If you were to guess BMW’s most important model, you might instinctively say the 3 Series, the benchmark sports saloon that has shaped the brand’s DNA for decades. Or perhaps the 5 Series, given its versatility, spanning everything from executive sedans to high-performance M-badged monsters.

But no, the real sales king is the X3.

That’s right. In 2023 alone, BMW churned out 1,000 units of the X3 every. single. day. It is, by all accounts, the SUV that keeps BMW at the top of the premium automotive food chain.

And now, we have the latest iteration of BMW’s cash cow. It is new but not entirely new; BMW has retained much of what worked in the previous generation while refining key aspects to keep the X3 competitive in an increasingly crowded segment.

Yet, unlike before, there is no fully electric iX3 this time around. That role will be filled by a separate Neue Klasse EV crossover set to arrive in late 2025.

For now, the lineup starts with a 2.0-litre four-cylinder petrol engine with 48-volt mild-hybrid assistance, while at the other end of the spectrum sits the more potent straight-six M50. Interestingly, rumours suggest there will be no full-blooded X3 M Competition in this generation, an omission that might leave some enthusiasts disappointed.

BMW has also done away with the traditional “i” suffix in its petrol models. So, what used to be the 20i and 50i are now just the 20 and 50.

Does it make sense? Not really. But then again, BMW’s naming conventions have been getting increasingly cryptic for years.

How New Is It, Really?

Technically, this is a full model change. The exterior is entirely redesigned, and the interior has been revamped with modern tech and fresh materials. But dig deeper, and you will realise that the chassis remains largely unchanged.

The wheelbase and overall dimensions have been carried over, albeit with some fine-tuning. The track is wider, underbody bracing has been strengthened, and steering precision has been improved.

A New Look, For Better Or Worse

There is no denying that the new X3’s design is divisive. Some see it as a toned-down version of the iX, while others find the flat, creased surfaces overly fussy and devoid of character. There is certainly a lot of metal on display, with a muscular stance that gives the X3 more road presence.

At the front, BMW’s signature kidney grilles now come with optional rim lighting, a party trick that looks either sophisticated or slightly excessive, depending on your taste. At least they are not cartoonishly oversized, unlike some of BMW’s recent designs.

The rear-end is arguably its best angle, featuring a flush-fitting tailgate and an estate-like silhouette that lends an air of sophistication. It is certainly solid-looking – monolithic, as BMW puts it. More importantly, the drag coefficient has been reduced to 0.27 Cd, which helps fuel efficiency and cuts wind noise at higher speeds.

How About The Inside?

At its core, the X3’s interior remains functional and spacious. The driving position is excellent, visibility is strong, and there is plenty of room for passengers.

However, material quality is not as premium as one might expect. There is an unfortunate abundance of hard plastics in areas where your hands naturally rest, such as the door handles, storage bins, and centre console trim. The ambient lighting strips, which look stylish in photos, come across as cheap, glow-stick gimmicks in real life.

But it is not all bad news. BMW has countered some of these missteps with a fresh new textured cloth trim on the dashboard, which feels more premium than it looks. The digital interfaces are crisp and responsive, and the tech itself is fast, intuitive, and feature-rich.

Best of all, BMW has retained the iDrive rotary controller, an endangered species in today’s touchscreen-obsessed world. With Neue Klasse models set to ditch physical controls entirely, this may well be the last generation of BMWs to feature the beloved dial. Enjoy it while you can.

There are still actual shortcut buttons and a logical climate control system, while driver assistance features are relatively straightforward to configure.

In terms of seating, comfort levels are high. The front seats are supportive, and rear passengers will find plenty of legroom, thanks to deep footwells. The middle seat, however, is compromised by the chunky transmission tunnel, a common issue in longitudinally mounted AWD vehicles.

Storage capacity remains one of the X3’s strong suits. A 570-litre boot expands to 1,700 litres with the seats folded.

While the Mercedes-Benz GLC has a slightly larger boot, the X3 still outperforms the Audi Q5 and Volvo XC60 in this regard.

