BMW X3 (2026) review: driving impressions, specs, pictures and pricing

 Given its status as the de-facto rep mobile, you’d expect the 3 Series would be BMW’s best-seller. And you’d be wrong. It’s actually the X3 SUV that tops the company’s global sales charts, with more than 3.5 million examples finding homes since the first-generation model hit the market in 2004

Now the X3 is in its fourth generation, the latest model (codename G45) launching in 2024 with a striking new design and some eye-catching interior tech. The driving experience is better then ever, even if the engine count has been reduced the plug-in hybrid has been improved – and you no longer have to compromise on comfort if you opt for one of these.

What’s more, the X3 remains spacious and practical inside, making it ideal for families as well as thrusting execs. Pricing isn’t the cheapest – especially considering some of the stuff BMW leaves as optional – and there are some impressive rivals. But overall this remains a very appealing SUV.

Should you buy a BMW X3? You probably should. Some of the interior plastics are little low rent for a starting price of over £53k, and BMW’s obsession with thick-rimmed steering wheels continues to be bizarre. But otherwise this is a dazzling demonstration of superb ride-handling balance combined with a spacious and pragmatic yet tech-forward interior. It even still has an iDrive knob.

At a glance

Pros: superb ride and handling balance, loads of boot space, bombastic M50 model

Cons: cheap interior plastics, expensive options, idiotic touch-sensitive vent controls

What’s new?

Compared with the previous model, plenty. We’ll try to not get bogged down by the – ahem – questionable styling and focus on the technical tweaks. This 2024-onwards X3 is based on a revised version of the old X3’s CLAR platform – and it has a revamped range of engines, including a punchy straight-six petrol unit and a new PHEV system with an improved (but still not that impressive) 56 miles of electric driving range.

The cabin’s been fettled, too. This X3 is one of the last BMWs to adopt the brand’s Curved Display infotainment system, as found in the latest 5 Series and 7 Series. It also gets the same ‘interaction bar’ as the flagship i7 that changes colour depending on what driving mode you’re in. Plus, there are more recycled materials. On which further discussion later.

What are the specs?

While BMW is streamlining its range elsewhere, it’s retained a full complement of powertrains here. You can have it as a petrol, a PHEV and – shock – a diesel. Every model features an eight-speed automatic gearbox and all-wheel drive.

The cheapest engine is the 20 xDrive (without an ‘i’ suffix, because ‘i’ now means electric in BMW-speak) – and it’s a 205bhp 2.0-litre petrol unit. The next rung on the ladder is the 20d xDrive, which uses a 194bhp 2.0-litre diesel engine.

Surprising, isn’t it? BMW has culled diesel from just about every car it sells in the UK, including the 3 Series and 5 Series. But it acknowledges the X3 is a popular tow car – and the only sensible way you can unlock its maximum 2.5-tonne towing capacity is by getting your fuel from the black pump. Which is to say the flagship M50 petrol variant will also tow 2,500kg, but only if you’re happy for it to empty your bank account while doing so.

BMW has made the biggest gains with its plug-in hybrid powertrain. The 30e xDrive combines a 2.0-litre petrol engine, an electric motor and a much larger 19.7kWh battery pack. The result is 295bhp and a maximum electric driving range of 56 miles on paper. Sounds great until you learn the equivalent Mercedes GLC plug-in hybrid has a maximum claimed range of 83 miles.

If you’re not bothered about being eco or frugal, though, you can opt for the M50. This replaces the old M40i – and goodness gracious, is it good. It’s powered by a 3.0-litre straight-six petrol engine that throws an enormous 393bhp and 428lb ft of torque at the wheels, to deliver a 0-62mph time of 4.6 seconds and a limited top speed of 155mph.

What’s it like to drive?

Throughout the previous generations, the X3’s talent has always been the way it drives, especially if you’re looking for a dash of sportiness, with road manners exceeding those of an Audi Q5 or Mercedes GLC, albeit often to the detriment of ride comfort. BMW has worked to improve the latter and the result is impressive.

You can’t have air suspension on the X3 (go for a lavishly equipped Macan if that’s your thing). Adaptive dampers are available, though – and they’re very good. They’re fitted as standard to the M50 or you can have them as an optional extra on lowlier versions.

We’ve now tried a 20 xDrive and M50 on adaptive suspension. The setup is well damped everywhere in standard mode, with a level of compliance we’ve not yet seen in an X3. But it was a little too firm at low speeds in Sport mode. So, save that setting for when you’re on the open road – it smooths out as you pile on the speed.

