The BMW iX3 is a very important model for the Munich carmaker. After entering the electromobility brand with the Bavarian flag in the emblem flew with the futuristic hatchbackem i3, it is the turn of a different strategy.
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Sure, recently introduced flagship iX is again an unusual car, but a few floors lower, the BMW electric offensive will look like the iX3.
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The modular CLAR platform, which the brand currently uses for models from the middle class upwards, is also ready for the installation of large batteries, thanks to which even purely electric variants can be created from classic BMWs. Next in line is, for example, the i4 GranCoupé model built from a four-door coupe of a standard four-row series.
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A couple of blue accessories
In addition to the petrol, diesel and plug-in hybrid X3, we also have an electric iX3. From a design point of view, this intentionally doesn’t change much. The partially blinded mask is different, all around the details appear in the blue shade typical of electrified cars from BMW. However, you can, but you don’t have to, which I would think about in connection with the large blue diffuser on the stern.
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You will discover the same approach inside. If you know the current BMW X3, you’ll only notice a few blue details or different infotainment graphics. Which is good, because the current generation of this SUV can convince with its interior. Both the architecture, the intuitiveness of the controls, and the space or quality.
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The interior of the iX3 is a great place to live.
Photo: BMW
After all, electric cars with their silent drive system warn of every poor-fitting fit twice as much, but with the iX3, everything is in perfect order. It is also a good answer to the fact that this car is imported to Europe from a Chinese plant, while the regular version is made in the USA. You don’t know it.
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Adults can also sit comfortably in the rear seats, the luggage compartment with its 510 liters volume is 30 liters smaller than with internal combustion engines, on the other hand 60 liters larger than with the plug-in hybrid.
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Decent range and charging
BMW describes the drive package of the new iX3 as the fifth generation. It has an electric motor of its own design with an output of 210 kW, 286 hp, located at the rear and driving the rear axle. An all-wheel drive variant is not included.
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Do not count on the fact that you will surprise the crew with a massive pull as in other large and more powerful electric cars. Opposite is the average power of the electric motor and the absence of all-wheel drive.
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On the other hand, we are still talking about the car, which is in a hundred in 6.8 seconds and the flexible acceleration is very good thanks to the 400 Nm of torque available in a wide range. The response to the accelerator pedal does not bother as much at higher speeds as is common in many other electric cars. Although the transmission is single-speed, unlike such a Porsche Taycan.
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I will keep the consumption and mileage data for the classic weekly test, because during one dating day I tried extremes rather than simulating normal life with a car.
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However, BMW states that in real consumption consumption is around 20 kWh per 100 km, the standard consumption is 19.5 – 18.5 kWh / 100 km, which is a good value. The real range is then to reach up to 460 km according to WLTP, thanks to a battery pack with a net capacity of 74 kWh. It can then handle charging with an output of up to 150 kW, thanks to which you can charge up to 350 km in 34 minutes.
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As with any electric car, the brand’s approach to braking energy recovery is crucial. The iX3 offers four levels: Low, Medium, High and Adaptive. It is a pity that it is not possible to switch between them, for example, paddles under the steering wheel as in a Mercedes, but only in the menu.
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The Low mode allows the system to be operated like a normal car, ie after releasing the accelerator, it starts only a fine recuperation approaching the gear engaged in the internal combustion engine. I’m used to using Low mode in combination with the occasional shift of the transmission selector to mode B, which triggers full recuperation and control with basically just one pedal, which you would otherwise force in High mode.
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In Adaptive mode, the system evaluates the degree of recuperation according to the road profile, but also, for example, according to traffic. It works very cleverly and there was definitely a lot of engineering work behind it, but I still haven’t gotten used to a similar system in any car – I feel more confident when I know how the car will react after the gas is released. Especially in heavy traffic.
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Will rear-wheel drive be an obstacle?
In my opinion, rear-wheel drive can be a stumbling block for some customers. Thanks to this, BMW has a simpler, lighter and more economical system, on the other hand, even BMW knows well that the xDrive badge works wonders even for clients who do not use all-wheel drive regularly, not to mention those who really do.
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The fact that BMW does not make the iX3 an off-road god suggests the fact that the electric SUV has a 25 mm lower ground clearance, ie 179 mm versus 204 mm, in the fight for fuel consumption and aerodynamic efficiency. Even thanks to the batteries in the floor, the car should have a significantly 70 mm lower center of gravity, which is already relatively low for the standard X3.
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The iX3 behaves perfectly in corners. It does not tilt too much, the chassis works very well with the added weight, the car does not throw even a bumpy surface in a corner. Especially in the sports mode of the car, when the adaptive shock absorbers harden considerably. Yes, in addition to recuperation modes, the car also has the classic Eco Pro, Eco, Comfort and Sport modes, which change the response to the accelerator or the chassis.
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If we stay at a frantic pace on the district roads, the chassis deserves praise, and the performance of the electric motor will certainly not be an obstacle either. However, I was not enthusiastic about the first experience of driving. It seems dead to me, absolutely without feedback, it also lacks the pleasant rigidity typical of BMW cars and as if it formed a barrier between me and the car. Which is a pity.
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It is also questionable whether the car is so old-fashionedly fun thanks to the rear-wheel drive. To do this, it must be said that at first the electronics are very careful and will soon cut off some overtaking shovels, but if you limit the stability control, then the car can actually take the car gently at the exit of the corner so that you feel that it is a butt, which is nice.
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However, you will soon find out that you will enjoy this car the most during a relaxed or slightly hurried drive, which can also be suggested by the towed steering wheel. When you drive at a normal family pace, you will only appreciate the really successful suspension, to which I like to return once again. It perfectly filters small and large inequalities of various types.
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At the same time, this is what I was most worried about at first, not all cars can handle the added kilograms of batteries without you feeling compromise on the chassis settings. Often the opposite happens, but the iX3 follows in this footsteps of well-tuned siblings with exhausts.
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Excellent soundproofing also fits perfectly into this package. Even for the conditions of the electric motor, this one is very quiet, even if you concentrate, you will not hear the typical squeal as easily as you would during a normal ride. Rolling or aerodynamic noises are equally well filtered out.
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Conclusion
Personally, I would like a more straightforward approach to setting recuperation modes or a more communicative control with a steeper gear, but these are the only negatives I found during the first ride.
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With the example of the iX3, BMW proves that a great electric car can be built on the basis of a classic SUV with an internal combustion engine. A similar approach was chosen by Audi with an e-tron or Mercedes s EQC, but Munich did choose a different, more sober strategy.
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Atypically, he holds back a little. They do not want to shock with powerful electric motors, complex air suspension, at first glance high-tech tweaks or design changes at any cost. However, the iX3 for 1.7 million crowns is, for the first time, the cheapest of the three, and you also subconsciously take it much easier seriously than a regular premium car.
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All-wheel drive has also been sacrificed to this philosophy. It is not a fundamental problem for me and I acknowledge the simplicity and straightforwardness of the drive of one axle, but I can imagine that when the owner bury himself at the mountain hut, he will not laugh at him.
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