It’s Not Punchy, But Extremely Smooth

The 2.0-litre petrol engine is a mixed bag. With 190bhp and a small dose of electric assistance, it is sufficient for daily use but lacks outright punch. Weighing in at 1.95 tonnes, the X3 asks a lot from its four-cylinder heart.

That said, the mild-hybrid system provides instant torque at low revs, effectively eliminating turbo lag. Acceleration is linear and predictable, meaning your throttle inputs deliver exactly what you expect. However, the engine’s tone is uninspiring, producing a flat drone that becomes intrusive under hard acceleration.

Ride quality is well-judged. The steering is accurate, and body movements are well-controlled, making it an easy SUV to place on the road. The hybrid system also regenerates energy seamlessly, simulating the effect of downshifting when approaching a junction.

With a careful foot, you can easily average double-digit efficiency figures in this, which is impressive considering its stature.

The biggest compliment I can give is to the car’s gearbox. Not sure what BMW has done to tweak the Steptronic system, but gear changes are butter smooth, even under hard acceleration. 

Risk = Reward?

For two generations, the BMW X3 has been a safe and competent choice. This time, it takes a few risks. While the interior quality could be better, the engineering remains solid, and dynamically, it is as capable as ever.

It may not be groundbreaking, but it is still a compelling option in the premium SUV segment. And if sales figures are anything to go by, expect to see more of these on the roads soon.

Technical Specifications

BMW X3 xDrive20 M Sport

Engine: 1,998cc in-line 4 TwinPower, Turbocharged
Drivetrain: All-Wheel Drive
Power: 190bhp
Torque: 310Nm
Gearbox: 8-Speed (A) Steptronic
0-100km/h: 8.5 seconds (claimed)
Fuel Economy: 12.7/litre (claimed)

Price: S$357,888  with COE (accurate at the time of this article)
Contact: Performance Motors / Eurokars Auto

Photo Credits: Sean Loo (@auto.driven)

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While it’s easy to mistake it for a 4 Series Gran Coupe with a battery, the i4 is so much more than a mere EV conversion.

Beneath its sleek silhouette lies a purpose-built electric platform that stakes its claim as a true driver’s car.

Does It Drive Like A BMW?

BMW went back to the drawing board for the i4, tweaking the floor, suspension, and even the seats to fit the electric drivetrain seamlessly. 

The eDrive35 comes with 282bhp and 400Nm of torque, giving you a century sprint time of six seconds flat.

It’s quick, and the steering is accurate, but it’s also a bit too… sterile. Even switching to the sportier settings doesn’t add the kind of visceral connection BMW enthusiasts might crave.

You will definitely round the corner the same way a 4 Series can, but will you have a smile on your face afterwards?

BMW’s one-pedal driving system is a mixed bag too. While the regenerative braking system delivers up to 265bhp of deceleration, it puts a lot of responsibility on your right foot. You can switch to the brake pedal, but the pedal itself is sharp and lacks progressive feedback.

Ironically, sticking to one-pedal mode often feels smoother and more intuitive, even if it takes some getting used to.

Something About Its Range…

The i4 eDrive35 has an interesting range conundrum. On paper BMW claims it can do 483km, but in my testing I could only irk out a theoretical maximum of 320km, even with careful driving. Once you drop past 70%, the range plummets quite drastically, so have a charger handy on your commute route.

On that note, the i4 supports up to 180kW charging, meaning you can go from flat to 80% in about 35 minutes. Just enough time for a coffee and a sandwich.  

Modern, But Not Overwhelming  

The BMW i4 greets you with a cabin that’s unmistakably BMW; refined, snug, and generally well built.

The frameless doors are a lovely touch, adding a hint of coupe elegance. The dual curved screens offer crisp graphics and deep integration with your smartphone. 

However, BMW has ditched many of its physical shortcut buttons in favour of touch controls, so adjusting driver aids or other settings on the fly can feel more distracting than intuitive.  

The seats are another area where function slightly outweighs form. They’re comfortable and supportive, but the leather feels a bit too firm, and you might wish for bigger bolsters when taking on sharp corners.  

