SUVs: Will the new BMW X3 outperform the Audi Q5 & Alfa Stelvio?

BMW X3 xDrive20d |
RRP from EUR 54,000, savings of up to EUR 8,004 |
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Audi Q5 40 TDI quattro |
RRP from EUR 51,750, savings of up to EUR 6,107 |
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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

New look: The rear of the facelifted X3 now looks significantly different with the modified lights.
Engine type/cylinder
installation position
valves/camshafts
camshaft drive
displacement
kW (HP) at 1/min
Nm at 1/min
V max
transmission
drive
Brakes front/rear
test car tires
tire type
wheel size
Exhaust gas CO2
Consumption*
tank capacity
fuel type
SCR catalytic converter/AdBlue tank capacity
pass-by noise
trailer load used/unused
drawbar load
trunk volume
Length Width Height
wheelbase
basic price
Test car price (is evaluated)
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.

The X3 can be operated in many ways, but the understandable voice control was still missing options in the test car.
In the X3 we have a wide choice when it comes to operation
acceleration
0-50km/h
0-100km/h
0-130km/h
0-160km/h
intermediate sprint
60-100km/h
80-120km/h
curb weight/load
Weight distribution v./h.
Turning circle left/right
seat height
braking distance
from 100 km/h cold
from 100 km/h warm
interior noise
at 50 km/h
at 100 km/h
at 130 km/h
consumption
saving consumption
test consumption
Average of the 155 km test lap (deviation from the WLTP specification)
sports consumption
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.

In comparison, the softest: No competitor filters out bumps in the road as skilfully as the Audi Q5.
