After testing the BMW iX3 I can confirm something important that should worry Tesla and Porsche

The second generation of the BMW iX3 arrives as an important car, not so much for what it represents within the electric SUV segment, but for what it means for the brand. It is its first production model that employs the Neue Klasse and, with it, BMW promises a real leap in technology, efficiency, and sensations.

In my case, the expectation was precisely that: to verify if, after several electric models that were more than correct but not outstanding in a specific aspect, BMW had really done its homework to create a different product. I had a special interest in knowing its dynamic capability, something that has historically distinguished the brand from all its competitors.

Aesthetically, the car did not give me an immediate spark. I find it a beautiful, balanced design that is coherent with European standards, but without an element that I would point out as authentically BMW in the emotional sense. Here I leave you a video, hosted on the Motor.es YouTube channel, that I was able to record of my experience driving it.

We tested the new BMW iX3 on the road and on the track

Interestingly, in person it gives a more compact feeling than its dimensions suggest, because the whole set is quite well integrated: lines, proportions, optical groups, and profile seem compacted into the same idea. But surely more than one will not like it.

It can equip wheels of 20, 21, or 22", so it is a big SUV. At the rear, what stands out the most is an integrated spoiler that slightly extends the roofline and its rear lights, which are quite rectangular with a personality different from what the German manufacturer is used to. That and the reinterpretation of the front kidneys that we saw in its models in the 60s are probably the parts with the most presence in the set.

Where the car starts to demonstrate at first glance why it is Neue Klasse, that is, a new generation, is in the interior. The first thing that impresses is the digitization: the panoramic instrumentation concept at the bottom of the windshield called “BMW Panoramic Vision”, the central screen of 17.9" and the new operating system that ties everything together.

In the M Sport trim of the tested unit, the steering wheel also has presence - they offer up to 3 different steering wheels depending on the trim - with "cut" spokes that group haptic buttons in its center, but what really dominates the initial experience is the digital leap. Many options in the menus and the possibility to interact with natural language with the car, a clear current trend.

In the first minutes, it can even be overwhelming due to the amount of digital options available, although as the test progresses, the system becomes more logical and intuitive. And sometimes surprising for how smooth it is, so the feeling of being "well made" accompanies you in this aspect.

It is an environment that requires adaptation time, but promises great utilization on the road once mastered. You can customize direct access on the central screen but also in the panoramic digital instrumentation that goes from side to side, something that no other competitor has.

Many people have complained in recent years about the excessive "screenization" of interiors, with displays everywhere. Well, they will be pleased to know that BMW has a driving mode called "Silent Mode" that reduces all displays to a minimum, leaving a cabin with few distractions, something that reminded me of the Night Panel of Saab, in the video above I show it when I talk about the front seats.

In terms of perceived quality, the leap compared to the previous iX3 is clear. Not so much due to a radical improvement in fittings, but due to a more balanced choice of materials. It is in line with current BMWs, although there is still room for the brand to differentiate itself even more from other premium manufacturers, especially in comparison with American or Asian proposals that have greatly elevated the perception of interior design. Almost "anyone" can build you a beautiful interior, but how will it last when the years go by?.

For me, the least convincing point was the plastic on the lower part of the center console, where buttons like the brake, volume, or gear selection are grouped, a detail that slightly breaks the premium feel of the set. Like the rest of rival manufacturers, BMW has also had to adapt its materials seeking a better ecological balance, in fact, as a curiosity, the brand announces that after only 20,000 km of use, the carbon footprint of its model, compared to an equivalent combustion one, is completely balanced. It no longer seems such a bad idea to recycle plastics, cobalt, lithium, or nickel among other elements.

In terms of front interior space, there are few complaints, although the absence of heated and/or ventilated seats is surprising. Behind, it is true that shoulder space for three adults will be tight and that there is space for legs. With the front seats in my driving position of 1.80 meters, I still have almost a hand's breadth from my knees to the backrest of these seats. It has a panoramic roof with sheets that protect from radiation and maintain the desired temperature in the cabin and they have no type of electrochromic animation, that is, they are fixed.

The backrest would ideally have magazine holders because we only have the usual space in the doors to leave objects. The trunk capacity is 520 liters (1,750 if we fold the rear row), and in front, we have another front trunk with a capacity of 58 liters, to store charging cables or a small backpack.

But before continuing, let's talk about the version I tested, as the mechanics also take a leap forward. The iX3 50 xDrive, the one I drove, combines a synchronous electric excitation motor on the rear axle with an asynchronous motor in the front. Together they generate a maximum of 469 HP, 645 Nm of torque and allow acceleration from 0 to 100 in 4.9 seconds and reach 210 km/h, maximum speed limited electronically of course. Want more? Don't worry, they are working on it, on something on par with the 925 HP of the e-Tron GT that we tested recently.

