The last time we drove the third-gen BMW X3, we were a bit disappointed with its cabin design, technology, and overall position in the segment. The 2022 BMW X3 is trying to change that with its midcycle update, which involves a moderate improvement to its interior and exterior design, plus the addition of more up-to-date technology. Are these changes enough to impact its impression among our staff?

If you place a 2018 and 2022 X3 side by side, the differences are quite noticeable. Up front, the grille, headlights, and fascia are new, with the air vents getting bigger and bolder, particularly on versions with the M Sport design package. The iconic double kidney grille is a bit bigger on the newer model, and it seems like the two kidneys sit closer to each other, while the headlights adopt a modern design and feature new daytime running lights. Walk to the back, and the squared taillights stand out, while the rear fascia and tailpipes are similarly more squared than before.

The exterior upgrade is well received, making the 2022 BMW X3 look younger, fresher, and sportier. It's not that the 2018 model looks old, but in a segment that's quickly evolving—and where there's stiff competition—last year's X3 seemed to be stuck in time.

The changes inside are also welcomed. Gone is the old CD player layout, which is replaced by a redesigned center console with updated, metallic switchgear that gives the interior a fresh feeling. Although the center console didn't change much, the updated design is nicer and more contemporary, with a new display for the climate control. Also new are the shifter and all the real estate around it, which now includes a push-start button next to the shifter (instead of next to the air vents) and new iDrive controls. But the most important upgrades are the bigger 12.3-inch touchscreen atop the dashboard and the 12.3-inch display that replaces the analog instrument cluster. The touchscreen adds the new iDrive infotainment system, which now supports Android Auto—a first in the X3. Wireless Apple CarPlay is now standard across the board.

These changes are not only noticeable but appreciated. The graphics in the new instrument cluster aren't as eye-popping as the 3-D graphics in the Genesis GV70, but we're glad to see a more modern interior in the Bimmer. iDrive 7 is easier to use than the outgoing version, with updated maps and more modern graphics.

Under the X3's hood, things remain mostly unchanged. The X3 xDrive30i's turbocharged 2.0-liter I-4 engine again delivers 248 hp and 258 lb-ft of torque. An eight-speed automatic transmission sends that power to all four wheels, though when the conditions are optimal it sends most of the power to the rear wheels.

This formula plays out well on the road. Although the X3 xDrive30i isn't a dynamic SUV (that task is meant for the more powerful, six-cylinder M40i), it delivers a comfortable yet sporty ride. The base engine is punchy enough to power the X3 through twisty uphill roads without hesitation, with the transmission quickly downshifting when needed to deliver more torque. Paddle shifters are included in case you want to manually select your own gears, but we found the transmission quick on its own.

A Sport Individual driving mode allows the driver to customize the driving experience for the engine, transmission, and steering, but we didn't feel much difference compared to Normal mode. In any case, the chassis tuning stands out on the twisty roads, where the X3 feels planted and exhibits low body roll, while the suspension manages to absorb pavement imperfections in a good manner.

Objectively, the X3 xDrive30i's numbers aren't eye-popping. Going 0 zero to 60 mph takes 6.4 seconds, a so-so figure compared to other entry-level German SUVs. The 2021 Audi Q5 Quattro we tested earlier this year got to 60 mph in 5.7 seconds, and a 2020 Mercedes-Benz GLC300 did so in 5.4 seconds—a full second ahead of the Bimmer.  Expand that list to include the 2020 Acura RDX and 2022 Lexus NX, and the X3 stands in a better position. The RDX reached 60 mph in 6.4 seconds, and the NX with its new turbo 2.4-liter engine did so in 7.3 seconds.

The story is mostly the same with the quarter-mile and figure-eight tests. The X3 crosses the quarter-mile mark in 15.0 seconds at 92.5 mph, a number that's slower than the Audi (14.4 seconds) and Mercedes (14.1 seconds), but faster than the Acura (15.2 seconds) and Lexus (15.5 seconds).

