After years of teasers, leaks, and rumors, BMW’s first “Neue Klasse” production car is finally here. The iX3 is the first (and most important) car in a lineup refresh for the German brand, promising big leaps in design, efficiency, and tech. Going by the specs, there’s a lot to be excited about here.
As a refresher, Neue Klasse, German for New Class, refers to BMW’s new vehicle architecture, and borrows its name from the company’s groundbreaking sedans and coupes of the Sixties and Seventies. Previewed by two concept vehicles, a sedan and an SUV, the radical design switch and the new drivetrain tech underneath are meant to be a guiding light for the automaker going forward. The iX3 is simply the first step in this revolution.
Here’s everything worth knowing so far.
Wow, That Grille
Let’s start with the looks. The iX3 is, as you can probably guess by the name, an electric version of BMW’s incredibly popular X3 crossover. It’s about an inch longer, but also an inch narrower and an inch shorter. The fascia is unlike anything I’ve seen from a production BMW before, with a thin vertical kidney grille (which BMW says is inspired by those original ’60s Neue Klasse cars). On either side of the kidneys is a black panel integrated into either headlight. Those panels can hold additional lighting to go along with the optional light-up grille. Seems like that craze isn’t going away any time soon.
Like the front of the iX3, the rear borrows a lot from the Neue Klasse SUV concept. The taillights are huge horizontal items, held by parts of the trunk that jut out, almost like a furled brow. Honestly, the rear of this car reminds me of the front of the current M3 and M4, where the grilles lead into protruding parts of the bumper and hood. Proportionally, the rest of the iX3 looks pretty good, almost like a miniature, more streamlined XM (but without that car’s gruesome face).
What’s It Like Inside?
I like the inside even more. Look at that steering wheel! It looks even more interesting than the wheel on the concept car. There are some extra-fat grips for where your thumbs go, and lots of shiny, fancy-looking metal trim. It’s a two-spoke setup, with the two spokes connecting at the 12 o’clock and the 6 o’clock marks. Usually, that type of design never makes it into production, but because the iX3 doesn’t have a traditional gauge cluster, BMW made it happen.
In place of a gauge cluster is something entirely different: a projection system called Panoramic iDrive that shoots visuals right onto the base of the windshield, “where information appears on a black printed surface stretching from A-pillar to A-pillar,” according to BMW. It’s here where you’ll see vital stuff like speed, range, current gear, and warning lights. In the photo above, it looks like a screen mounted at the base of the glass. But really, that’s just a reflection from the glass itself. Trippy.
There’s also a standard touchscreen infotainment display in the center of the dash. This one measures in at 17.9 inches, and naturally, features wireless Apple CarPlay and Android Auto. Following recent BMW tradition, the climate controls have also been loaded into this screen, where they sit as a permanent fixture at the bottom of the display. Why they can’t be real buttons, I’m not entirely sure (aside from the painfully obvious, rub-it-in-the-buyer’s-face cost-cutting reasons).
There are still a few real, physical buttons, thankfully. Specifically, the gear selector, the parking brake, the hazard lights, the defrost controls, and the volume scroll wheel have all been saved from touchscreen jail. The turn signal and windshield wiper stalks are also totally normal, rather than pointlessly reinvented. The rest of the interior seems like a lovely place to be; it borrows much of its design from the iX, another one of BMW’s electric crossovers that I very much enjoyed spending time in.
Ok, Let’s Get To The Stuff That Matters
The iX3 is an EV, which means batteries and electric motors (two, in this case). Officially called the iX3 50 xDrive (rolls right off the tongue), it gets an 800-volt architecture, which means more efficient, quicker charging. BMW hasn’t published the size of the under-floor battery pack, but says the front and rear motors make a combined 463 horsepower and 476 pound-feet of torque. That’s enough for a 4.7-second sprint to 60 mph (if that sort of thing matters to you). Top speed is limited to 130 mph.
The Neue Klasse architecture brings a few significant upgrades here. The cylindrical lithium-ion cells are 20-percent more dense than before, resulting in a 30-percent incresase in charging speed, according to BMW. The cell pack is a structural member of the chassis, allowing it to perform double-duty as a power supply and holding the car together.
BMW’s particularly proud of the strides it’s made in the charging arena. That 800-volt architecture means that with the right DC fast charger, the iX3 can go from 10 to 80 percent charged in just 21 minutes. On that same charger, the automaker claims it can take as little as 10 minutes to add up to 230 miles of range. We’re getting close to regular gasoline fill-up times here, people. Total range, BMW says, is an estimated 400 miles, based on the EPA cycle. And, because we live in America, the iX3 will get an NACS charging port as standard.
