An all-new X3 is a departure from the styling theme that debuted for 2011 and was updated in 2018.

Dimensionally the new X3 is unchanged from its predecessor. Engine choices this year include the 255 horsepower, 2L turbo, marketed as the X3 30xDrive, and the 393 horsepower, 3L inline six, sold as the M50 xDrive. Both engines feature a mild hybrid system incorporating a 48 volt electrical system.

The turbo six of the M50 xDrive model is very quick and eager but lacked the silky smoothness expected of an inline six and its exhaust noise is more prominent than desirable.

The steering is nicely weighted and accurate but lacks road feel.

Handling is steady but the ride of the X3 M50 xDrive is disappointing.

Wind and road noise are nicely suppressed but there is a lot of ping from road grit under the car.

The interior reflects a good use of space and room is good front and rear. The seats are comfortable for all occupants. Cargo space is very competitive. The front of the cabin is dominated by the same computer tablet as found in the BMW i4. Like its showroom mate, the graphics of the gauge package are ultra crisp but the actual design of the visuals is unattractive. The cabin styling is generally visually disappointing. The accent trim on our M50 xDrive model consists of a translucent plastic that can be backlit by a wide array of ambient colours. It is not universally appreciated. There are some very blocky, rectangular shapes on the doors, including large pods at the top front of the front doors containing vents and their fan speed adjusters. Very odd. There are no conventional dash centre vents, just a small, rectangular slot that emits mere whisps of air. Cabin trim looks to be good quality. The deep bin at the front of the centre console holds a lot of in-vehicle detritus but again, is visually unpleasant. BMW’s iDrive takes centre stage on the console.

The X3’s exterior reflects a new design language from BMW. The X3’s silhouette is familiar but the surfacing is very clean but some observers thought it looked a bit blobby. The front end features an oversized spin on BMW’s twin kidney grille theme, which is underlined by a mixture of lower air intakes and decorative accents. On the M50, the grille, air intake and piercings are rendered in black with no bright accents, which looks very austere.

The 30i version, with a comprehensive active safety suite, L.E.D. headlights, power front seats, heated front seats, a wireless version of the iOS-Android cellphone hookup, wireless cellphone charging, a panoramic roof insert and deep tint, is nicely equipped. At $4250, leather seating is extremely expensive. Most metallic paints cost $900 but the “Frozen” colours are priced at an outrageous $6000. Genuine trim is a bargain at $250. Moving up from the 2L 30i to the six-cylinder M50 costs $16,000, a lot of money for 138 horsepower.

Predicted reliability is below average. Capricious electrical system can exhibit hard to diagnose problems. Oil leaks are common. Some complaints of oil sludge forming in the variable valve timing mechanism on other BMW engines. Oil changes should be done every six months or 8000 km, not at the much longer intervals recommended by BMW. Complimentary scheduled service for the first four years or 80,000 kilometers is standard. Leasing for no longer than the warranty is recommended.