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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If you happen to have a cool million dollars lying around, BMW now has a solution to spend it all in one go.

This is the BMW XM, and it’s a monstrous plug-in hybrid (PHEV) sport utility vehicle (SUV) that also comes with a monstrous price tag – S$1,003,888 to be exact. Thank god that price includes the certificate of entitlement (COE).

Making a statement

It’s expensive, but the high premium is not just influenced by exorbitant local taxes. Rather, it is a statement piece from the German marque.

“The BMW XM makes a strong statement from the moment you lay eyes on it. It is the epitome of luxury, extravagance, and breathtaking performance,” said Mr Lars Nielsen, Managing Director of BMW Asia. “It is made for those who are unconventional, courageous, expressive, and desire the utmost in excellence and luxury. This SAV heralds a new era in terms of drive technology and driving experience to astound all BMW M fans.”

Unconventional indeed, as the XM’s controversial styling hasn’t won over many fans since it was teased late last year. But, its unapologetic styling is charming in a unique way.

Exceedingly luxurious

A boxy demeanour dominates the styling tone of the XM, and the design is befitting of its high-performance stature. Everywhere you look, there are exaggerated curves and aggressive aero elements, complemented by the iconic (and controversial) illuminated kidney grille.

For the Singapore market, the XM will come standard with 23-inch M lightweight alloy wheels, finished in either Jet Black or Night Gold.

Gold trim is also an option which prospective customers can opt for, and it adds a layer of sophistication to the already bonkers exterior facade.

Not to be outdone, the cabin of the BMW XM features M-exclusive design elements like multifunction seats and a model-specific M leather steering wheel, along with BMW M-specific graphics on the instrument cluster and infotainment touchscreen.

To make you feel right at home and cocooned in luxury, the cabin upholstery is done up in a diamond quilted pattern, and the materials are a blend of rich leather and Alcantara. Look up, and there isn’t a sunroof to be seen. Rather, a roofliner uniquely textured with prisms turns the cabin into something that is nothing like anything else on the roads.

For banging tunes, a Bowers & Wilkins Diamond Surround System with a 1,500-watt amplifier comes as standard as well.

Potent M power

The BMW XM impresses not only in design but in speed as well. The boffins at BMW M have mated an electric motor to a 4.4-litre V8 engine, which combined produces 653bhp and a monstrous 800Nm of torque. 

This power makes quick work of the century sprint, and the BMW XM can rock it in just 4.3 seconds. Impressive for something that weighs about the same as a Rolls-Royce Phantom. Since it’s a PHEV, the BMW XM can also travel around on electrical power alone for around 80 km. 

Why so much power? Well, the XM is a combination of two divisions at BMW. The former letter signifies BMW’s SUV range, while the latter denotes it was developed by BMW M, the high-performance subsidiary that began life as BMW’s racing arm.

Paying homage to the original BMW M1, the XM is only the second standalone car developed by BMW’s M division since 1978, and it now holds the title of the widest car that BMW produces. This is because the XM is based on the massive BMW X7 platform, but it ditches the third row of seats in favour of a bigger trunk.

For those who are not satisfied with the already high-performance numbers, an XM Label Red is expected to arrive on our shores later in 2023. What’s the difference? The Red will boast more specific design touches, and – get this – a ludicrous 738bhp and 1,000Nm of torque. Enough to eat your heart out.

Would you want one? 

BMW has cautioned that the BMW XM will be available in “very, very limited numbers”. So, if you want one, better snag them up while you can. If you want to see how it handles on the roads, we have already taken it for a spin in the United States. Read more about it here.

Photo Credits: Joel Tam (@joel_tam) & Sean Loo (@auto.driven)

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BMW M’s first standalone model since the iconic M1 can do everything, and go everywhere, all at once. You would expect it to, for the best part of $1 million…

It may be scarcely believable, but the car tested here is actually only the second time in BMW M’s history that is developed and built as a standalone model. The last time this happened was the M1 in 1978. 

Since then, BMW’s go-faster division focused on breathing its magic on production cars as a base to give us iconic performance models that started with the likes of the M3, and M5. An endless litany of other M cars too long mention here followed over the sub-brand’s 51 year history, followed by an even longer list of special-edition variants.

About two years ago, BMW’s other sub-brand ‘i’, gave us the iX EV as its standalone Sports Activity Vehicle (SAV, BMW-speak for SUV) and today, it’s opposite number, ‘M’, gives us its take on the theme – the first-ever BMW XM. 

