BMW iX3: review and opinion of the electric version of the BMW X3

The BMW iX3, presented in 2020 and arriving in our market in 2021, was the first electric SUV from BMW, and the second in its range to feature 100% electric propulsion after the BMW i3, which was unveiled in 2013. This gives us an idea of how things are changing: seven years passed between the launch of the BMW i3 and the iX3 before BMW expanded its electric line-up to two models.

Now, less than two years after the arrival of the iX3, the German brand already offers 8 electric models in its configurator: the SUVs iX, iX3 and iX1; the saloons i7 and i4; the M variants, the ix M60 and the i4 M50; and the i3, which still appears in the brand’s configurator, although the end of its production was already announced in mid-last year.

As for the BMW iX3, the electric version of the BMW X3, which is the model we will focus on in this article, the first thing to note is that barely a year after it went on sale it received the changes associated with the restyling BMW carried out on the X3 MY22, which affected the exterior design and, to a greater extent, the cabin, with no changes to its propulsion system.

In this road test of the BMW iX3, we will begin with one of the factors that can be decisive: its price.

The price of the BMW iX3 and its possible alternatives

Currently there is only one version of the BMW iX3 on sale, with the trim called Inspiring and a starting price of 74,400 euros. Until recently it was possible to configure a second version called Impressive, which went up to 80,000 euros. The propulsion system always uses a single motor on the rear axle that delivers 210 kW (286 CV), and an 80 kWh battery that provides a WLTP-homologated range of up to 461 km.

Although, as we will see later, the equipment is very complete, the price is high compared with electric SUVs of similar characteristics, even if they are not premium brands. A Ford Mustang Mach-e, for example, exceeds 600 km of range in the Range Extended version and costs around 16,000 euros less. And the Skoda Enyaq, in its most powerful version, the 299 CV RS, is below 65,000 euros.

Moving on to premium electric SUVs, the most powerful Audi Q4 e-tron (there is still no electric version of the Q5, which would be the true rival of the iX3), the 50 quattro with a 299 CV motor, is priced from 65,310 euros. The new Lexus RZ, with 313 CV and 440 km of range, is on sale from 77,000 euros. And Tesla has the Model Y Performance, the top-of-the-range version with two motors, 460 CV and over 500 km of range, which costs 10,000 euros less than the iX3. As an obligatory reference within the BMW X3 range itself, the X3 xDrive30e plug-in hybrid with 292 CV and all-wheel drive costs about 6,000 euros less than the electric version, with which it shares the CERO DGT label. And the xDrive30d with 286 CV and mild hybridisation (ECO label) is available from just over 66,000 euros. But we agreed we would focus on the electric…

And if we keep looking for alternatives to the iX3 within the brand itself, at a price nearly 20,000 euros lower, the new BMW iX1 is a very serious alternative to the iX3, to the same extent or even more than the BMW X1 has always been to the BMW X3, whatever the propulsion system chosen. Granted, we are talking about a car from a lower segment. However, tape measure in hand, the almost 25 cm extra length of the iX3 is not so noticeable when it comes to cabin space. Even the iX1’s boot, at 490 litres, is among the best in its class, and it is very close to the iX3’s 510 litres.

Furthermore, the iX1 xDrive30, the version currently sold, has two motors and therefore all-wheel drive. And it surpasses the iX3 in power and performance, with its 230 kW (313 CV) and an acceleration from 0 to 100 km/h in 5.8 seconds. The 64.7 kWh battery, together with a really low consumption, allows in this case a homologated range of up to 439 km.

BMW iX3: very complete equipment

From what we have seen so far, its high price may perhaps be one of the true weak points of the BMW iX3, especially considering the large number of alternatives and what they offer. But otherwise, and as we are going to see, the electric SUV from BMW is a very satisfying car, starting with its standard equipment.

Among many other elements, the iX3 already includes, for example, the M Sport package, adaptive LED headlights, electrically operated tailgate, a huge panoramic glass roof, interior ambient lighting system, heat pump, adaptive air suspension, air conditioning, multimedia system with 12.3-inch screen, parking assistant, the assistance package included in Driving Assistant Professional and the digital instrumentation BMW Live Cockpit Professional. Also standard are the 19-inch wheels, the perforated Sensatec synthetic leather upholstery and metallic paint.

Notable optional extras include the head-up display (1,300 euros), laser headlights (1,940 euros), the boot with remote opening via foot-gesture control (740 euros), gesture control for the multimedia system (400 euros), acoustic comfort glass (228 euros), the M suspension (560 euros) or the BMW IconicSounds Electric (114 euros), which modifies the sound according to the driving mode.

The BMW iX3 inside: quality and space

The first thing that strikes you when you sit at the controls of the BMW iX3 is the sense of quality and high technology conveyed by the design, the materials and their fit, the feel of all the controls and the two large 12.3-inch screens used for the instrumentation and the multimedia system.

