iX3 reaches 805 kilometres: BMW sets benchmarks with first Neue Klasse model

After several years of waiting, the time has finally come: ahead of the IAA Mobility, BMW has revealed the iX3 as the first model of the Neue Klasse. With this SUV positioned in the C-segment, the equally named platform also makes its debut, representing a paradigm shift for Munich.

This makes the SUV already one of the greatest hopes of the German car industry and probably the most important BMW launch in decades. CEO Oliver Zipse speaks of nothing less than a “new era” for the carmaker. Ideally, the models based on it will prove as much of a breakthrough as the Neue Klasse of the 1960s, which still defines classic BMW virtues today.

A decisive strategy shift

Until now, the manufacturer relied mainly on mixed platforms that served both combustion models and their electric counterparts. As a result, design differences were mostly superficial. A good example was the first iX3, launched in 2020, which looked almost identical to its ICE sibling.

This approach kept long-standing customers comfortable but left the model technically behind, especially in China, where local rivals were already far ahead. The key weaknesses were charging performance, range, and an ageing cockpit, including outdated software.

It is no surprise then that the Neue Klasse delivers major advances in exactly these areas. Developed from the ground up as a dedicated EV architecture, it leverages all the advantages of this consistent approach. For instance, the second-generation iX3 is the first electric BMW since the pioneering i3 to feature a frunk.

BMW’s latest motor generation boosts efficiency

The drivetrain of the mid-size SUV illustrates the leap forward BMW is making with this model change. The upcoming iX3 is said to be 20 per cent more efficient than its predecessor. Aerodynamics also play a part, with the drag coefficient dropping from 0.29 to an impressive 0.24 for its vehicle class.

At the heart of these gains lies BMW’s sixth generation of electric drives. The base model comes with rear-wheel drive, while all-wheel-drive versions add an asynchronous motor on the front axle. One advantage of this design is that no rare earths are required, as permanent magnets are not used.

The rear unit is a further development of BMW’s own electrically excited synchronous motor, available in several power levels depending on the version and designed for high performance output. This design also avoids the use of rare earth magnets.

BMW presented the iX3 in the provisional top version, the 50 xDrive. It delivers a system output of 345 kW and maximum torque of 645 Nm. The SUV accelerates from 0 to 100 kph in 4.9 seconds, while its 2.3-tonne weight tops out at an electronically limited 210 km/h. An electric towing hitch will also be available, allowing the SUV to pull up to two tonnes.

For the inverter, BMW is using 800-volt technology for the first time, along with highly efficient silicon carbide semiconductors. According to the company, energy losses in the drive system have been reduced by 40 per cent compared to the predecessor. At the same time, the weight of the drivetrain is down by 10 per cent and production costs are 20 per cent lower.

BMW switches from prismatic to cylindrical cells

BMW is also shifting its battery technology with the Neue Klasse. Instead of prismatic cells, the upcoming iX3 will use cylindrical cells, which are expected to increase energy density by 20 per cent. The Bavarians continue to rely on NMC chemistry. Although these nickel-manganese-cobalt-based cells are more expensive and less durable than lithium iron phosphate, they offer higher energy density and perform better in cold conditions.

So far, BMW has released only the technical data for the iX3 50 xDrive, which will be the first to reach the market. Its battery has a net capacity of 108 kWh – a more than 45 per cent increase over the 74 kWh of the first-generation electric SUV.

This translates into one of the most significant improvements delivered by the new architecture: range. According to WLTP, a full charge enables up to 805 kilometres, an increase of more than 300 kilometres, or nearly 70 per cent, compared to its predecessor. Energy consumption is quoted at 15.1 to 17.9 kWh. With rear-wheel drive and the 108 kWh pack, the iX3 could potentially offer even greater range. Smaller battery options are likely but were not announced at the IAA premiere.

In terms of body structure, BMW has taken inspiration – at least in part – from Tesla’s “cell-to-chassis” approach. The battery pack is fully integrated as a load-bearing component, improving rigidity. At the same time, weight can be reduced, space used more efficiently, and housing and module components eliminated. BMW refers to this as a “pack-to-open-body” design. The body is open at the bottom and closed by the battery pack.

The freed-up space allows for additional cells, increasing capacity. Ideally, interior space also benefits. For the company, however, the decisive factor is likely the lower production costs resulting from this integration.

No European production car charges faster

The iX3 is the new charging champion among European electric cars. Thanks to the new cylindrical cells and 800-volt architecture, the battery can ideally be filled with up to 400 kW. In recent months, a few Chinese rivals such as the updated Xpeng G6 have overtaken BMW in this discipline. However, the second-generation iX3 easily surpasses the previous European champion, the Porsche Taycan (maximum 320 kW).

Under ideal conditions, ten minutes at the charger provide enough energy for 372 kilometres. Even though BMW has installed one of the largest batteries in its segment, its charge level can be raised from ten to 80 per cent in just 21 minutes. Unlike the Mercedes CLA, which could not even be ordered with a 400-volt charging function at launch, the BMW can charge at all high-power stations. The US version comes with a standard NACS adapter, allowing seamless use of Tesla’s Superchargers. This makes BMW’s hopeful an excellent long-distance car on both sides of the Atlantic.

At an urban AC charging point or a wallbox at home, the iX3 normally charges at 11 kW. This allows a completely depleted battery to be replenished within 11 hours. AC charging at 22 kW is also available as an option, nearly halving charging time. The new iX3 is the first series-production BMW to support bidirectional charging. With “Vehicle to Home” (V2H), it serves as a mobile power storage unit for the household – particularly attractive for PV system owners. With “Vehicle to Grid” (V2G), it can also feed electricity back into the grid when needed.

