BMW X3 xDrive20d
RRP from EUR 54,000, savings of up to EUR 8,004
Audi Q5 40 TDI quattro
RRP from EUR 51,750, savings of up to EUR 6,107
Alfa Stelvio 2.2 Diesel Q4
RRP from EUR 58,500, savings of up to EUR 8,128
The X3 facelift brings a new rear look
kW (HP) at 1/min
Nm at 1/min
test car tires
Exhaust gas CO2
SCR catalytic converter/AdBlue tank capacity
trailer load used/unused
Length Width Height
Test car price (is evaluated)
4687/1903 – 2163**/2163mm
Seven-speed double clutch
4682/1893 – 2140**/1662mm
Four-cylinder, turbo + electric motor
v. 225/45 R 20, h. 275/40 R 20 Y
We were curious to see whether the BMW can justify its significant price increase. After all, increasing the starting price by 4700 euros for the xDrive20d is no small matter. Anyone who takes a seat on the X3 sports seats and looks at the large 12.3-inch screen (of course, subject to a surcharge: 1600 euros in the package) is initially reconciled with the additional price, especially since none of the test candidates falls below the 60,000 euro mark . While we initially got lost several times in the Alfa infotainment and the Audi system, which relies on touch operation, distracts us while driving, the BMW operation seems exemplary to us.
In the X3 we have a wide choice when it comes to operation
Weight distribution v./h.
Turning circle left/right
from 100 km/h cold
from 100 km/h warm
at 50 km/h
at 100 km/h
at 130 km/h
Average of the 155 km test lap (deviation from the WLTP specification)
CO2 (test consumption)
Range (test consumption)
In the X3, in contrast to the Audi, the driver sits more in the middle than on top; the BMW also feels bigger and heavier than its rivals. When driving it is noticeable that the steering has been revised. The slightly hectic around the middle position, excessively sporty for SUV claims, has given way to a more balanced, calmer one. This results in a more relaxed driving experience than the BMW brand cliché would suggest. The chassis presents itself more on the sporty side, with long spring deflections, but still with a firm basic note.
In contrast to its competitors, the BMW lifted one leg slightly at the front during the evasion test, by three or four centimeters – apparently the result of the slightly rear-heavy weight distribution and non-slip mixed tyres. This isn’t a real security flaw, but we have to note it here.
When it comes to comfort, nobody can match the Q5
In the chapters chassis and steering, the Audi shines above all, despite its slight top-heaviness. None of the competitors follows the steering movements so faithfully, none filters away so much comfort inconvenience, from cobblestones to nasty pothole. Nevertheless, it can be swung through the pylon alley just as quickly as the BMW.