shows what a luxury cruiser this is on and off the bitumen.

It handled a gallop up the freeway to Newcastle as well as any luxury car, and is one of the quietest, most comfortable vehicles in its class.

The six-speed automatic gearbox is a fab match, providing consistently smooth acceleration through the range and not wasting any of the 235kW on tap in this version.

The suspension set-up features an electronically controlled self-levelling system at the rear. It helps conquer the excessive body roll that makes many high-set 4WDs feel as if you're stuck in steerage on a ferry across Bass Strait.

The return journey through logging trails in the Watagan State Forest provided a good test of the' X5's off-road credentials, with BMW's xDrive system working flawlessly.

BMW reckons xDrive is almost "clairvoyant".

Hyperbole aside, it does do a damn fine job of regulating power between axles, with the Dynamic Stability Control system then apportioning power to the individual wheels that most need it.

Inside, the X5 is a class act, with levels of comfort and the type of refined interior BMW is famous for, ranging from the wood inlay in the dash through to the soft Nappa leather seats.

Stepping straight from the X5 into the X3, you immediately notice the difference in style and size: it's more jeans than jodhpurs.

The X3 is narrower, andBMWhas gone for a funky feel with aluminium-look details, an oddment storage net for the passenger and plastic fittings that don't quite match the standards of the X5.

Beneath the hood you can choose a 2.5-litre, 141kW straight six or a threelitre, 170kW powerplant.

The 2.5-litre comes with either a sixspeed manual box or five-speed auto; the three-litre model is auto only.

The three-litre test car was a lively performer, but at higher speeds it seemed overly keen to chop between gears if your speed deviated even a little.

Handling is fine, but you do notice the narrower track and greater body roll if you push it hard into corners.

During a short romp through some muddy trails on the edge of Sydney, the xDrive system again proved itself although ground clearance, at slightly more than 200mm in both models, means it's not too difficult to scrape the belly of these beasts.

In the end, the X3 is a handy performer, but is it a contender or a wannabe?

Starting price for the 2.5-litre X3 is $65,300, while the base X5 lists at $81,400 and the impressive six-cylinder turbo diesel X5 is a steal at $81,900.

The price gap hardly seems big enough to warrant choosing the youngster, and BMW must have been a bit concerned before the X3's launch that it could cannibalise X5 sales.

This hasn't happened, however, with VFACTS figures for July showing 151 X3s were sold and X5 sales stayed much the same at 227. In July, 2003, the X5 sold 216, so this modest increase is really a double win for BMW.

In the end, the extra $16,000 you pay for an X5 is easily justified, but as BMW knows, there are a significant number of people out there for whom $80,000 is just too steep a price to pay – especially if you begin ticking the options boxes and watch the price climb towards $100,000.

With the launch of its 1-Series small car in October, BMW will be hoping it doesn't eat into sales of its bread-andbutter 3-Series range.

Although the price of the upmarket 120i is yet to be announced, the 118i – not slated to go on the market until 2005 – is expected to be below $40,000.