Its homologated weight is 2,360 Kg with driver and its distribution is 49 on the front axle and 51 for the rear. I can tell you that the lower center of gravity and the new rear suspension improve stability and the overall feeling of lightness. The new sixth-generation battery also marks differences, it has 108.7 kWh usable and uses 46-millimeter cylindrical cells with 800-volt architecture.

This allows WLTP ranges that oscillate between 678 and 805 kilometers, in addition to record charging times in a BMW: up to 400 kilowatts of power, which is equivalent to adding up to 372 kilometers of range in just ten minutes of charging at maximum power.

The battery supports bidirectional charging, so it can power small external devices using different accessories or even return energy to our home using its wallbox with up to 11 kW of power, although at the time of testing the car, legislation in Spain does not allow it, technically it can also return charge to the electrical grid and benefit economically from it, but here again the first impediment is the current law.

The BMW iX3 50, the only version available in Spain at the time of this first test, starts from 69,900 euros, a figure higher than many of its direct rivals. However, we must take into account different possibilities in its competition, as Tesla offers a higher performance variant, but affects its range and Porsche offers a superlative Macan Turbo for almost 120,000 euros.

That is to say, that in reality the rivals must adjust to the real needs we want to satisfy, I have only taken a proposal that seemed coherent to me, but it is clear that this depends on the type of driver and customer.

	Tesla Model Y Premium	BMW iX3 50 xDrive	Porsche Macan 4
Maximum power	514 HP	469 HP	408 HP
Charging	250 kW	400 kW	270 kW
0-100 Km/h	4.8 s	4.9 s	5.2 s
Max Speed	201 km/h	210 km/h	220 km/h
Battery	75 kWh	108 kWh	100 kWh
Range	600 kms	805 kms	611 kms
Transmission	All-wheel drive	All-wheel drive	All-wheel drive
From	52,990 €	69,900 €	85,393 €

In any case, this forces us to be demanding and analyze whether the driving experience and the technology offered by the iX3 50 xDrive justify that difference . And it is precisely when starting up that the car begins to defend its positioning. Come on, if you are thinking of buying it, you have to test it, which is something we always recommend.

On the road, the iX3 responds with precision to the steering wheel's indications, shows a very neutral behavior, and conveys a feeling of control that is unusual in electric SUVs of its size, where everything is quite assisted and filtered.

Despite its weight, it is a car with which you can enjoy a winding road with confidence, exploring the limits with relative ease. Here something important appears: this iX3 has the feel of a BMW. There are not many electric SUVs that offer such balanced sensations in acceleration, braking, and steering, and its stability in curves is surprising. The steering, moreover, feels more communicative than the average in the segment. Some may not care about this, but other users will value it highly.

I never trust the WLTP consumption homologations of electric cars. BMW has homologated an average consumption between 15.1 and 17.9 kWh which allows it to travel between 679 and 805 km. Although in this presentation I could not conduct a consumption test, there are some initial data that I can share with you.

In the first part of the event, in winding sections where I enjoyed the performance, I had a consumption that stayed around 24 kWh/100km, however, after reaching Ronda and starting the descent at a more realistic pace the average was 18.6 kWh every 100 km. The measurement on the less demanding route, sustained speed and sometimes downhill, was 12.7 kWh/100 km. If you ask for it, we will do a more detailed consumption test, but ask for it.

Changing lanes just by looking is now possible

I also want to highlight the parking assistants that it can include, as the model can park itself in line and battery, managing steering, accelerator, and brake. Additionally, with the Plus package, it has a more precise distance control that performs maneuvers in very tight spaces. And finally, it can also park remotely.

The car can enter or exit a parking space completely automatically, even being controlled from the My BMW app, from which even passengers can make adjustments to the car while in motion: air, music, destination.

But there is a function of the Highway Assistant that I want to talk about for how well it works. It is the automatic lane change, when we activate the system, the driver only has to signal to initiate the maneuver.

From that moment, the system analyzes the environment using cameras, radars, and sensors to check if the adjacent lane is free and if the maneuver is safe. If the conditions are adequate, the car performs the lane change automatically and progressively, managing steering, acceleration, and stability without the driver needing to intervene on the steering wheel.

In some markets, the system adds an additional step of confirmation by looking, as it was during my experience. Once the assistant was activated, I had to look at the corresponding mirror to validate the maneuver. This gesture replaces the physical action of turning the steering wheel and reinforces safety, ensuring that the driver is aware of the environment before changing lanes. An anecdote compared to its technological range.

