BMW iX3 Neue Klasse Review

​Introduction and Model History

BMW's first iX3 was a half-hearted effort, taking the existing combustion X3 and wedging a RWD battery drivetrain beneath. You can forget about that now. This one is all new. And we mean all-new.

The company refers to its upcoming line of EVs as the Neue Klasse, which was also the name for the range of sporty saloons that absolutely saved the then-languishing company in the 1960s. That tells you what a step-change they think the new cars will be.

We drove a twin-motor version, the iX3 50 xDrive. It's a prototype and BMW won't give certain specs until it shows the car's design and the Munich motor show on 5 September. But the driving experience and the new iDrive display system were pretty much final so we got a viable impression. 

We can also show you the dash and displays because they were shown at the CES tech show in Las Vegas earlier this year. There has also been a concept version of the iX3 which shows us what the exterior metal panels are like.

The whole range of new EV BMWs from now on will use this drivetrain – battery, electronics, motors, all to be made in various capacities and outputs. That starts with six new models in just two years, including an electric equivalent of the hallowed 3-series saloon. 

Also, the iX3's new screen and control system will be rolled out across combustion BMWs and (with a different look) MINIs and BMWs too.

Battery, Charging and Efficiency

Headline numbers: the iX3 will do 500 miles of WLTP range. That's not just because the battery is huge, but because all electrical systems have been redesigned for efficiency. An equivalent Audi SQ6 eTron, itself brand-new, goes 3.4 miles per kWh in the WLTP test. This iX3 does 4.1m/kWh.

A more efficient car will take less time on a fast charger because it need less energy to cover your trip. But the BMW has a double advantages because it also charges staggeringly fast: up to 400kW when it arrive at the charger near flat. I watched as it sucked in 220 miles-worth in just 10 minutes. The whole 10-80 charge is 20 minutes on an ultra-rapid charger or 30 minutes on the lower-voltage 150kW chargers we often see in the UK.

The BMW is also ready for plug-and-charge, so it starts to draw current within seconds of your plugging in – no need for contactless card pre-authorisations. And it can act as a home battery for your solar system

Styling and Dimensions

Beneath our test car's eye-defeating disguise, the body panels are almost identical to last year's Vision Neue Klasse X concept (the silver car in these pictures) except the real iX3 has pop-out door handles and frames around the door glass, and slightly different aero treatment for the lower bumpers front and rear. 

Compared with recent BMWs including iX1 or i5, it's a much better proportioned and less fussy design. Lines are chiselled, surfaces clean, and the nose treatment relies mostly on light rather than the old kidney grilles.

Its overall size closely matches the current X3 petrol and PHEV car. But the long wheelbase and flat floor means as much rear passenger room as full-size SUVs like the X5.

Interior

The inside is the first obvious sign things have radically changed. There's no instrument binnacle as such, and the iDrive controller wheel has gone too. Instead, the driver's display is above the steering wheel rim. It's part of the so-called panoramic display, which runs right across the base of the windscreen, visible to everyone in the car. That screen is actually a reflection in the dark strip of the glass commonly used to hide the parked wipers. 

The panoramic view carries the driver instruments, plus your selection of six widgets. Among the many choices are time and distance to destination, weather, music info, phone, trip computer, compass and an avatar for the sophisticated voice activation. 

Meanwhile the main touchscreen is a new six-sided shape, reversed for us right-hand drivers. One edge is very close to the steering wheel rim, making it easy for the driver to reach some important icons.

The whole system is responsive and the graphics are clear. Too many cars these days have crowded menus written in small fonts, mid-grey on a slightly lighter grey background. This is much more readable.

There's also a HUD, which uses navigation info to overlay onto the road ahead a representation of the shape of the upcoming corners, so you can better judge speed.

Motors, Performance and Handling

The iX3 we tested has 475 horsepower between its front and rear wheels, for a 0-62mph time of 'less than 5.0' seconds, claims BMW. But most striking isn't the sheer power, but the smooth calibration of the accelerator. You can get just what you want when you want, without the occasional punchiness of many high-performance EVs. 

The motors are brand-new, redeveloped for better efficiency. As usual for BMW the rear one is an all-coil motor (or EESM) for good high-speed power. The front one, though, is a simple and compact induction motor. Neither of them use any rare-earth metals.

There is one single controller for all dynamic functions – motors, torque distribution, traction control and ESC, regenerative and friction braking and steering assistance. BMW calls it the Heart of Joy. It means all those systems work in harmony, and can react much faster than if they had separate controllers as almost all other cars use.

What you feel is beautifully subtle traction and stability control, even in the wet. The steering has a very natural weight, and gives a good sense of the car's grip, which is evenly shared between front and rear wheels. It's all very confident.

The suspension is comfortable, absorbent without being floaty, even when you're cornering hard and the road dips or crests. Mostly this feels like a nimble midsize hatch, not the heavy roomy crossover the dimensions say it is.

A special mention has to go to the brakes. Almost all braking is done by regeneration, which helps efficiency and avoids the uncertain feeling many EV brake pedals feel part-way down the travel. It also allows the car to roll to rest with a lovely liquid motion not a creaking jerk. Driving smoothly in traffic is a pleasure.

BMW isn't hyping any kind of 'self-driving' as Tesla does and Chinese manufacturers do on home turf. BMW says (and we agree) that no manufacturer has nailed it yet, so best leave it out. But the advanced features that are fitted on this car work very subtly, and if you're driving with attention, they won't interfere. The self-parking is mighty impressive: easy to activate, quick, versatile and smooth

Running Costs and Pricing

The impressive efficiency means lower running costs than rivals as well as long range for the battery size.

We have no official word on prices as launch is a year away. But for this powerful 50 xDrive version we'd expect around £80,000. Lower and higher specs will follow: different battery sizes, single or triple motors.

Verdict

BMW had made such striking promises for the Neue Klasse that we'd feared it wouldn't live up to the hype.

But on the strength of this drive it seems to be very promising. Panoramic iDrive – the new control and display system - is very useable. The rest of the interior is roomy and looks good. Acceleration, braking and cornering stability are superb, helped by the new electronic 'Heart of Joy'. Importantly, the WLTP efficiency if remarkable, and we experienced something impressive on a decent-length test drive. If those numbers hold up in Britain, this will be a step forward in range and charging times for any biggish crossover.

But best of all is it's absolutely a BMW, just an extremely good one. It doesn't feel digital or remote from the driver. Instead it's engaging and keeps you in the loop. And it doesn't try to drive itself.