2027 BMW iX3 First Drive Review: It Still Feels Like a BMW

The 2027 BMW iX3 50 xDrive is the first production model of BMW’s Neue Klasse generation, and after a short first drive on Maryland back roads, one thing stood out immediately: it still feels like a BMW.

I drove the new iX3 at BMW of Owings Mills, spending time with its handling, regenerative braking, Panoramic iDrive system, comfort features, charging controls and parking technology. This was not a full review, but it was enough time to get a strong first impression of what BMW’s next generation of electric vehicles is trying to accomplish.

There is plenty of new technology here, but the driving experience made the strongest impression on me.

The design caught my attention first

I really like the way the iX3 looks. The exterior feels well thought out, and the aero wheels work particularly well with the shape of this crossover.  The new grille gives me a retro 1980s BMW vibe which I think is really cool.

If I were shopping for an electric crossover SUV, the Tesla Model Y and Rivian R2 would be two of the obvious vehicles I would want to compare it with. They are not exact price peers, but there is enough overlap in size, capability and intended use that I expect plenty of EV buyers will cross-shop them.

Inside, the materials, build quality and comfort made an even bigger impression. The front seats felt exceptionally comfortable, and the driver’s seat can tighten the backrest bolsters to hold you more firmly in place. The difference was noticeable when I switched to the sport drive mode.

The BMW iX3 still feels like a driver’s car

The twisty roads were the best part of this first drive. The iX3 felt composed through the curves, and switching into Sport mode gave it more than enough power to make an acceleration run entertaining.

BMW rates the iX3 50 xDrive at 4.7 seconds from 0 to 60 mph. It is not trying to be the performance version of every electric crossover, but it certainly does not feel slow. More important to me was how enjoyable it felt between the straightaways. It has not lost that BMW personality.

My father-in-law, a former BMW 3 series owner, who does not normally drive EVs also spent time behind the wheel and came away impressed with how the iX3 drove.

The regenerative braking stood out as well. I have driven earlier EVs that pitched forward sharply when lifting off the accelerator. The iX3 felt much smoother.

Its one-pedal driving mode worked particularly well. You select B by tapping down on the shifter toggle twice. In ordinary D, the energy-recovery setting can be adjusted separately.

The cabin was pleasantly quiet. I could barely hear passing vehicles or much wind noise. There was some tire noise over a rough stretch of pavement, although the tires and road surface may have contributed to that impression.

BMW Panoramic iDrive gives you plenty to configure

BMW gives the driver a surprising amount of control rather than locking everything into one setup. The Panoramic Vision display changes with the selected drive mode and can surface different information depending on how you are driving.

In Efficient mode, for example, information such as average efficiency and trip energy use is brought forward. Silent mode simplifies the display and switches off the vehicle’s simulated motor sounds.

Open the drive mode’s configuration menu and there are separate choices for powertrain response, energy recovery in D (regenerative braking), steering feel, and backrest width.

You can choose Comfort or Sport steering, for example, and independently adjust how tightly the driver’s seat bolsters hold you. I did not get enough time to properly evaluate the adaptive energy recovery setting, so that remains on my list for a longer test.

I do not usually care much for simulated combustion-engine sounds in EVs, but I actually liked the ones in the iX3. Just as importantly, BMW gives you the option to switch them off when you want a quieter experience.

Small comfort details make a difference

One clever climate-control feature is indirect airflow. If you dislike having air blown directly at your face or body, you can select a setting that directs airflow away from the driver or passenger. It is a small feature, but one I could see using regularly.

The available massage seats were another highlight. The program I tried provided a gentle, slow movement across the back, and the system includes multiple programs and adjustable intensity.

One important equipment note: ventilated front seats are not currently listed as available on the U.S. spec iX3. The Comfort Package includes multi-function seats with a seven-program massage function, but seat ventilation should not be counted among the available features.  BMW has said they are working on ventilated seats with estimated availability later in the iX3 product cycle.

Charging controls are designed for EV owners

The iX3’s charging menu offers the kind of control I appreciate as an EV owner. You can adjust the AC charging limit in one-amp increments, and the vehicle lets you manually start battery preconditioning rather than forcing you to rely entirely on automatic preconditioning.

BMW also lists bidirectional charging as a capability of the iX3. That potentially opens the door to vehicle-to-load (V2L) and home energy applications, although I did not test any of those functions during this first drive. The hardware, installation requirements and real-world usefulness of those features are something I want to explore separately.

The parking cameras have some genuinely useful features

The parking cameras were clear and useful. Along with views around the vehicle and a close look at the curb, the display can show the space the doors would occupy when fully opened.

That may sound minor, but it could be genuinely useful when backing into a tight parking space. There is also a selectable 3D view that lets you look at the vehicle from different angles.

BMW iX3 range, charging speed and price

This is where the iX3 becomes especially interesting as a potential road trip EV.

BMW rates the 2027 iX3 50 xDrive at between 383 and 434 miles of range, depending on its wheel and tire configuration. The headline 434 mile figure applies to the 20-inch summer-tire configuration, while the standard 20-inch all-season setup is rated at 383 miles.  The 21" all-seasons on our demo iX3 are rated for 399 miles.

Its 800-volt electrical architecture supports DC fast charging at up to 400 kW. BMW says the battery can charge from 10% to 80% in approximately 21 minutes under ideal conditions.

Those numbers are promising for road-trip use, but peak charging power and an advertised charging time do not tell the entire story. I want to test the charging curve, highway efficiency and actual trip performance before drawing conclusions about how the iX3 compares with other long range EVs.

Pricing starts at $61,500 before destination. Options can raise that number fairly quickly. The M Sport-equipped iX3 I drove had an MSRP of $70,750.

My first-drive takeaway

This was a first drive, not a full BMW iX3 review. I still need considerably more time with the vehicle before making conclusions about real world efficiency, charging performance, road-trip range and driver assistance.

What this drive did establish is that BMW has built an electric crossover I would genuinely enjoy spending more time with.

The comfortable interior, high level of configurability, useful EV controls, long range potential and fast-charging capability all matter. But after getting out of the iX3, the thing that stayed with me most was how much I enjoyed driving it on those Maryland back roads.

For all the attention BMW’s Neue Klasse technology will receive, that may be the most important part of the iX3: it still feels like a BMW.

Thanks to BMW of Owings Mills and Robert Regino for allowing EV Outdoors to spend time with the vehicle.

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