Despite its coupe-like silhouette, the i4 offers a 470-litre boot, expandable to 1,290 litres with the seats folded flat. It beats the Tesla Model 3 and Polestar 2 in sheer cargo space, but don’t expect luxury for rear-seat passengers.

The floor isn’t flat, thanks to the central tunnel housing the EV’s cabling, and foot space can feel a little tight.  

The Sweet Spot Of Electric Driving

The BMW i4 eDrive35 might not have the headline-grabbing performance of the M50, but it doesn’t need to. It’s a car that excels where it matters most – everyday usability, driving pleasure, and that quintessential BMW charm.  

It’s not trying to be a spaceship; it’s just a proper BMW with an electric heart.

Technical Specifications

BMW i4 eDrive35 M Sport

Engine: Single Electric Motor
Drivetrain: Rear-Wheel Drive
Power: 210 kW (282 bhp)
Torque: 400 Nm
Gearbox: Single-Speed (A)
0-100km/h: 6 seconds (claimed)
Top Speed: 190 km/h
Battery Capacity: 67.1 kWh
Drive Range: 483 km (claimed)
Energy Consumption: 5.15 km/kWh (claimed)

Price: S$328,888 with COE (accurate at the time of this article)

Contact: Performance Motors / Eurokars Auto

Photo Credits: Sean Loo (@auto.driven)

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Imagine a young executive who needs a set of wheels suited to their high-powered job status. Or parents looking to purchase a car for their university-going child who needs to commute frequently and look cool while doing so.

Sure, there’s the BMW X1, which is more practical, but for the cool-factor and style-points, one needs to take a serious look at the X2.

First Impressions…

For a vehicle of its calibre, the M Sport package is de riguer, for it sets the X2 apart as something that’s more special. Cape York Green is an interesting colour choice indeed, but it works well.

The chunky and angular front end blends well into the smooth swoops and sleek lines of this SUV SAV-coupe a.k.a SAC, and BMW has executed this brilliantly.

Adaptive LED headlights with high beam assist add to this chunky front-end which then morphs into the clam-shell bonnet smoothly.

Even though the sides are naturally going to be slab-sided, the tapering roofline and well-defined shoulders fore and aft make this an attractive and stylish prospect.

The X2’s chunky design carries on into its 20-inch M Sport rims which wear 245/40 R20 Pirelli P Zero tyres. They’re nice and quiet on the move, offer good grip, and the ride, despite being on 20-inch rims and tyres, is still pretty pliant.

The rear end features a sloping boot which merges nicely with the tapered roofline, ends in a spoiler, and makes the whole SAC design language cohesively complete. Gloss black trim underlines brackets the bumper-bottom, which brings the chunky design elements to the rear also.

As usual, looks are subjective, so we invite you to decide for yourself. Me? I like it a lot!

…Matter…

To open the boot, depress the BMW roundel at the top, and then pull on its now-extended bottom like a handle. The boot lid swings up electrically to reveal 560 litres of carrying capacity, which is lots. Drop the rear seatbacks to liberate up to 1,470 litres if more room is needed.

Despite its tapering roofline, rear-seat headroom is plentiful, even for 1.82-metre tall yours truly, and I didn’t have to perform any ducking manoeuvres to get into the back either.

Rear legroom is adequate, and just about enough for this longer-of-limbs and shorter-of-torso writer to sit behind his own driving position, but I’d only do this for shorter journeys. Folks of average height shouldn’t have an issue. Foot space is also plentiful.

Rear occupants can look forward to a couple of aircon vents to keep them cool in boiling-hot Singapore, while two USB Type-C ports will keep their mobile gadgets juiced up and ready to go for that next power meeting or final-year project discussion.

The front seats are electrically operated and easy to get into one’s preferred driving position.

Then adjust the chunky steering wheel for reach and rake, and you’re ready to move off. The instrument cluster comprises a 10.25-inch screen which can be configured in a few different layouts and to show various information such as navigation, audio track and speed readout.

