Primer viaje en el BMW iX3: El SUV eléctrico que acaba con la ansiedad de autonomía

The argument of ‘too little range’ can finally be put to rest with this electric vehicle. Before our test drive in southern Spain, the BMW iX3 displayed a range of 805 kilometres on a fully charged battery—precisely its WLTP-rated range. If the new mid-size SUV can even come close to delivering this, range anxiety will truly be a thing of the past.

And the conditions are far from ideal. In early December, temperatures along the Spanish coast near the Rock of Gibraltar barely reach single digits, and thick rain clouds loom over the mountains. Within the first few kilometres on the motorway, I activated the motorway assistant by pressing the symbol on the left steering-wheel control. The symbol turns green, which I can also see in the head-up display. From that moment, I can take my hands off the wheel, even though the assistance system is classified as Level 2. That means the driver remains responsible. As soon as the sensors detect that the vehicle ahead is slowing down and no one is approaching from behind in the left lane, the system suggests an overtaking manoeuvre. I accept the proposal with a glance in the left wing mirror. The car indicates, moves left, and overtakes. The first attempt feels unsettling, but by the second, the joy of assisted driving takes over. In Spain, the assistant supports speeds up to 120 kph, while in Germany, it works up to 130 kph.

Works in more scenarios than Level 3

However, one rule remains: your eyes must stay on the road. A camera beneath the rear-view mirror monitors the driver’s attention. If the driver is distracted, closes his/her eyes, or looks away, the motorway assistant deactivates. For the first model of the Neue Klasse, BMW opted against a Level 3 assistant. These systems incur significantly higher costs due to expensive sensor technology like lidar and redundant steering systems. At the same time, their usability is more limited. BMW and Mercedes-Benz already offer Level 3 systems in their respective luxury models. Yet, in darkness, heavy rain, tunnels, or construction zones—and without a vehicle ahead—the assistant switches off. The usable time for this approximately €6,000 option is shorter compared to the new motorway assistant.

Effortless uphill climb

The driver assistant’s ability to operate without hands on the wheel is thanks to the DCAS (Driver Control Assistance Systems) regulations of the UN Economic Commission for Europe (UNECE). These regulations enable pan-European use at each country’s speed limits. On long motorway journeys, the assistant proves to be a valuable support, even mastering changes at motorway junctions. However, I couldn’t test that on-site, as my route led from the sea into the mountains, climbing to 700 metres. Here, one gets a good sense of the suspension’ with it’s conventional springs. BMW does not yet offer an adaptive suspension for the iX3.

Nevertheless, the engineers have done an excellent job. The drive on country roads is exceptionally comfortable, despite the M Sport package. Naturally, one can hear and feel the road’s transverse joints as the 20-inch wheels roll over them. Yet, the 1.64-metre-tall SUV remains stable through every curve and braking manoeuvre without swaying.

Motors do the braking

With the Neue Klasse, BMW has overhauled everything from the battery to the operating concept and the motors. In 98% of cases, braking is handled first by the separately excited rear motor – with the front asynchronous motor stepping in only when needed. The extensive reliance on regenerative braking instead of friction brakes enhances passenger comfort during deceleration. I set the recuperation level to adaptive, so the vehicle recuperates more strongly before tight curves than on long stretches—the car decides very effectively when and how much to decelerate electrically. I barely need the brake pedal.

Projection instead of screens

In the Neue Klasse, BMW does not follow the trend of ever-larger screens. There is a central 17.9-inch touchscreen, whose sides gently angle towards the driver. However, I don’t glance at it while driving. Navigation details are displayed in the 3D head-up display. Additionally, I see directional information in the ‘Panoramic Vision’—BMW’s term for the lower section of the windscreen. It measures five centimetres in height and 1.10 metres in width, extending across the entire width of the dashboard. Recessed, high-brightness screens project content onto the windscreen. A black plastic strip, acting as a kind of canvas, is affixed to the glass. It ensures that displays remain visible even under strong sunlight from the side or rear. During our tour, the sun only appeared briefly, yet the projections were always clearly visible. According to the manufacturer, the content remains readable even with polarised sunglasses. The highlight: occupants can choose what the strip displays. Driver information such as range or speed is fixed, but to the right, there is space for six customisable displays. These could include the voice assistant visualisation, the current music track, or the estimated time of arrival. With the M package, there is an option to display driving dynamics data, such as G-forces.