BMW lets us test it on the track… and that says a lot about the car

But be careful, because we could also push it on the track. The experience at the Ascari Circuit reinforces this impression. BMW has not limited itself to talking about technical revolution, but has allowed testing the car in a controlled environment, something that not all brands dare to do.

Without being free sessions, the program included slalom, acceleration, and braking exercises in a delimited section of the circuit, enough to take the car out of its usual comfort zone. And there the iX3 confirmed what was already seen on the road: the tuning is very good and the overall feeling is of an extremely cohesive set.

What surprised the most on the track was its agility. For its size and weight, I did not expect the car to move with such ease, especially in demanding situations like braking in support or curves with braking regression, where inertia usually takes its toll. The weight is noticeable, but it is well disguised, and in hard braking, the car conveys balance and control. You can clearly appreciate BMW's work in electronic management and in the distribution of efforts, one of the aspects the brand has put the most emphasis on.

The feeling is not that of a car that corrects intrusively, but that of a system that accompanies the driver silently, anticipating inertia and body movements to offer a very coherent final result. If you have only driven electric SUVs, this model can surprise you dynamically; if you are an old-school BMW driver, you will have to acknowledge that they have done a good job.

This perception fits with the approach of the new electronic architecture and the so-called super brains: the driver does not distinguish separate systems, but perceives a uniform behavior where suspension, brakes, traction, and stability control work as a single unit. That cohesion is what makes the difference when demanding more from the car beyond a calm use.

In terms of performance, the difference between driving modes is clear. In a more neutral mode, the power delivery is progressive and easy to dose; in Sport mode, the acceleration becomes more forceful and the car shows all its potential. On the track, at the exit of the curves, you can take good advantage of the power and the distribution between axles without the car appearing nervous or overwhelmed.

The units we tested on the road and track were not the same. They had the same specifications, but a peculiar change. The street ones were equipped with Goodyear tires and the track ones Michelin Pilot Sport and changed the car's behavior a lot. The Michelins will be more expensive, will last less, and the Goodyears will allow you to achieve better consumption in day-to-day, but the feeling of control that the Michelins offered seemed to me very superior. So much so that it bothered me to write this to you. As a curiosity, the consumption during the test on the track pushing its possibilities was 60.6 kWh/100km

Without a stopwatch in hand, absolute figures cannot be discussed, but the overall feeling is very positive. Within its segment, it is one of the electric SUVs that transmits the most to the steering wheel and with which one enjoys the most in active driving, that is indisputable. Compared to a thermal BMW X3, it does not feel clumsier, and in terms of sensations, it is at a very similar level, something especially relevant being a 100% electric model and the handicap of its weight.

In more everyday use, the iX3 also proves to be a good travel companion. The acoustic insulation is notable and the ride comfort is well resolved, making it a comfortable SUV for long distances. Probably, this aspect will be the one that most customers value: a pleasant, quiet, and apparently efficient car.

The promise of an electric BMW for the most demanding is a reality

There are some details of materials in the front seats that are not at the level expected from a BMW for the price, and the space to leave objects in the rear seats is somewhat limited, aspects that weigh when analyzing the car from a more family or practical point of view.

The more sporty dynamic capabilities will remain as an extra that not everyone will exploit, but that are part of the overall value of the product. This is not an electric SUV designed for those looking for the lowest price, but for those willing to pay a little more in exchange for a more complete and versatile car.

The second generation of the BMW iX3 is a model that begins to fulfill the promise of what an electric BMW should be. The exterior design is balanced, although without a clearly iconic feature, while the interior marks a before and after in digitization and improvement in perceived quality, with some detail still improvable.

Where it really stands out is in motion, both on the road and in a more demanding environment like the track, thanks to a finely tuned setup and electronics that work almost imperceptibly for the driver. After testing it, I have to admit that the BMW iX3 50 is a car that finally makes an electric BMW feel like a BMW and not like a model conceived to meet European demands.

The interesting thing is that the 50 xDrive version will be positioned in the middle of the range when it is completed, giving BMW two more opportunities. Bringing a more radical and performance-oriented version, where it can compete uncompromisingly with the most performance-oriented Porsche Macans and on the other hand, creating entry versions with lower power and even with a smaller battery that can compete head-to-head with customers looking for greater efficiency and entry price, thus being able to seduce a fairly broad audience among which can be found customers of Tesla, or Asian brands.

* This news is an AI translation of the original content. Motenic.com is part of Motor.es.