BMW does crossover right with X3

A squadron of SUVs and SUV-type rigs has passed through my garage this winter, each with its own promise of uniqueness.

Most-power-in-the-class here, most-cargo-capacity-in-the-class there; a new sport-shift for this model, a new, fully independent rear suspension for that – each has its own, compelling purpose for consideration.

Of them all, though, only one broke the mold. Although it’s essentially a carryover, BMW’s X3 continues to impress with its adherence to the corporate mission.

The X3 is a crossover, built on the platform developed for the previous-generation 3-series cars. Since crossovers are the new Big Thing, it’s not the concept that sets the X3 apart, but the execution.

There’s a lot of talk in the auto industry about “DNA,” shorthand for the set of qualities that distinguishes a brand among its peers.

BMW has mastered the matter of DNA; it’s inherent in every model it makes. You can feel it in the steering, the suspension settings (and the way they interact with the wheels and tires) and in the car’s responses to driver input.

The X3 carries an untainted strain of the BMW DNA. Its ride-and-handling package is more sport-sedan than crossover SUV.

BMW has not built the car with a ride that can be “cloud-like,” and an X3 outfitted with an optional sport suspension does not go gently down that pitted road.

The ride isn’t harsh or even unpleasant, but the suspension does not attempt to tune out every lump and bump in the roadway. To do so is to sacrifice control of the mass of vehicle the suspension keeps in check.

The payoff is a sport-ute that handles like most sport sedans.

There’s another, more subtle reward, too; even in everyday, around-town driving, the X3 responds instantly and effortlessly to every input of the steering wheel, the brake pedal and the throttle and, in the end, that is both a satisfying and relaxing way to drive.

Considerable technological wizardry is employed to pull off this trick, but I’ll mention just one.

To counter the heightening effects on the center of gravity imposed by the upright, SUV format, BMW runs the X3’s front driveshaft through the oil sump. Since both of those components must occupy space, and since stacking them one above the other would elevate the center of gravity, the only logical solution is to force them to share space.

And, yes, such complexity increases the costs of maintenance, but when one is carving up the backcountry, such considerations never enter the equation.

Normally suspended X3s will be more civilized, in the most conventional use of the word, than one with a sport suspension, but, still, if you want cloud-like, best look to another manufacturer.

Long before one has noticed ride characteristics, one will have also noticed that the steering system is seriously heavy at low speeds — heavier than in any other vehicle I can think of off the top of my head. At speed, what was heavy in a parking lot comes to life with uncanny road feel, tons of feedback to the driver and tremendous accuracy.

Again, with a handful of unavoidable exceptions and the occasional mistake, if something must be sacrificed in the BMW world, it won’t be performance.

Besides, if you really hate the steering, a speed-sensitive system is available as a $250 option.

When it comes to power plants, BMW favors inline six-engines, which are inherently longer than V-configured engines of similar displacement. A longer hood is the result and on a small rig like the X3, the extended hood is both an integral component of the design and a visual link to the rest of the 3-series family.

The sharply chiseled character lines, flared fenders and dogleg C-pillar reinforce the connection.

The inside is familiar terrain, too, featuring terrific seats and a full array of BMW’s many and confusing buttons and switches. It has always been thus with BMW but the layout gains clarity with use and is actually quite user-friendly.

In days past, BMW favored Spartan, dark-toned interiors but along the line learned how to design attractive environments. Audi is still master of this domain, but these days BMW materials and fit-and-finish take a back seat to none.

You won’t get a lot of folderol in an X3 interior – no hideaway seats, sliding infant chairs or dropdown rear-seat entertainment systems. Even the single cupholder is clearly an afterthought; it’s tacked onto the center console to satisfy the demands of the U.S. market.

For 2006, there is only one engine choice, a 3.0-liter inline six that makes 225 horsepower and can be mated with a six-speed manual transmission or a five-speed automatic with sport and manual shift modes.

It also features new, body-colored bumpers, chrome kidney grilles and chrome window trim. The Sport Package includes body-color side skirts and a new steering wheel and optional 18-inch wheels.

You’ll notice two paragraphs up reference to a six-speed manual transmission; that alone tells you how deeply BMW DNA suffuses the X3; it may be a crossover, but it’s a crossover done the BMW way.