First Drive: 2022 BMW iX3 Review

In tech parlance, BMW was an EV early adopter, at least among the mainstream automotive brands. Leaving aside the experimental electric 1600s the company created for the Munich Olympics in 1972, it was the stubby i3 hatchback that BMW first used to enter the EV fray. Available as both pure EV and range-extending hybrid the i3 was a brave but weird starting point and used some hitherto exotic construction materials and techniques which were never going to make it a bestseller.

Adding one letter to its name however completely changes the story. The iX3 is about as normal as an EV can get. Based on BMW’s best-selling model, the X3 family-sized SUV, and almost identical to the petrol and diesel-powered variants, the iX3 is all about normalising EVs so will it work for the everyday?

Don’t take the fact that the iX3 has already been facelifted before it fully went on sale as a bad sign, that reflects production scheduling rather than any beatings with the ugly stick. The facelift changes are largely limited to the lighting front and rear, bringing it more in line with the newer 3 and 4 Series models and create some nice sculptural elements especially at the rear.

Largely X3 in its execution what sets the electric model apart are the blue accents that abound on the nose, flanks and rear; even the BMW roundels have a coloured ring around them. The kidney grille is no longer any such thing, replaced by textured panels and the wheels are beautifully designed aero-assisting variants.

BMW has avoided the temptation to over-endow the iX3 with twin motors for blistering acceleration at the cost of weight and range so it is brisk rather than exciting, achieving 0-62mph in a decent 6.8 seconds and a top speed of 112.5mph. WE’re not exactly sure why the extra half mile-per-hour is necessary but that’s what BMW quotes so we’ll report it accurately. Much like grunty V8s and big turbodiesels, electric power is well suited to SUVs, the torque allowing them to feel brisk on most everyday roads and traffic conditions. However, with just a single motor powering the rear wheels in the iX3 the result is not extreme acceleration like its more expensive rivals from Mercedes, Audi and Jaguar but smooth, capable and relaxing progress.

Don’t expect any low grip shenanigans from the rear end however as the tyres are wide and grippy enough to quell the 400Nm (295lb ft) of torque available. The advantage of lacking a motor on the front axle is better weighted and more fluid steering than is common with all-wheel-drive SUVs and the iX3 in general does a better job of disguising its mass than the competition. Less weight also means a better range and the iX3 manages a commendable claimed 280-mile range from a relatively small 74kWh battery.

BMW has also managed to avoid the inconsistent brake pedal weight and retardation that often accompanies EV regen systems, so stopping power is consistent and confidence inspiring. Speaking of regen, the iX3 has an AI-controlled automatic setting which uses cameras and mapping to recognise approaching roundabouts, junctions and so on, automatically altering the severity of the system to theoretically allow one pedal driving in 90 per cent of circumstances. We didn’t spend long enough with the car to really test out the system but we did find the standard regen to be quite harsh in its application although this can be dialled down in the menu system.

The EV blue makes more appearances inside the iX3 as well, adorning the centre of the steering wheel, gear lever and start-stop button but other than that the interior is refreshingly normal, practical and usable. Teenagers may not appreciate the legroom in the rear which is tight and a result of adapting an ICE platform for electric power rather than a clean sheet design. It is for the same reason there’s no frunk; under a plastic cover there is just empty space which feels like a bit of a waste. The actual boot is a decent size for family hauling however at 510 litres.

The driving position is excellent and very adjustable as expected from BMW, the seats supportive and the panoramic roof a pleasant standard feature. The central touchscreen looks like a bit awkward perched atop the central pair of air vents and can also be controlled by a central iDrive rotary dial. There are also some nice materials and detailing such as the patterned interior lights.

Thankfully BMW hasn’t consigned everything to the touchscreen, there are physical buttons for the HVAC and radio presets and of course the iDrive rotary controller as a supplement to the touchscreen. Now coming up to two decades of continuous improvement, iDrive is easily one of the best Human Machine Interfaces on the market, making it easy to fine tune vehicle settings without stabbing away at a screen and taking your eyes off the road for longer than is ideal.

The iX3 comes loaded with safety and driver assistance tech in BMW’s Intelligent Safety suite including – deep breath – front collision warning, side collision warning, lane departure warning, lane change warning and give way warning. All of these systems can be easily accessed via a dedicated button below the hazard light switch.

As an M Sport Pro edition our car came equipped with adaptive headlights, self-parking and gesture control, allowing you to wave your hands in the direction of the touchscreen while failing to change radio stations, and a really good Head Up Display system.

The fact that uncomfortably quick acceleration times have become the hallmark of the nascent EV scene is puzzling and pretty pointless when it comes to family-oriented cars such as the iX3. All it does is ensure that the little darlings in the back throw up sooner and with more vigour. We’re glad that BMW took a different tack with the iX3 and, to all intents and purposes, normalised the electric experience for everyday family transport. It’s not going to excite but that’s not its job, it will however look good and self-assuredly transport you and yours in smooth comfort.