► CAR drives the all-new, Neue Klasse-flavoured iX3
► Fresh design language, next-gen technology
► And it just so happens to be damn good…
This is, without a shadow of a doubt, the most important BMW for at least a decade. The new BMW iX3 isn’t just a new generation of an electric SUV – it’s the first production result of its huge, sweeping Neue Klasse initiative.
That means a complete overhaul in how BMW designs, engineers and manufactures cars, with Neue Klasse affecting everything from how all the brand’s future cars will look, to how they drive and interact with you.
No pressure, then, BMW – you’ve only just made one of the biggest ever investments (and therefore, gambles) in your illustrious history. This had better be good.
We’ve driven the new BMW iX3 on public roads in southern Spain, as well as on track at the Ascari race circuit. To see why you should trust our reviews, read more on how we test cars.
Should you buy a BMW iX3? Yes. Just… YES.
At a glance
Pros: Range; performance, interior tech, quality and space; handling
Cons: Physical buttons and paddles on the wheel would be good; er…
What’s new?
What isn’t?! This new iX3 debuts an entirely new design language, new electric motors, new battery technologies and an entirely new interior design and technology concept.
At the initial reveal, Adrian van Hooydonk, BMW Group’s design head, said the design language that launched with the iX3 ‘marks the beginning of a whole new vehicle generation and will define BMW’s future to a large extent.’ The most obvious design details can be seen on the iX3’s front end – a pair of skinny kidney grille-like elements front and centre are flanked by two black panels that house the headlights and sensors. Expect the overall Neue Klasse look to adapt slightly depending on what model it’s then applied to.
The new design language extends to the interior, which launches with a whole new concept of how information is displayed in front of you. In terms of technology, all of BMW’s future facelifts and new-generation models will benefit from the new design and interior upgrades – but its EVs will benefit the most given the new battery and electric motor solutions the brand has engineered.
The new battery pack, for example, uses cylindrical cells instead of pouch of prismatic ones; technically a more expensive process, but one that’s much more energy dense and allows for faster charging speeds. All Neue Klasse electric cars have an 800-volt architecture, too.
Then there are the electric motors – ones that BMW calls its Gen6 units. An asynchronous electric motor is used on the front axle, with an electrically excited synchronous motor driving the rears. BMW claims both reduce energy losses by 40 per cent compared to the Gen5 ones. The brand also says these motors are 10 per cent lighter and 20 per cent cheaper to manufacture, too.
BMW is also keen to point out the iX3’s recyclability. As well as the wider efforts as part of the Neue Klasse program to decarbonise and create more of a circular economy, certain of the iX3’s components are either wholly or at least part-recycled. So much so that BMW says a third of the whole iX3 is made up of recycled content.
What are the specs?
For now, there’s only one edition: the 50 xDrive. It uses a 108kWh battery pack and those two e-motors for all-wheel drive, developing a total of 463bhp and 476lb ft to play with – good for a 4.9sec 0-62mph time and a top speed of 130mph. This version also claims a WLTP range of 500 miles, making this one of the longest-range electric cars you can buy.
Thanks to that 800-volt electrical system, you have an EV that can charge at a maximum of 400kW – provided you can find a DC charger that could do such a thing. The brand’s engineers are also keen to point out that, despite it running on an 800-volt platform, the iX3 can still charge on older 400-volt public chargers as well as newer ones – a detail that has been a thorn in Mercedes’ with its new MMA architecture, whereby the first CLA models didn’t launch without the required DC-DC converter and are having to be retrofitted with one at an extra charge.
BMW says it uses AI and software to make charging a little easier. For example, the iX3 will automatically open its charge port when you stop at a public charge point (or will learn when and where you charge on a private point at your home or workplace), and the infotainment logs information like realistic charge peaks (i.e.: if a public point claims a 350kW max charge, but recent completed charges only peak at 160kW, BMW notes that lower figure instead).
The iX3 can also be had with bi-directional charging – albeit with a few asterisks applied here. You’d need to spec the ‘Charging Professional’ option that enables a faster 22kW AC charging speed (stock iX3s only charge at 11kW AC) and, while we’ll be able to power devices via the vehicle-to-load function, bidirectional charging via a BMW-specific wallbox isn’t (yet) available in the UK.
The line-up will be expanded with an ‘entry-level’ model, but quite how that model will be specified is still to be confirmed; it could use a smaller battery or have just one e-motor instead of two – or a combination of both of those factors – but we don’t know yet. There’ll almost certainly be some sort of M version to come, too, potentially playing with the quad-motor system BMW is currently developing for its first electric M car.
What’s it like to drive?
In short, it’s fantastic.
BMW has nailed the driving position, offering loads of seat and steering wheel adjustment. For the first few miles, the positioning does feel a little odd given the dashboard sloping downwards below the windscreen, but your brain readjusts. Visibility is excellent, with slim door and roof pillars and a big rear window.
The steering itself has an alertness not normally felt in this class of car. It’s not full of feel, but there’s a darty-ness to it – an energy that makes the iX3 feel athletic out on the road. But it’s not twitchy or nervous; it calms down when on the motorway or at high speeds and makes the iX3 feel sure-footed.
Performance is more than enough, with potent acceleration from the twin electric motors that don’t leave you wanting for more. It’s responsive, too – there’s no lag or moment where you’re waiting for the throttle to send a telegram to the motor. It’s all there on your tiptoes.
While BMW has moved on from its Hans Zimmer-approved ‘IconicSounds’ that emit noise when you accelerate and slow down, the replaced ‘HyperSonX’ synthetic whooshing isn’t miles better. Still, though, it is less annoying than the Tron-spec noises BMW EVs used to make.