Blue alien head

The operating concept is convincing. It creates a tidy interior and provides the driver with an excellent overview. However, BMW has fallen short with its voice assistant. The current visualisation is an unfortunate compromise among those involved, best described as a blue alien head with white glasses. Sensitive individuals might find this figure unsettling. What appears to be glasses occasionally blinks—intended to represent eyes—but pupils were omitted to avoid resembling a comic character. BMW also did not offer a choice of different assistant visualisations. This is a first attempt. If you don’t like the character, you can simply swipe it away from the Panoramic Vision. If you don’t ask any questions, the head transforms into the BMW logo after a few minutes. The Silent Mode is useful, as it not only suppresses artificial driving sounds but also turns off the six displays in the projection area. During night drives on dark country roads, the coloured displays can appear too bright and distracting.

Stable and steady in its lane

As a passenger on the mountain stage, I reach for the grab handle in the roof—only to find empty space. BMW has omitted grab handles from all seats. This isn’t a cause for concern, however; it’s more about adopting a relaxed posture. To refocus my brain, I activate the seat massage, which eases tension in the back. Our destination is the private racetrack Circuito Ascari, where the all-wheel-drive vehicle, with its 345 kW power output and 645 Nm of torque, can demonstrate its sporty capabilities. However, with a slalom course and an emergency lane change, the BMW engineers primarily aim to prove how stable the iX3 is on the road. At 120 kph, we enter a cone lane. At the red cone, full braking and a simultaneous swerve to the left lane are initiated. Here, one can feel the friction brakes in action for the first time. The car remains securely in its lane and comes to a stop without swaying.

Fast parking assistant

In the racetrack car park, I also test the parking assistant. Typically, one can park faster manually than by relying on such assistants. Yet, BMW surprises here. Every parking manoeuvre, especially in tight spaces, is executed more swiftly than expected. Even before passing a parking spot, the system indicates the parking option. One can choose whether the car should park forwards or in reverse into a space perpendicular to the traffic. If the gap is too narrow, control is handed over to the smartphone app with a tap. As long as one is within six metres of the car and holds the button, the vehicle parks itself autonomously.

Old-fashioned frunk opening

In addition to accommodating five passengers, the boot offers 520 litres of luggage space. With the rear seats folded down, this expands to 1,750 litres. Under the front bonnet, there is an additional 58-litre storage compartment. However, BMW has overlooked convenience when it comes to opening the front bonnet. Neither the digital key on the smartphone nor the button panel on the driver’s door offers an option to open it. Instead, one must reach deep under the trim to the left of the steering wheel and operate the classic cable release. This feels outdated and creates a sense of inconvenience. Someone standing in the morning with a Type 2 charging cable in hand does not want to first open the driver’s door and unlock the bonnet. This does not align with the digital key on the smartphone, which extends the door handles upon approach.

Energy flows in all directions

The new round battery cells have a total capacity of 108.7 kWh. The energy can also be discharged to external devices (3.7 kW), the home, or the power grid. BMW, in collaboration with E.ON, offers a vehicle-to-grid (V2G) tariff that rewards users with up to €720 annually just for plugging into the BMW Professional DC wallbox. During this period, E.ON can use the battery as a buffer storage unit according to the owner’s specifications. Any energy withdrawn is credited at the same rate as energy drawn from the grid.

At a DC fast charger, the iX3 can charge at up to 400 kW, achieving a 10 to 80 per cent charge in just 21 minutes. Unfortunately, a charging stop wasn’t feasible during the test drive. After covering 250 kilometres, the driver display still shows 520 kilometres of range and 57 per cent battery capacity—the range is simply too high to test a charging stop in such a short time. Energy consumption stands at 22.2 kWh per 100 km, which is hardly surprising given the weather, temperature, and the predominantly mountainous route in a 2.3-tonne vehicle. According to WLTP figures, consumption is rated at 17.9 kWh per 100 km.

Conclusión

With the iX3, BMW delivers a successful long-distance electric vehicle that competes technically with all global EV manufacturers. The 50 xDrive variant starts at €68,900. According to the manufacturer, customer reactions following its presentation at the IAA have been very positive. Customers are already ordering the electric SUV without a test drive. The planned production volume, set to roll out from the Hungarian BMW plant in Debrecen from spring 2026, is already sold out. Those interested in the first model of the new class will have to wait until 2027 for delivery.

Author: Dirk Kunde