Beside that sits the 10.7-inch infotainment system with Apple CarPlay and Android Auto of the wireless variety.

The included BMW apps may appear daunting at first, but spend some time getting to know them and they become pretty easy to use.

Ambient lighting that can be configured in different colours lifts the interior space and makes it feel more upmarket. So does the wireless charging tray with its striped design elements, which secures one’s smartphone in an almost vertical configuration.

The centre console appears to ‘float’ in mid-air and features an under-tray for wallets, keys, wet-wipes and a tin of mints. I was able to fit a small carton of alkaline water down there.

There’s a tiny and shallow storage compartment under the centre armrest, good for pens and USB sticks.

…Most.

Despite being chunky, the steering wheel is a pleasure to behold. Combined with its electric steering rack, the X2 can be pointed and placed where desired with ease.

It can also be happily chucked into a corner, and the rear end will rotate to aid the nose to point in its intended direction of travel. Use the steering-mounted paddles to manually select gears, and the whole experience can be very satisfying as it should in a BMW.

Outward visibility is pretty good, also thanks in no small part to those large wing mirrors. There’s no 360-degree camera setup, but the wing mirrors combined with the reverse camera will help newer drivers stay current on their recently-learned parking skills.

The engine is no powerhouse with just 122hp to make it COE Category A compliant, but what it does have is oodles of torque.

The X2 is fitted with a seven-speed dual-clutch transmission (DCT), and the DCT is programmed to keep the engine in its 230Nm torque-band as much as possible. This lets the X2 ride that wave of torque and pick up speed quite briskly.

Naturally, being a DCT, the transmission is never going to be as smooth as a traditional torque-converter automatic, but thankfully, low-speed jerkiness is kept to a minimum.

What the X2 also has is a ‘Boost’ function. While on the move, hold down that left shift paddle and the instrument display, engine, gearbox and throttle mapping reconfigure themselves into a more sporty setting. A countdown timer also starts from 10.

This then lets the driver accelerate more without having to kick down the accelerator pedal. I found myself using this function when merging onto and overtaking on the highway; a very pleasant function to use.

It’s also pretty good on fuel. BMW quotes a combined WLTP consumption of 6.8 litres/100km or 14.7km/litre, and the X2 bettered this at a weighted and normalised average of 5.67 litres/100km or 17.6km/litre over both the street and highway routes.

Weirdly and inexplicably, this is just shy of the recently-reviewed BMW 520i’s efficiency.

The X2 was also put through the mixed-drive Tour de Singapour route where it clocked 5.43-litres/100km or 18.4km/litre.

Just for fun, I decided to do a hypermiling-type eco-challenge, and the X2 returned an impressive 2.77-litres/100km or 36.1km/litre. This makes the X2 the current eco-challenge champion (see what I did there haha!) of non full-hybrid vehicles in my current list.

Apart from standard cruise control, where adaptive cruise would have been nice at its price-point, and a lack of panoramic sunroof, which would add to the cost, there is very little to dislike about this X2.

It looks stylish. It drives well and is easy to drive. It rides well. It’s good on fuel. It’s got the necessary gizmos to accompany one’s mobile phone. And most of all, it’s a BMW.

There are very few cars that, upon return, I’ve walked away from, only to stop and look back at longingly. The BMW X2 sDrive16i M Sport is one of them.

Gawd, I miss it. A lot.

Photo Credits: Sean Loo (@auto.driven)

Technical Specifications

BMW X2 sDrive16i

Engine Capacity: 1,499cc inline three-cylinder turbocharged
Power: 122hp @ 3,900-6,500rpm
Torque: 230Nm @ 1,500-3,600rpm
Drive: front wheels
Transmission: seven-speed dual-clutch automatic transmission
0-100km/h: 10.5 seconds (claimed)
Top Speed: 197km/h (claimed)
Kerb Weight: 1,570kg
Fuel Capacity: 45-litres
Fuel Economy: 14.7-litres/100km or 6.8km/litre (claimed)
Price: S$257,888 with COE (accurate at the time of this article)
Contact: BMW Singapore

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