As for efficiency, our tests in southern Spain driving on highways as well as up and down hilly twisty roads netted a rough figure of around four miles per kWh. Not a scientific figure, per se, but good. The range predictor is very realistic, too, constantly updating – it was very interesting to see a range of around 250 miles left on half a charge. On a full charge and switching to Eco, we saw a predicted max of 609 miles. Madness.
We also had a go driving an iX3 on sport tyres at the Ascari circuit. Let’s be honest, this isn’t the natural home of the electric SUV and yet this thing holds its own. Body control is impressive, the power available doesn’t feel drowned out in this unlikely situation and there is definitely scope to get lairy in Sport mode, even with the traction control left on. Fun when a family car like this can get its tail out mid-corner – albeit briefly – and the whole car felt like a hoot to throw around.
When not on a track, the ride is a good balance – even on a car that only runs passive dampers. Ours was on 21-inch wheels- the middle size of the three offered. It’s plump without being overly harsh or crashy, battling lumpy potholes and huge drain covers pretty well. The tyres could a be a bit quieter, mind, but it’s not a significant disturbance.
We also tested a lot of the new driver assistance tech. The new Heart of Joy ‘superbrain’ that looks after the vehicles dynamics is mainly meant to make the car fun to chuck around even when things like the traction control is still on and it works well. It also performs other features like the Soft Stop function. In short, BMW has tried its hardest to remove the lurch that makes your head bob when a car comes to a complete stop and it really works.
What also impresses is the new Motorway Assistant. It only activates on a highway (duh…) and allows for completely hands-off motorway driving provided you’re paying attention. It uses a driver monitoring camera on the rear view mirror to watch your attentiveness, and will keep engaged so long as you look like you’re watching the road. You can still turn to have a conversation or look at the infotainment screen every now and again and it won’t immediately nag, and will even prompt lane changes if it’s approaching a slow-moving vehicle – and all you have to do is briefly look in the door mirror to activate the automated change. It’s spooky but it works – I drove more than 20 miles hands-free in our initial test.
What’s the interior like?
Have your eyes stopped popping from this wild interior design, yet? It’s a lot to take in at first, but it starts to make sense when you spend time with it.
Let’s take that wacky-looking steering wheel first. Spokes on the top AND bottom? Unusual to say the least, as is the weird shape and crystal-like effect the haptic buttons have. But it starts to make sense after a few miles; the palm rests at nine and three are spot on and, because of the distance, you’re not accidentally knocking the buttons.
Two minor grumbles with it: I’d prefer physical buttons rather than the haptic ones used here, but at least the haptic ones don’t have a secondary function that’s touch sensitive. And the other is the lack of paddles for the regenerative braking modes – you have to go digging through the screen.
Said screen is quite a beast, too. It’s enormous, has a hexagonal shape to it that leans towards the driver and runs OS X – BMW’s latest infotainment system. The aim is for the tech to be less menu-heavy as much as it can, as even software engineers admitted to us that OS 8.5 (that’s in cars like the 5-series) and OS 9 (in models like the 1-series).
There are a select few physical buttons on the centre console for the most key functions, but there isn’t an iDrive click-wheel controller. Not the first time a BMW has launched without one recently, but we’re still grumbling about its departure.
But BMW still uses the iDrive name for its new Panoramic iDrive display – the full-width panel that sits below the windscreen and acts as your instruments. It’s a projection onto a black panel, incorporating the usual speedo and driver instruments as well as space for other information. You can customise it via the Personal mode with widgets like adding the local weather or air quality, and it will show your navigation route if you don’t have it on the central screen.
Rear seat space is very good, with plenty of legroom for adults. Our test car had a sunroof but still provided good headroom. Boot space is rated at 520 litres – competitive for this class of car – with a supplementary frunk area.
Before you buy
The iX3 is available in three trims: basic iX3 trim, M Sport and M Sport Pro. Standard models (priced from £58,755) have 20-inch wheels, heated electric front seats, the brand’s Driving Assistant Plus tech that adds adaptive cruise, the Panoramic iDrive setup, rear parking aids, a powered tailgate and more. For reference, that’s around £7k less than the outgoing iX3 – a car that already felt a bit off-pace not long after it launched.
M Sport (from £61,255) adds a sportier body kit and larger 21-inch wheels, while M Sport Pro (£62,755) throws in more technology.
In terms of rivals, the iX3 blows them all out of the water. A basic Audi Q6 e-Tron starts at a higher price tag (around £61k), it’s slower, has less equipment on it and can claim an absolute maximum range of 325 miles. The iX3 also technologically feels a league ahead than Audi’s offering.
A base electric Porsche Macan, meanwhile, starts at a price £10k higher and, while the steering is arguably more feelsome than the BMW’s, it too can’t go as far or as quickly as the iX3 can.
Then there’s the new Mercedes GLC – the rival that’s closest in terms of driving range but still doesn’t get close enough for its £61k base price. And, while the iX3 is still quite a controversial car to look at (it can be quite colour- and wheel-dependent), at least the BMW doesn’t look like a melted pig.
Verdict: BMW iX3
The new iX3 is powerful, efficient, well-built, full of cutting-edge technology and can go longer on a charge than almost any electric car can. It’s measurably better than its competition in pretty much every area that matters and manages to be fun to chuck around – even in situations that don’t warrant it to be.
It happens to be the best and most complete car I’ve driven in 2025 – a true family EV for the car enthusiast and proof BMW hasn’t lost the plot with its bold Neue Klasse initiative. This being so good also puts future models like the upcoming new i3 in a great position.
Welcome, one and all, to the new electric SUV benchmark.