It is true that the iX3’s cockpit, which differs from that of the combustion-engined BMW X3 only in some touches of blue on the steering wheel or the start button, is more traditional than that of other SUVs designed from the outset solely as electric cars, where minimalism prevails and screens take on greater prominence. Such would be the case of the already mentioned Mustang Mach-e and Tesla Model Y, or the new §6Lexush96§. But personally I feel very comfortable in the iX3, with a driving position that barely requires adaptation, whatever car you come from.

I especially like how well the wireless integration of Apple CarPlay works (it is also compatible with Android Auto), and the sharpness of the graphics or the intuitive handling of the multimedia screen. But also that the rotary controller and the direct-access buttons are kept on the centre console, between the seats. Many interior designers seem not to realise -or if they do, they don’t want to backtrack- that operating from here is easier and safer than entrusting everything to a touchscreen.

The feel of the steering wheel is also very pleasant, with a thick rim and button groups that are easy to use without having to look or force your hand positions. The seats are very comfortable, visibility is very good and there are many practical recesses for placing objects.

The only thing that doesn’t fully convince me is the instrumentation, at least until you get used to it. The quality and definition of the screen is spectacular, but the way information is presented aims to add a technological touch that can end up being overwhelming, at least compared with other instrumentation of this type that uses more classic clock-style designs.

Here the speedometer and the powermeter are not circular, and they add additional information inside them, plus what the area of the screen between the two offers. The amount of information you can have at your disposal is overwhelming.

As for interior space, there are no differences compared with a BMW X3 except that the floor sits a bit higher (the battery goes underneath), which means there is plenty of room for passengers to travel very comfortably. The functionality of reclining or folding the rear seat backrests individually is retained, which improves comfort and versatility. It does lose a little in boot capacity, although its 510 litres remain a very good figure. It is also worth mentioning the space under the floor for storing charging cables.

On the road with the BMW iX3

As soon as you cover the first kilometres with the BMW iX3, you immediately realise you are behind the wheel of a car very different from the rest of the BMW X3 range, however much the design suggests otherwise. The immediate response to the accelerator, and how the car moves off or even gains speed effortlessly, silently and with exquisite smoothness, is something we are already getting used to with electric cars.

In the case of the iX3, if it is fitted with the IconicSounds system, we can hear a sound that to some extent tries to emulate the experience of driving a combustion-engined car. Personally I think it is a dispensable option, since it doesn’t succeed, with a sound that is too artificial and which, for example when accelerating with Sport mode selected, is reminiscent of a spaceship… or the metro approaching before leaving a tunnel.

If one of the advantages of electric cars is the absence of vibration and noise, it is best to take advantage of it. And in this respect, driving the iX3 is a delight. The capacity for acceleration and recovery is surprising for the power it claims, especially if we compare it with other SUVs reaching 400 CV, which don’t seem to run much faster than the iX3. You can choose between three clearly differentiated driving modes (Eco, Comfort, Sport), and it is also possible to select different intensity levels for the energy recovery system.

With a centre of gravity almost 8 cm lower than the X3 with petrol or diesel engines, and the adaptive suspension fitted as standard (optionally it can be the M, with sportier settings), the iX3 brilliantly disguises its almost 2.3 tonnes. You can tell it is a heavy car, but even so the agility is very high, even on roads with very tight bends. It is a car with a sensational dynamic behaviour, which stands out for its ride comfort -despite a not-at-all soft suspension and the wide, low-profile tyres on our test car- when travelling, for its surprising manoeuvrability in town, and for how well it performs on mountain roads.

Range and charging: 350 km in real use without problems

The days we spent living with the BMW iX3, using it in all kinds of situations, allow us to say that it is not difficult to achieve real ranges of 400 km, as long as part of the route is favourable. But the most sensible approach is to plan “runs” of no more than 350 km and schedule charging accordingly.

If you use Eco Pro mode, in which you will hardly miss responsiveness, and treat the accelerator very gently, achieving averages of 19.5-20 kWh/100 km is not difficult. But you also easily achieve those figures by letting the driving assistant take care of everything. I think it is one of the best systems of this type I have tried recently, as it works wonderfully, controlling the distance to the vehicle ahead very smoothly when accelerating to regain speed, and keeping the car well centred in the lane (the level of steering intervention can be adjusted), in addition to recovering energy whenever possible, since the navigation system takes the route data into account.

On a wallbox with 11 kW of power, charging the battery fully takes around seven and a half hours. Doing it at a 150 kW fast-charging station, which is the maximum DC charging power the iX3 accepts, theoretically allows -we have not tested it- reaching 80% capacity in just over half an hour. I was able to verify correct operation at 50 kW charging points on the Repsol and Endesa networks, where you can recover around 100 km of range in about 20 minutes. BMW offers its own charging service, which gives its users access to more attractive prices, especially at IONITY fast-charging stations.

BMW iX3 – Image gallery

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Technical specifications of this car

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