Before I cut to the chase on BMW’s iX3 crossover/SAV, I’d like to show you two sets of figures.
The first was calculated under the Worldwide Harmonised Light Vehicle Test Procedure (WLTP). It found the iX3 could cover as many as 805 kilometres on one full battery.
The second is like a series of estimates calculated on real-world-Ireland conditions.
So, which one do you believe? It is not that it is about believing one at the expense of the other. It is the manner by which it reaches those figures. The WLTP is tested on a series of road-like conditions in a lab.
A subsidiary carries out parallel on-the-road real for WLTP ‘real-world’ testing. But despite the two-pronged approach, there is nearly always a substantial difference between WLTP distance and that of real-time drivers on the ground here or anywhere else for that matter.
People want to know how far they can take their car without having to worry about having enough fuel. They want the bottom line or as near to it as possible.
The WLTP say that most of BMW’s all-electric iX3s will go 805 kilometres on just one charge.
The Irish numbers are well below that – as much as 305kms to be precise.
Yet I believe that even though there is a gap between them, potential buyers will feel much more confident basing their requirements on the solid lower number the Nevo organisation came up with. With the latter, you – mostly – know where they stand.
The Nevo report stems from a sample of Irish routes such as motorways, mixed city driving etc and came up with far more realistic figures.
Here’s what their report carried: Here in Ireland, mild summer/spring conditions could get you 650kms/680 kms of range. That’s a big gap from 805 quoted by WLTP But ultimately it is more credible.
Chilly winter conditions will knock it back to around 500kms–550kms, the report estimates.
That takes into account the use of more climate control, wet tarmac resistance and lower temperature. This puts the WLTP international test system 305kms below the 805 mark.
That said – and this is critical – the report reckons that even in worst-case winter settings your iX3 will comfortably cover you to complete the Dublin to Cork/Galway return trip without stopping to charge. I’d feel confident with that.
And I believe that is why, even though the Irish numbers are as much as 305kms lower, I believe they will be of great benefit because buyers will know where they stand. It may be lower. But it is a credible lower.
Now let’s go with the iX3.
The BMW iX3 marks a turning point for the automaker
It has discarded old ways and means of approaching future-car projects and is thinking about what, deep down, constitutes a 21st century electric vehicle.
It has managed to surprise us all with the sort of clear thinking and joined-up electronics that a future mid-to-large premium SAV (sports activity vehicle) needs nowadays.
Enter the new SAV iX3, the surprise flagbearer of this greener world.
The really significant thing is that this is going to spawn several derivatives while, BMW hopes, establishing a bigger share of the mid-large executive segment.
They are selling the more expensive models first. That means the most accessible entry-level will cost you from €55,000 but you will have to wait. That is for the iX3 eDrive20; Single Motor (RWD) 75 kWh and 461 kms range (WLTP). It starts at iX3 50 xDrive M Sport Pro ,
The first of the 805kms cars is the Dual Motor (AWD) with a 113.4 kWh battery and claimed range of up to 805 km (WLTP). It combines a dual-motor, all-wheel-drive powertrain and with range of up to 805 kilometres. It cost €73,925.
Topping off the range is the iX3 50 xDrive M Sport Pro Dual Motor (AWD) with 113.4 kWh and a claimed range of up to 805 km and a price of €80,160.
There are four battery capacities: 75kkWh, 87kWh, 108.7kWh and 113.4kWh.
Are BMW correct in calling it a radical departure?
They are. But by how much do you define ‘radical’ in a car segment in which there have been only sporadic makes of exceptional before.
It’s radical if you want to be historical about it and applaud the demise of the mixture of battery and internal combustion engine (ICE) being shoehorned into one heavily compromised entity. Or the retro step of taming the huge kidney grille.
It has emerged, almost from the shadows, to alert buyers and current rivals such as the Volvo EX60, Mercedes GLC EQ and Audi Q6 e-tron that this is the one that can set a pace difficult with which it could be difficult to live.
By all accounts, it took some time for the penny to drop with BMW (others too but this is about BMW so we’ll stick with them).
It had to be powerful, electric, better looking and still have class-leading handling, ride and performance. Easy words to communicate but a hell of a task to achieve. Result of long-time trial and error yielded the platform of the new iX3.
It is easy to see, and typical of, the iX3 venture that how something as taken for granted as a head-up display, could be transfigured into an extraordinary Panoramic iDrive ‘floating’ display spanning the full width of the top of the dashboard. You have to see this.