The 20 xDrive has enough poke in the mid-range, but it gets breathless when you wring it out to the redline. At the end of the day, it’s still quite a small engine in what’s quite a large and heavy car.

Happily, the M50 is delightful. The six-cylinder engine has loads of grunt in reserve and, because it has more capacity to play with, you don’t need to worry as much about keeping it on boost. Simply flex your big toe and gurn out of the side window as your overtaking victim rushes past your B-pillar. It’s hilarious.

For a car capable of such enormous speeds, it’s remarkably composed and refined. The M50 is up there with the best SUVs for yomping across Europe in. The engine is vocal when you want it to be (i.e.: tearing down a slip road) and quiet when you don’t (i.e.: cruising along at 70mph). The engine is accompanied by a contrived synthetic exhaust note that’s piped through the speakers but, mercifully, you can turn that off. The engine doesn’t need it.

You get the same chubby steering wheel found in the 1 Series – but it seems more at home here. It took some of us a little while to get used to the combination of this and the relatively limited steering feel, but once acclimatised this becomes an SUV that’s easy to place through even the tightest corner, while also offering plenty of room for playfulness.

A proper hoot on the right road yet entirely civilised when you’re not mucking about, the M50 is the X3 to go for. Although the current (as of January 2026) asking price is £73,715, which isn’t to be sniffed at.

What’s the interior like?

This X3’s interior is a significant departure from its predecessor, with BMW’s now familiar Curved Display set-up dominating the interior. Consisting of a huge 14.9-inch touchscreen and 12.7-inch digital instrument cluster abutted together, both offer sharp graphics and a speedy response time.

While there are few physical buttons, you may be glad to know that the new X3 keeps the iDrive rotary controller. This means you aren’t purely reliant on the touchscreen to control key functions such as the climate. We’re divided by the system, though – half of the CAR team preferred using the touchscreen, while the rest gravitated towards the rotary controller. Weird how times change.

Generally speaking, the X3’s cabin looks pretty swish, with its glowing interaction bar that stretches across the door cards. The side air vents are also controlled by a sliding touch control, which are a bit gimmicky if we’re honest. But what’s worse is how the overall quality falls short for a £50,000+ SUV. There are some surprisingly cheap materials on said door cards and below the touchscreen, both areas you interact with quite often. Basically every premium rival feels more, uh, premium inside.

More positive is the X3’s spaciousness. Although it’s not available with a third row of seats – that’s unique to the Land Rover Discovery Sport in this class – the seats it does have are all very useful. Adults can sit comfortably in the rear, and the 570-litre boot is ever so slightly larger than before. Individually folding rear seats and a retractable parcel shelf that neatly fits beneath the boot floor when not in use also make the X3 more useful.

No prizes for guessing the PHEV variant loses around 110-litres of boot capacity, though, due to the drive battery. It’s also a minor shame the rear bench doesn’t slide at all to balance luggage and leg room as required.

Before you buy (trims and rivals)

Three versions of the X3 are available: xLine, M Sport and the M50. Prices for the xLine start from £53,305; M Sport versions are priced upwards of £55,105 and the flagship M50 starts at £73,715.

Might seem a bit eyewatering on the screen there, but it’s basically on par with major rivals. Although as with any BMW, the option packs are what quickly increase the price. It’s quite easy to spend another £10,000 if you don’t exercise much restraint. 

Standard equipment includes 18-inch alloy wheels, an electric boot, keyless entry and heated and electric front seats, with the M Sport trim adding larger 19-inch rims, a sportier body kit and Alcantara and vegan leather upholstery. With the top-spec M50, you’re primarily paying for its much more powerful engine, although it also gets the tacky light-up grille and some upgraded brakes.

Note that while there are plenty of conventional competitors, this internal-combustion X3 also faces new competition from the 2026 BMW iX3, the first of the firm’s Neue Klasse models, and the forthcoming electric Mercedes GLC. Although the all-electric Macan hasn’t been the hit Porsche was hoping for, both these newer EVs offer impressive numbers, and the iX3 was one of the best cars we drove in 2025. Of any kind.

Verdict

The X3 has always been one of the most enjoyable family SUVs to drive, but the chassis tweaks BMW has made to this fourth-generation model have made it even better. We’re particularly fond of how the brand has managed to engineer in a little more comfort. It’s made a great all-rounder even more recommendable.

Like before, it’s a spacious and practical choice, and the M50 variant is a real highlight. It’s only the slightly cheap-feeling interior that detracts from what is otherwise an SUV that’s hard to fault.