Although it is built by M, the XM too has some EV capability. When driven exclusively as an EV, BMW claims a range of between 82 to 88 kilometres from a fully-charged battery. While savings in fuel costs might not really be a factor for anyone who’s willing to spend the best part of $1 million for this car in Singapore, they may appreciate the social responsibility of not waking up their neighbours in their GCBs as they come home late at night or leave early in the morning…

There is also the convenience of being able to park in preferential parking spots reserved for ‘green’ vehicles and minimising visits to the pumps. If you’re wondering about how long it would take to charge, the XM will need 4 hours 15 minutes to charge its batteries from zero to 100 percent from a 7.4kW AC outlet. Being a hybrid, the Internal Combustion Engine (ICE) will also charge the battery on the move as it sees fit. 

In all likelihood however, most XM customers would probably appreciate the combined system output of 653hp and 800Nm. This is enough oomph to get to 100kmh from a standstill in 4.3 seconds. 

In EV mode, the XM can reach a maximum of 140kmh while top speed is limited to 250km/h when the ICE unit comes into play. Opt for the M Driver’s Package and this number rises to 270kmh. 

Those looking for even more grunt can look forward to the BMW XM Label Red edition which will be available from August 2023. This variant will be capable of a coined output of 748hp and 1,000Nm. This, will incidentally also give customer the bragging rights to owning the most powerful road-legal car that BMW M has ever produced. 

Anyone, but the most fastidious and the furious however, will find the ‘standard’ XM driven here   more than capable of obliging its driver on any road within reason. 

Under hard acceleration, the XM makes all the right, burbly noises that we love from a V8 unit. Although it is hard to tell if everything you hear is legitimately produced from the ICE unit and its exhaust or if there has been any augmentation from Hans Zimmer and Co. Either way, it sounds organic and satisfying. 

From a performance standpoint, the driver would be just as well served by the models such as the BMW X5M and X6M both also made by the same manufacturer. These incidentally have also been updated and should be launched by the time you read this. If memory serves from driving the previous veracious versions, was that this writer found those SAVs unnecessarily harsh when it comes to ride comfort. I would expect that this would be improved in the latest versions, but we were allowed to drive those cars even though they were on display during the XM launch event in Scottsdale, Arizona. 

The BMW XM however, seems to have managed to strike a better balance of ride comfort and body control over the twisty and undulating roads that laced the desert. 

This is also the first M car to feature four-wheel steering known as Integral Active Steering. It not only makes the XM feel agile, it also makes for light work when maneuvering in tight parking lots. 

Another reason that might compel a certain type of M customer is its design that speaks to those looking something more expressive, more stylistic. This, isn’t a car for shrinking violets.

Just like the latest BMW models, the XM features a giant pair of grilles up front. Interestingly, I couldn’t find a model with active shutter grilles. I wonder if it’s not a thing anymore?

Whatever you think might think of the XM’s design, it’s bound to appeal to an audience. One thing that’s undeniable is that there interesting possibilities to spec your car or at the very least, burn a good amount of time with the configurator exploring colour and trim combinations.

The side trim that runs almost the whole length of the XM is matte silver but can be specified in gold. With this option, the front grille frames and wheel accents will also be finished in gold. Select this with a black colorway and you’ll have a cool John Player Special-inspired XM. 

Wheel sizes start from 21-inches while 22 and 23-inch options can be specified. 

Inside, the angular motif continues even up to the ceiling panel with a 3D pattern if you resist the option of the panoramic sunroof. Rear passengers are treated to comfy backseats with the backrest extending to the sides to caress them like a wingback sofa in a lounge. 

Up front, the layout is more conventional than the flamboyant iX for example. Perhaps a nod to M’s philosophy of prioritizing the business of driving. 

No thanks to the recent revision of taxation of luxury cars, the XM will be priced at an eye-watering $900k in Singapore, before COE. By the time it’s all said and done, its owner can lay claim to the first BMW to sell for $1 million or more. 

With one foot firmly planted in the ICE performance realm and the other in the electrification, the XM seems to find itself in a segment without a proper direct rival. From a stylistic and price point, the Lamborghini Urus comes to mind. Weirdly, the Italian brand was loosely connected to the last pure M car. Lamborghini was supposed to supply the engine of the M1 but eventually, BMW decided to go it alone.  

For M purists, this would be the price for owning an M car that can never be mistaken for being just ‘another’ BMW…

Technical Specifications

BMW XM
Engine: 4,395cc, V8 twin-turbo with 145kW electric motor
Power: 653hp (combined system output)
Torque: 800Nm (combined system output)
Gearbox: 8-speed automatic, 4wd
0-100km/h: 4.3 seconds (claimed)
Top Speed: 250kmh (claimed)
Fuel Economy: 1.5-litres/100km (66.7km/litre) (claimed)
Price: S$900,000 without COE
Contact: BMW Singapore

Here’s another BMW plug-in hybrid we review recently, the BMW 330e