Braking, however, is a strong characteristic of the X3; it stopped from 60 mph in 109 feet—an impressive number considering its size and weight.

The X3 xDrive30i starts at $46,695, though prices quickly rise depending on the equipment. The good news is that the cost stayed relatively the same compared to the pre-refreshed model; the bad news is that the model we tested was $57,590. Our X3 was well equipped, but that's a hefty price tag, and one that could easily be beaten by non-German entries in this segment.

However, the changes made to the X3 make it younger and fresher—both inside and out. Is the X3 a better competitor because of these changes? Partially. The technology inside is newer and better, and we like the fact that prices didn't escalate much with the new equipment. Still, that doesn't completely fix everything with the X3. Its performance isn't up to par with the other Germans, making it mid-pack at best in the segment.

We welcome the refreshed X3, but we hope the next generation is stronger.

Drive enough cars, and you come to realize the biggest and most powerful versions aren't necessarily the best. In fact, many of history's most celebrated cars have prioritized a balanced driving experience over outright power and speed. We wondered if this would be the case with the 2021 Toyota GR Supra 2.0, the entry-level version of Toyota's recently resurrected sports car.

The 2021 Toyota GR Supra 2.0 is so named because it is powered by a BMW-sourced, turbocharged 2.0-liter engine developing a punchy 255 hp and 295 lb-ft of torque. Before you jump to call it underpowered, we managed to hit 60 mph from a standstill in just 4.8 seconds. That time makes it quicker than every single other Toyota Supra we tested before the current model made its debut, including the coveted 1997 Supra Turbo, which managed the same feat in 4.9 seconds. The new 2021 GR Supra 2.0 benefits from modern tech like a slick-shifting eight-speed automatic transmission, launch control, and sticky summer tires. Its acceleration is 0.8 second slower than the more powerful 2021 Toyota GR Supra 3.0 we tested earlier in 2021.

This Supra does lack some gear that significantly differentiates it from the GR Supra 3.0, including adaptive sport suspension, an active rear sport differential, four-piston front brakes, 19-inch wheels, and larger exhaust exits. The Supra 2.0 makes do with single-piston front brakes, 18-inch wheels, and a smaller exhaust setup. Otherwise, the two variants are cosmetically identical, which is a huge advantage for folks who just want to buy a more affordable car that looks cool.

Aside from being quick off the line, the 2021 Toyota Supra 2.0 has impressive grip thanks to its sticky Michelin Pilot Sport 4S tires. In our skidpad testing, where we evaluate a vehicle's lateral grip, the car pulled an average of 1.0 g, the exact same as the Supra 3.0. Although it exhibits impressive road holding when the pavement is smooth, the suspension still jumps around quite a bit over rough spots, jostling everyone inside.

The poor manners continue under acceleration and braking. The Supra 2.0 wiggles its tail off the line, and it wants to rotate under hard braking, so it's important to be mindful of your steering and to keep the wheel pointed straight. We also noted the GR Supra 2.0 requires smooth driver inputs at all times to compensate for its twitchy nature; the car was eager to oversteer as soon as we disabled stability control for our on-track testing.

Brake pedal feel is fantastic, however, with just enough weighting and feedback to allow for reliable and predictable slowing or stops. That said, after a stretch in the canyons, we picked up noticeable brake fade, which was also evident in our track testing. After three stops of 108 feet, 107 feet, and 108 feet from 60 mph, the fourth stop took a significantly worse 124 feet.

All of this isn't to say the 2021 Toyota GR Supra 2.0 isn't entertaining to drive. At times it can be hilariously fun, especially with the massive amount of grip that enables the car to carry a huge amount of speed through corners. The steering is quick and precise, but it takes a while to get used to the numb feel. The thin rim feels great, but the swaths of plastic in its center and bottom spokes deliver a bit of an ungainly look. We also noted in daily driving and on twisty roads that the steering wheel doesn't like to unwind on its own; we had to apply a bit more force than usual to get the wheel to straighten out. This feeling of gumminess in the rack serves as another distraction within the Supra's overall fun-to-drive personality.

