A new stage in the electrification of its range, BMW launches with the iX3 its very first 100% electric SUV, based on the classic X3. The iX...
A new stage in the electrification of its range, BMW launches with the iX3 its very first 100% electric SUV, based on the classic X3. The iX3 almost manages to remain rational and to preserve a hint of BMW spirit by avoiding the bidding war for power and battery capacity. All proportions kept.
Let's stick to two points: its pure rear-wheel drive architecture and its 286 hp power output. The iX3 therefore shares the same business card as the BMW M3 E36 at its launch! The parallel obviously goes no further, it was just a question of making people smile to de-dramatize the arrival of an electric SUV at BMW. Some will rather grind their teeth, maybe wrongly.
When the i3 and then the i8 arrived seven years ago, they occupied a special place in the family, in a range separate from the models with conventional or hybrid engines. Today, the approach is more nuanced: since the aim is to make electrification as accessible to the general public as possible (the objective of selling 7 million hybrid or electric models by 2030 is a serious one), it is important to make it as transparent and painless as possible. And therefore, integrate the electric models seamlessly into existing ranges.
Contrary to its direct rivals Mercedes EQC and Audi e-Tron who take care to hide their GLC and Q5 origins, the BMW iX3 is therefore at first glance a simple X3 adorned with a few coquetries. Same silhouette, same size (still 4.70 m long), it is distinguished by bluish inserts in the logos and the now full radiator grille, specific bumpers and rims. When fitted end to end, these elements marginally improve its aerodynamics (0.29, or barely 0.02 points gained).
Painless electrification
For the rest, the driving environment is similar to any X3. The finish is a four-pin finish, the screens and cockpit layout are the same. Except that when the ignition button is pressed, now blue, the engine snorts but a UFO-inspired whistle is heard... Here is the "auditory signature" of the electric BMWs, signed by the composer Hans Zimmer!
The first laps of the wheels go without surprise. Muscular accelerations from the start, linear thrust and smooth operation, as at the wheel of any electric car... as at the wheel of any electric car. Nothing revolutionary on this point, the performances are flattering but don't stand out from the crowd: 6.8 s from 0 to 100 km/h, a time equivalent to the least powerful Audi e-Tron and slower than a Mercedes EQC. Here, BMW has chosen not to play in the race for numbers. It should be remembered that with 286 bhp and 400 Nm of torque, its mechanics are significantly more modest than its two rivals who emit 408 bhp (313 bhp for the e-Tron 50 Quattro), but benefit from two electric motors.
The choice of moderation
This bias has virtues. In terms of consistency: what's the point of carrying ever-larger batteries on board, for journeys that are usually reduced to a few dozen kilometres a day? In peri-urban use, moreover... We won't repeat here the trial of the electric SUV. Here, BMW has chosen a battery of 80 kWh (74 useful kWh), which is one of the most modest capacities in the niche. A Jaguar I-Pace announces 90 kWh, the Audi e-Tron 95 kWh. But since the iX3 is not equipped with all-wheel drive, it can afford to be about three quintals less than its rivals. It's still extremely heavy at 2,260 kg, but it's not that far off from an optional X3 xDrive 30d, for example.
This relative technical simplicity obviously benefits the range, announced at 460 km in the WLTP cycle. Optimistic, but reaching 400 km is not unrealistic if you stay away from fast lanes (as always, when it comes to electric power) and as long as you keep your feet light and make the most of energy recovery during deceleration, when the terrain is suitable.
This is particularly well managed, with three levels of recovery depending on the driving style chosen. More interesting: mode B, by tilting the gearbox lever to the left, maximises engine braking and allows you to drive literally without touching the brakes, by simply modulating the accelerator. The system is effective but requires some time to get used to it: the deceleration, which is very strong, can be surprising. Moreover, as recovery is the key to the autonomy of an electric model, the GPS integrates topographical data (relief, slowing down when approaching an intersection, etc.) to anticipate regeneration during deceleration. Others do it, nothing new on this point.
At the very back!
The addition of all this technological armada allows the iX3 to claim a consumption of 19 kWh/100 km. In practice, that's more like 21 kWh, which is still a very interesting value for a vehicle of this weight and size.
Another good surprise: the car is still surprisingly healthy. With the batteries in the floor, the centre of gravity is 7 cm lower than in a conventional X3, and the engine at the rear offers almost sporty weight distribution (47/53). All in all... Without electronics, such a heavy and torquey machine would be completely unmanageable. However, it does have a certain amount of agility and a more pronounced dynamic leaning than its competitors. Even if its lap times are behind.
Prices
Corporate fleet managers are going to love it, since like all electric vehicles, the iX3 is exempt from TVS. For private customers, no surprise either: the "virtuous" X3 remains expensive even though its $69,950 call price is well placed compared to e-Tron and EQC (at least €10,000 more). However, these are more powerful and have all-wheel drive. The equipment is ultra-complete, that said: heated seats, on-board wifi, level 2 semi-autonomous driving are standard, among others. The most serious threat should come from the future Tesla Model Y, expected to cost around 60,000 euros at the entry level of the range.
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