The practical application is to give drivers snapshots of exactly what is going on.
It has that touch of magic. Snapshots ranging from audio to the amount of charge left to sat nav and so on.
But when dealing with the main screen, things are far from perfect. There is too much reliance on menus that are layered. There is the danger of being distracted. A few physical shortcut buttons would be well received.
Less visible but important is the advanced 800-volt electrical system.
It can take 400 kW ultra-fast DC charging. Ten minutes with that baby and you’re half-way to wherever. Most premium rivals are competitive on this. Certain BYD Chinese cars have it too.
As I say: There is something about the new iX3. Something that, for now, sets it apart.
Maybe it is because it is the BMW’s first with this neue klasse ‘new class’ and everything is so fresh and inviting.
Still, they might be alerted to one or two other flaws: even at this stage I think the basic suspension drives too harshly over ordinary roads.
And it doesn’t adorn its exterior with the same flair as say, Audi or Mercedes.
The battery is sixth generation lithium-ion pack. It shifts from prismatic rechargeable battery cell (shaped like a flat, rigid rectangle cell type) to cylindrical battery cells.
That increases energy density by 20per cent in volume but it can be packed within the floorboards far more efficiently.
That’s why they can claim longer range driving on one charge and boosts to 80 per cent in 21 minutes.
The range-topping battery of 108.7 kWh usable capacity is one of four models quoted with the ability of covering 805kms on a single charge – but we know better don’t me.
Moving along. So that delays are kept to a minimum, the iX3 charging capabilities are in such a way that you can get peak charging speeds which support incoming limits that are reaching up to 400 kW DC.
Replenishing transitions from a 10per cent to 80per cent state-of-charge takes just 21 minutes (when connected to ultra-fast highway charging points).
It is fully compatible with high-output networks such as the include Ionity highway hubs, high-power ESB ecars networks and expanding retail charging spaces at Applegreen and Circle K stations.
The vehicle has an 11 kW three-phase onboard AC charger as standard for overnight or workplace recharging. I didn’t have to do that but home charging of (7.4 kW single-phase; overnight ‘fill’ takes between 11 to 14 hours).
When all is said and done, this is a BMW and it has to perform like one. No good having all those good and great advances if the car flops and waddles all over the place.
Awaiting my perusal was 469 horsepower (hp) with instant torque (645 Nm). Oh! yes. You’d believe BMW when they say it shifts from 0-to-100 kmh in 4.9 seconds.
Many a car – not saying BMW – has come unstuck on Irish roads down the years. Despite huge improvement, there are quite a few tracts to shake, rattle and roll any car not forewarned and forearmed.
There are places like that where you can drive safely but have fun with the imminent challenge off sudden corners.
Adaptive shock-absorber technology samples surface inputs to lower the risk of bounce on the bog roads that dip and dive like a swordfish on the hook.
The degree of body roll was more than acceptable; two normally queasy passengers didn’t complain as bumps and deep ruts were absorbed really well.
The centre of gravity is low because the weighty cylindrical battery pack is integrated way down within the lower chassis architecture. As well as the dampers this spells flat, confident cornering. So, it handled well, staying upright mostly.
I’d have liked a bit more weight on the steering. It felt too light. Because of the large battery packs (500lbs-plus), you don’t get enough of that nimble feel, but it is still beating rivals on handling and ride.
The cabin is well decked out though I thought some of the materials were less executive than I’d expect.
The 108.7kWh battery pack has maximum DC charging rate of 400kW. That’s more than the Tesla’s Model Y can deliver (250kW max). I didn’t need it. I trusted my lower-number ‘real world’ to make sure I had plenty left at all times.
The interior belongs to the Panoramic iDrive interface. Critical driving graphics, active navigation paths, and media readouts are fired directly across the lower edge of the entire windshield overlay.
The system aligns information with the driver’s natural line of sight to keep their eyes safely on the road ahead. I wouldn’t go so far as to say I could see everything without peering over.
Comfort abounds. Premium models get multi-tone woven textile upholstery. . . nice and warm.
And the flat floor at the rear gives plenty of room to the three (more likely two) passengers.
The 510-litre boot stretches to 1,500 litres when the 40:20:40 split rear seats are folded flat.
Given what cars of all sorts and sizes cost these days the starting price of the first cars here start from €73,925. That is well priced, I think. There are some drawbacks and oversights that might irritate some. Not me.
The iX3 shows all the signs of a car designed for the present and future.