Quick charging is only part of the game here. The iX3 has Vehicle-to-Load (V2L), which means it can basically act as a portable power brick for things like energy-sucking power tools or big appliances. There’s also Vehicle-to-Home (V2H), which allows the car to connect to a home’s power system to harvest energy from stuff like solar panels. Then there’s Vehicle-to-Grid (V2G), which can feed the iX3’s battery supply back into your town’s power grid in exchange for cold, hard cash.
That’s Cool And All, But Is It Fun?
BMW seems to think so. The iX3, being the first Neue Klasse production car, is the first road-going vehicle from the brand to feature its “Heart of Joy,” which is basically just a fun codename for the central computer that runs things like the powertrain, the brakes, and the steering. The computer’s calculations, which, according to BMW, happen up to 10 times faster than conventional ECUs, mean the iX3 “can be guided through corners with exceptional accuracy.” What that means, exactly, we may never know.
One stat that earnestly excites me is the weight distribution: 48.6% front, 51.4% rear. That’s some real sports car distribution, the type you’d see on a proper mid-engine machine. Combined with the low center of gravity thanks to the floor-mounted battery pack, I think I’m actually developing some hope this won’t be yet another soulless econobox.
So How Much Will It Cost?
BMW’s being coy about pricing right now, saying only the iX3 50 xDrive will start at “around $60,000” when it goes on sale in the first quarter of 2026. If that 400-mile range estimate turns out to be accurate, I’d say that’s a relative deal in the world of EVs, especially if those charging numbers can live up to their promises.
While 60 grand isn’t cheap by any means—you can buy 1.95 Miatas with that kind of dough—it’s a reasonable price in the world of luxury EVs. If you want anything with 400 miles of range from Tesla, you’ll have to shell out over $96,000 for a Model S. The Lucid Air is a bit more reasonable; the base Pure model nets you 420 miles of range for around $71,000. By all accounts, the Germans are starting to catch up.
I’m even more interested in the cheaper version. BMW says it plans to introduce a single-motor, rear-wheel drive version of the iX3 down the line. Though it’ll certainly be slower, it’ll also be lighter, with an even better weight balance. That means more range and, theoretically, more fun—all for fewer dollars.
Top photo: BMW
At least the Kidney shaped grilles are not Bull Elephant sized, like the rest of the Electric line.
“It’s about an inch longer, but also an inch narrower and an inch shorter.”
????
I thought the same thing. I’m assuming the inch shorter refers to height.
Yes, but no. But yes.
Thank you, I can’t believe it took a whole page of comments to get to this.
In the New Class, you can be longer and shorter at the same time! “Radical design switch” “vehicle architecture” brought to you by MC Escher.
That makes about as much sense as having to take your eyes off the road to adjust the HVAC with physical controls.
I like being able to turn things on/ off/ whatever without much time taking eyes off the road .
Not sure how all that is even legal. Garbage! And it’s looks like everything else on the road. Not going to be a game changer.
Ah. I see that BMW heard the millions of people who screamed “Bring back the physical controls!”… and Tesla’d the interior up anyway.
That’s a deal breaker right there. I don’t see myself replacing my G30 (or my beloved E39) anytime soon.
I wasn’t aware BMW needed saving.
I had the same thought.
That interior feels way more like a low volume, China only model than a product that is supposed to anchor the future of BMW.
Not that this is pretty but the front end is much better (still not great) compared to the current line up but dang! That rear really kills anything it might have going for it.
Also, my first thought is that windshield is going to be expensive to replace once you get a crack in it with that extra reflective screen or whatever that is
Took the words out of my mouth. This is far from classically beautiful but I’m glad the beaver grilles are dying. The killer is that they didn’t know what the hell to do with the rear. There was great inspiration to take from the old Neue Klasse and instead they fucked it up.
The windshield might just be normal with some black tape stuck on the bottom on the outside. The darkened part is probably underneath the hoodline.
You’re probably right. Not that any windshield is cheap nowadays, but if its just reflective tape like you said, its most likely not anymore expensive than anything else
It seems as if the Eye-Ex-Three-Space-Fifty-Space-Ex-Drive’s design was executed with the same sort of meaningful intent as its name.
Well, at least it isn’t horrendous, and the range specs blow nearly everything else crossover wise out of the water if they hold up.
Don’t love it but I didn’t want to barf immediately when I looked at it, so that’s an improvement for BMW.
Then I saw the interior and the steering wheel. Ugh.
Looked at it again, maybe it was just an initial reaction thing. But then I keep coming back to a thought: how much of a fender bender will it take to total one of these? All that tech, when one of these backs into an Outback at Trader Joe’s, how much will it take to fix? And will insurance companies agree?
The whole light up grill thing can go die in a fire.
Unfortunately, it might be about the same as most other cars sold today: not much.
The current crop of BMWs make me happy to live far away from the region’s BMW dealers. Dear lord.