Whereas the 3.0-liter Supra is more of a hot rod, the 2.0-liter car is brisk enough to be enjoyable but not so quick that you must keep lifting just to keep it near the speed limit. Still, although the smaller powerplant doesn't have the same grunt as the engine in the Supra 3.0, it still provides some satisfying power when the transmission changes gears, and you get some crackling from the exhaust when you lift the throttle. The drivetrain is very smooth and is fun to rev out, too. It's perfectly powered for more technical roads, especially with the sheer amount of mechanical grip. The sporty coupe is a joy to send through tight corners, and the best way to drive the car is to find a consistent rhythm while relying on its sticky tires, rather than braking heavily into every bend.

Sport mode adjusts the throttle response, shift tuning, and steering feel. We preferred to shift for ourselves in this mode because the transmission tuning felt overaggressive; it kicked hard while upshifting and downshifting around town or on the highway. It also didn't feel very intelligent when we used Sport mode on the track and on our test route, as it tended to avoid downshifting. Manual shifting largely solves this problem, and the paddles have a nice feel as an added benefit. In all, the Supra 2.0 is engaging if road conditions are right, but when everything isn't ideal there are enough small issues to at times lead to frustration.

The 2021 Toyota GR Supra 2.0 uses a Toyotafied version of BMW's iDrive system, but to get the most out of the infotainment system, which includes an 8.8-inch touchscreen, you must upgrade to the Safety and Technology package. Doing so, which costs a hefty $3,485, adds wireless Apple CarPlay (but no Android Auto). It also upgrades the sound system to a 12-speaker premium JBL setup. Navigation gets bundled with this package along with Toyota's Supra Connected Services, which includes real-time traffic monitoring, stolen-vehicle tracking, and remote services. It also buffs up the Supra's suite of safety tech, adding active driver assist systems including adaptive cruise control, blind-spot monitoring, rear cross-traffic alert, and full parking sensors with emergency braking functionality. There's enough equipment in the Safety and Technology package that most buyers will likely want to check this box when they purchase their GR Supra 2.0; the car would feel pretty decontented without it.

Still, the 2021 Toyota GR Supra 2.0 has some crucial standard equipment that makes it a smidge nicer than the average Toyota. Keyless entry and ignition come equipped on every model, as do LED automatic leveling headlights, LED daytime running lights, and LED taillights. Other standard safety equipment includes pre-collision avoidance with pedestrian detection and lane departure warning with steering assist. The car also has heated mirrors—but no heated seats. For a vehicle with a starting price of just over $44,000, it's a light loadout of equipment.

The hatchback liftgate goes a long way in making the Supra a daily-driving option. Its trunk is deep and wide and can swallow a good number of groceries or even small furniture items. An external button for opening the trunk is absent, however, and it can be annoying to have to pull out the key to open the hatch. The Supra also has long, thick doors that make it tough to enter and exit the car in medium-sized and smaller parking spaces. This Toyota has eye-catching looks, but it also has some of the inconvenience typically associated with driving a supercar, not a moderately priced sports car.

As tested, this 2021 Toyota GT Supra 2.0's MSRP was $47,745, which is within striking range of a Supra 3.0 at $52,565. It put down some impressive performance numbers for a car with the base engine, but the overall driving experience isn't as refined and doesn't feel as special as you get with the more potent Supra. The numb steering and frenetic suspension tuning are negatives within what is an otherwise entertaining drive. That said, this is one of the most unique designs at this price point, and only the most knowledgeable car dorks know the difference between the 2.0 and 3.0 models. In all, the 2021 Toyota GR Supra 2.0 is a solid attempt at a driver's car. It simply falls short of greatness due to its lack of balance and refinement. We recommend sticking with the more powerful version.

(https://www.motortrend.com/reviews/2021-toyota-gr-supra-2-0-first-test-review/)