The electric SUV can also power other electrical devices (V2L) – BMW demonstrated this at the press event with a popcorn machine. With the iX3 market launch, Munich is also expanding its charging accessories. At the top of the range is the “BMW Wallbox Professional”, which enables DC charging of up to 19.2 kW in some markets.

Supercomputers optimise the driving experience

BMW is particularly proud of its “Heart of Joy”, one of four “supercomputers” installed in its Neue Klasse models, which together form a completely new electronic architecture. This unit is a control device that manages the drive system, regenerative braking, the mechanical brake, and, in part, the steering. It works in conjunction with a newly developed in-house software stack called “BMW Dynamic Performance Control”. Essentially, the two control all systems that influence driving dynamics.

According to the company, the computer is ten times more powerful than a conventional control unit. Through rapid adjustments and the consistent interplay of components, the iX3 is said to deliver an especially harmonious driving experience, “typical BMW”. The SUV is designed to circle corners with confidence, without the software needing frequent intervention. The mechanical brakes are rarely used – thanks to intelligent control, 98 per cent of everyday braking is handled purely through regeneration.

Another supercomputer manages all functions related to automated driving and parking. Here, computing power is claimed to be twenty times higher than before. The assistants are AI-supported, enabling smooth execution of driver commands. BMW gives one example: the automatic cruise control only disengages when the system detects a firm press on the brake pedal. In addition to standard and sometimes legally required driver aids, the iX3 comes with a factory-fitted right-of-way and exit warning system.

Completely new to the programme are a highway and a city assistant, which can, for example, automatically recognise traffic lights and brake and accelerate independently. The iX3 also parks itself. According to BMW, parking space detection and manoeuvre planning have been optimised. Both the assistants and the infotainment system, as well as drive control, are regularly updated via over-the-air updates to stay current.

The Neue Klasse gets a new cockpit structure

Inside, BMW’s design team has taken a completely new approach, already teased last year with the “Vision Neue Klasse X” concept. The future cockpit is dominated by the “Panoramic iDrive”, a new display strip stretching 1.1 metres from A-pillar to A-pillar. Essentially, the 43.3-inch display is not a screen but a nano-coated black projection surface at the base of the windscreen.

On the left side, directly in the driver’s line of sight, key driving information is displayed. The rest of the screen can be freely configured to personal preference, though the speedometer remains fixed. Widgets are rearranged via the centrally positioned, driver-angled 17.9-inch touchscreen. During the first seating test, the screen impressed with its high resolution and lightning-fast responsiveness.

BMW’s voice assistant has been significantly upgraded for the Neue Klasse and even has a “face” – displayed as an alien-like avatar on the Panoramic iDrive. Two new voices are available, and the system proactively suggests actions and references previous commands. Later, a KI-based large language model will improve navigation, though it will initially only be available in the US at launch.

Interestingly, BMW has carried over the unusually designed concept car steering wheel, with its top and bottom opposing spokes, almost unchanged. Together with the two large screens and the bright, premium-feeling materials, the cockpit exudes a distinctly futuristic atmosphere.

BMW primarily relies on touch and voice control, but there are also tactile elements. A classic indicator stalk and a rotary volume control remain. The steering wheel buttons use so-called “Shy Technology”: only the controls currently available are displayed. Doors open via push-button.

In the rear, the new platform brings a real gain in space. Legroom is exceptionally generous, and at 1.85 metres tall, I had plenty of headroom. Boot volume is typical for the class: 520 litres in the standard configuration and 1,750 litres with the rear seats folded 40:20:40. There is also a front trunk (frunk) with 58 litres of storage.

The iX3 has grown compared to its predecessor

The exterior design underlines that the new iX3 is a genuine technology showcase. The futuristic look of the “Vision Neue Klasse X” has been softened only in minor details for production. The model has grown by around five centimetres to 4.78 metres compared with its predecessor. Width is just under 1.90 metres, with a height of 1.64 metres.

Aerodynamics are mainly improved by the front: fully closed, upright kidney grilles and “Air Curtains” in the front bumper optimise airflow.

The wing-like headlights stretch across the front, interrupted only by the illuminated kidney grilles, making them the most striking feature of future Neue Klasse models. The reduced rear with wide tail lights continues this design theme. The base iX3 rolls on 20-inch wheels, while higher trims offer 21- or 22-inch options.

Deliveries start in spring 2026

Production of the iX3 50 xDrive begins next autumn in Debrecen, Hungary. The plant was completely rebuilt, runs entirely on green electricity, and will contribute significantly to the model’s lower CO2 footprint. One third of the SUV uses recycled materials and secondary raw materials.

This ensures that the second-generation iX3 is already more climate-friendly than a comparable combustion car after 21,500 kilometres with the current energy mix. With fully renewable electricity, the threshold drops to 17,500 kilometres. More information on iX3 sustainability can be found in this previous article.

Despite major improvements, the second-generation iX3 is only slightly more expensive. The base model starts at €68,900, compared with €67,300 for the first generation.

The first iX3 50 xDrive units will reach customers in Europe in March 2026, with the US and China following next summer. Europe and North America are the primary markets, while the Chinese version is tailored to local requirements and produced in Shenyang.

Conclusion

BMW raised expectations for the first Neue Klasse model with targeted previews. On paper, the iX3 meets them – excelling not just against European competitors but globally.

It shows that the German auto industry remains competitive, especially in software and charging technology. The mid-size SUV is just the beginning: a full model family will follow, including an electric 3 Series-sized sedan and a practical Touring variant. It will be exciting to see whether the more traditionally shaped siblings can push efficiency and range even further.