Driving this thing in an enthusiastic manner is more or less like me attempting gymnastics. You could try it, but it won’t be fun, won’t look good, and someone is probably going to get hurt.
I was pretty impressed by the power figures for a compact CUV. And then more impressed at how they barely cracked 5 seconds to 60. This thing is gonna be a bore to drive.
HOT TAKE: The grill looks like Buc-ee’s front teeth.
From the outside, it looks very similar to a RAV4 or CRV.
The new BMW design looks like an evil genie/monkey’s paw granted a wish to include classic BMW design elements. This looks like the unmasked Jason from Jason Takes Manhattan.
The interior has completely eliminated a driver-oriented, user-serviceable format. That lack of buttons will be annoying and unsafe while driving and downright infeasible to repair outside of a dealer network.
For 2 decades I’ve stayed in an abusive relationship with BMW – preemptively replacing cooling systems and calling it “regular maintenance,” because doggone it, the cars were just that enjoyable to drive. that enjoyment came from direct, physical engagement with the car and my surroundings. The weight and connection of the steering, the mechanical latching of the doors solidly closing, the precise click when a button engaged. This feedback commands my attention as a driver and rewards that attention with precision. I do not anticipate the same level of engagement from this model; I hope I am wrong.
Having just replaced the compressor, condenser, drier, radiator, expansion tank, both front calipers/hoses/pads/rotors (driver’s side was caliper was frozen), tires, brake fluid, coolant, and oil change for good measure in my 03 Z4 in the last two weeks, I’m looking at the milky, still-new-smelling oil and mentally gearing up to change the head gasket.
Still better than touch screen controls. Still worth it.
May I interest you in an 83 Lebaron?
Previously owned by Jon Voight!
(his pencil is still in the glovebox!)
Knee jerk reaction – I don’t hate the exterior, although the grille looks a bit chipmunky.
That interior though – yikes.
Still a big ugly lump. Better than before, but not good enough yet (IMHO)
Um, is that a good idea? This has ecs of Audi deciding to put the timing chain behind the engine of one of their cars, requiring the engine to be pulled when servicing the pullies and tensioners.
Every EV maker uses the battery casing as a structural member – from Tesla to Maserati.
It’s neither new nor unique.
Really, what about the dream of easily swappable batteries at stations?
Its a dream.
Samsung (I believe – perhaps others too) tried it for a short while – and was unsuccessful at making it a thing.
Nio has tried it in China, but home charging and DC fast charging there are so ubiquitous that many of those who want pure EVs don’t care, while those who still get range anxiety have a ton of EREV options. Plus, the swap station network is really expensive to run and expand, which has really hurt the company’s viability.
Swapping as a concept might work better in North America where driving distances are longer and unaerodynamic styling is preferred, but good luck getting a network started.
There’s a lot of compromises with battery swaps, and it’s logistically complicated
The car has to be designed around it, which can potentially add to the cost and may compromise other aspects of the vehicle. It’ll need quick-disconnects for cooling fluids and robust electrical connectors that can withstand a lot of cycles, and those things need to be located somewhere convenient
The automaker’ll need to manufacture a bunch of extra battery packs to ship to each station and swap out ones that break or wear out, adding to the expense. Each station costs a lot of to build and maintain because it’s full of industrial robots that have to precisely lift and swap battery packs into cars
Nio an EV company in China has battery swap stations and they can pull it off in around 5 minutes. Owner must pay a battery subscription fee, although it reduces the upfront price of the car, and the swap has to be reserved before arriving at the station
Then there’s the question of scalability and throughput
A Nio swap station costs around $500,000 to build, while Tesla spends, on average $45,000 per stall for a supercharger. For the cost of one battery swap station, about 10 regular chargers can be built
Assuming an extremely busy day, a Nio station can swap about 6 cars every 30 minutes. However, if you have 10 regular chargers, it can charge 10 cars from 20-80% in that same span of time
Definitely not every EV maker nor even the majority of models sold in the US use structural batteries yet, but nearly every new model released will.
Making battery packs with easily replaceable individual cells reeeeaaallllyy hurts its capacity, weight, and thus cost so is not really worth it over advancing battery health algorithms. Structural battery packs are still removable easily enough afaik, it’s just that the chassis probably wouldn’t survive a big pothole at speed (a non-problem with no battery power)
“Look at that steering wheel! … It’s a four-spoke setup, with the fourth spoke connecting at the 12 o’clock mark. “
Look again.
It’s a two spoke steering wheel – with spokes at 12 and 6
The pods at 3 and 9 are not connected to the rim at all – just like the concept.
I dislike the “This is where your thumbs go” design on most cars – but this takes it to the extreme. No more putting your left hand at 12 and your right hand on your shift knob/Yeti Rambler/partner’s thigh when it’s a cool summer evening cruise back from dinner with the windows down – No, You must interact with our 17″ pentagram screen and DRIVE.
And the buttons are haptic – Like that’s worked so well for everyone else?
I’m glad to see Angry Beaver face is gone – but the rest of the styling, inside and out, is still overwrought and chunky, like your Dad’s big white Nike Air Force 1 sneakers that get him pegged as an American Tourist (and pickpocketed) wherever he goes.
I’ve read elsewhere about the tech – including the primary braking by regen, which almost eliminates all mechanical braking – which I’m sure is going to be a great thing.
But why must the future be so visually unappealing?
Came to the comments to make sure someone had pointed out the 2-spoke wheel, thank you for that.
The interior design seems to have been done about 4 years ago, when companies still believed people wanted fewer buttons in their cars. I imagine they’re actively working on an updated interior with switches, to be released with the LCI version 2-3 years from now.
‘Here are zee sviches you vanted – Only you must zubscribe to make zem functional”
Insert Picard.gif “There are two spokes!”
Good catch! Fixed it. Didn’t even see that—this wheel’s weirder than I even thought.
I came here to mention the fixed 9 & 3 spokes. Good work.
I thought we were NOT to wrap our thumbs around the wheel, lest the airbags break them off or something. Plus aren’t the kids these days taught to hold the wheel at 4 and 8, for the same reason?
BMW’s Big Swing and a Miss.
While it’s better than previous fascias, BMW seems committed to making the “B” in BMW stand for “Butterface”
That steering wheel feels like it was designed to anger everyone. From the Squircle design to the 4th spoke at the top, to the oddly thick portions on the left and right. How is anyone with a smaller hand supposed to grip that area?
The biggest design win in this confusing conglomeration of styles, is that HUD. Having all the info I need at the base of the windshield is dope. PROVIDING it doesn’t kill visibility for the shorter folks among us.
If it wasn’t because of the “grille” this could be a VinFast. But I like the interior, the exterior meh. My neighbor has a X3 that looks like a X5 based on the exterior size and front grille (huge). Hopefully they sell good to “save” BMW
OUCH!
I keep seeing have seen at least 3 unique vinfasts in my small-medium city and wondering not just why, but how? How did these people find out about Vinfasts? Who told them? What were they thinking, and why did they go through with buying it anyway?
+1 on this BMW mDriveiAxlotl 35 looking like one, too.
Well, the Vinfasts are quite cheap. You can get a VF8 for $47,133 Canadian all in with 0% APR 5 year loan. Or $35,156 US Dollars. This is without negotiating on price – so there is probably room to go even lower.
Is it a smart move? No idea. But I can see some being tempted.
I have actually physically had the chance to poke around the VF8 and VF9 and they are actually quite nice inside. Way nicer than any recent BMW. The VF9 interior is actually really luxurious.
Aa far as I know, the biggest downfall is the chassis tuning followed by middling range, the latter of which can be lived with for the right person at the right price.
They could be an OK option if the lease deals are cheap enough. I would definitely not outright buy them, though.
Vinfast is building its US plant in Chatham County, North Carolina, and there are dealers in Raleigh, Charlotte and High Point. And $0 down, $279 per month (VF8) or $449 per month (VF9) for 24-month, 20,000-mile leases can convince a couple of people to roll the dice.
It’s an improvement over their recent output but… I still don’t love it. The rear at least looks like a BMW again, and they’ve finally shrunk down the oversized kidney grille but the replacement still looks beaverish because the kidneys jut down below the horizontal fascia.
Also the light up grille fad needs to die a quick death, it looks like a dodgy aftermarket job on the current xM and, while it won’t looks as idiotic on this, it’ll still look cheap.
What about the rear looks like a BMW?
The pattern in the taillights, mostly. And the shape of the lights is a little bit modern 8 series. It’s still not great, mind you, but at least I won’t be mistaking it for a new Chinese car like I did the other day when I saw an ix2 in the flesh.
If this is the “new BMW” then goodbye BMW. The heart of joy sounds like a nightmare for every 2nd owner and cash cow for repair shops.
The new design style they showed with cars covered with drapes, does not match up with whatever chunky boy this thing is. It looks like its design was really nice as a coupe, and then stretched it to be 3 feet taller.
What a terrible, discordant mess of a design. Any design element shared with the XM is a mistake. This revised design just highlights how every aspect of the current BMW design is terrible. The fact that the big grill is gone gives the rest nothing to hide behind.
As an i3s owner, this is genuinely the first new car in 10 years I would instant buy if I had the need and the cash. Well, just maybe the upcoming i3 sedan would be even better, since I’m in the “SUVs are pointless” camp.
It seems BMW got so many things right here ❤️
First! For the first time. Yay me! I’d like to thank the academy and overnight indigestion…
I’d like to personally congratulate you