BMW's Neue Klasse i3 revolutionises what you can expect from a mid-sized premium electric sports saloon or estate. Jonathan Crouch tells you everything you need to know.

Background

EV car design needed a big step forward. BMW's Neue Klasse technology has provided it. First with the second generation iX3 SUV and then with this car, the new i3. We have to call it 'the new i3' because BMW fans will be well familiar with the original pioneering city car-shaped electric model that bore this same badge and was sold between 2013 and 2022. There was also an electric version of the G20-era combustion 3 Series bearing the 'i3' moniker, but that was sold only in China. Today's i3 though, is very different to anything that's gone before. Indeed, you could argue that it's significantly different from any EV that has gone before, unless you count the almost identically-engineered Neue Klasse iX3 model we mentioned earlier. That was a very important car for the Munich maker; but this one is the design the brand simply has to get right - the very first globally-available full-electric version of the model the company has built itself upon for five decades, the 3 Series. A bit like partner brand MINI did with the current Cooper hatch, the i3 will share much of its design language and technology with a separate but similar-looking combustion 3 Series. But in this case the car is BMW through and through - no joint ventures or Chinese collaborations. And it simply has to be good to face down new-era EV rivals like the Mercedes C-Class EQ and the forthcoming Audi A4 e-tron. Let's take a closer look.

Engines and Tech Spec

There's no doubt about the headline here from the twin motor 469hp 50 xDrive version of this i3 that BMW's primarily concentrating on; the 567 mile driving range possible from its 108.7kWh nickel-manganese-cobalt battery, which at the time of this car's launch set a new standard for any EV sold in Europe. Closest rival the Mercedes C-Class Electric can only manage 452 miles. But if the i3 is going to sell as the brand wants it to, it'll also need more deep-rooted attributes. Over the years, what has attracted customers to the 3 Series more than perhaps any other thing is the car's primarily rear-driven handling purity. To duplicate that in an all-electric successor weighing 2.3-tonnes and propelled by a powertrain first designed for an SUV was something the Munich engineers puzzled long and hard over. Eventually, electronics came to the rescue, BMW's so-called 'Heart of Joy' processor unit, which bundles all of the car's handling systems together and works a bit like the conductor of an orchestra to mask that prodigious kerb weight. Fortunately though, the marque hasn't completely relied on software development to solve the inherent issues involved in making an EV handle like a well-sorted sports saloon, admitting that 'you can't cure driving behaviour with actuators'. Nor has the company simply clothed their iX3 differently, though as you'd expect, the two Nueue Klasse models do share the same powertrains (and the same wheelbase length). The differences between the two cars start in the i3 with the way the battery is sited lower in the Gen6 vehicle architecture; and continue with lower-profile tyres, softer springs, different anti-roll bars and a quicker steering ratio. What the i3 does share with the iX3 is the same virtually perfect 50:50 weight distribution. In terms of powertrains, as with the SUV there's an entry-level single motor rear-driven 40 sDrive model. The focus though, is on the twin motor 50 xDrive variant we mentioned earlier, which pairs a 322hp electrically-excited synchronous motor of the rear with a 165hp asynchronous motor at the front, the two developing a gutsy 645Nm of torque and demolishing the 0-62mph sprint in around 4.0s. Drive sound effects come via the brand's new Hyperson X soundscape, created specifically for the Neue Klasse. Exact performance will depend on your choice between the various available MyMode drive settings, which include Sport, Efficient and Silent and also incorporate a Personal mode that's configurable, offering bespoke adjustment of steering, drivetrain and regen settings. Ah yes, regen; as you'd expect, there are also brake energy recuperation options and if you set the regen correctly, you'll rarely ever need the brake pedal. Up to 98% of braking is handled by the electric motors, which have a regen system programmed to bring the car to a halt more smoothly than just about any other vehicle on the market, particularly if you choose the max-regen 'B' mode on the gear selector (unlike with many rivals, there are no regen paddles). Earlier, we mentioned the suspension; BMW has stuck with a heavily revised version of its usual passive steel-sprung set-up here. Though in this case, built in is a clever hydraulic rebound stop, which is designed to iron out harshness and make the ride feel more compliant. Another thing that will impress you behind the wheel is the way the brand has integrated its 'level 2-plus' ADAS drive assist systems. These use AI cameras to watch your movements and predict your intentions, rather than intervening blindly when you don't need them. The result is smoother and less intrusive operation, of the kind Chinese makers in particular really need to learn from, especially with things like adaptive cruise control and automated lane changing. This is helped by the 'Heart of Joy' processor's four 'super brains', which provide up to 20 times more processing power than conventional control units. Other i3 variants are planned, including a top iM3 flagship performance version, with four electric motors generating around 1,000hp, energised by a high-performance battery pack developed specifically by BMW M.

Design and Build

Assuming you've decided on an electric car, want a premium-priced mid-sized model and don't want an SUV, one of the only things we could see putting you off this Munich contender is the divisive way it's been styled. BMW of course doesn't see it like that at all, describing this i3 saloon as 'a work of art'. Easier to agree with is stylist Felix Staudacher's assertion that 'a whole new design language' has been introduced to the 3 Series for its eighth generation with 'a fresh interpretation' of the face of this long-running model line. Staudacher reckons the end result is 'immediately recognisable' as a 3 Series, which is more debatable, but it's certainly immediately recognisable as one of the brand's Nueue Klasse models, sharing what at first glance seems to be much the same unusual nose section as its iX3 SUV stablemate. Closer inspection though, reveals a more streamlined look, with kidney grilles set wider with the i3 and illuminated all the way round, animating on your approach above a cleaner lower opening with active shutters and functional air curtains. You don't have to have a saloon; you can also ask your dealer about a Touring estate version and BMW also plans to build an i4 Coupe variant on this Gen6 platform too. At 4.76-metres long, this sedan is a bigger car than the previous G20-era 3 Series, though the long body/short overhang profile with its athletic shoulders is typical of the brand and apparently draws from the look of previous '3' designs, particularly the E36-era version from the early '90s. There are things we haven't seen before though with this model line, like the way the door skins meet the glass without plastic trims; the flush door handles; and the swollen wheel arches of mainstream models which house rims of up to 21-inches in size. L-shaped horizontally-aligned LED tail lamps aim to emphasise the 1.87-metre width and offer a three-dimensional light signature that plays its part in the various available Welcome & Goodbye lighting animations that strike up when you approach or leave the car. And of course the 2.5-box shape is particularly slippery (0.23Cd), helped by a completely flush closed underbody. Inside, you'll find the design even more dramatic and surprising - or at least you will if you haven't already tried the Nueue Klasse iX3, which donates most elements of its avant-garde cabin design to this i3. As with that car, the 'Panoramic i-Drive' dashboard is made up of four central elements which merge together into a surprisingly effective display and operating system. The usual instrument cluster is replaced by a narrow 43.3-inch-long 'Panoramic Vision' strip that runs between the A-pillars along the base of the windscreen right in your line of vision. And is supplanted by a Head-up display. This approach allows the unusually-shaped steering wheel to have a central upper spoke as well as a lower one. And to the left of that is a 3-degree-slanted 'Free-Cut Design' parallelogram-style central display for the infotainment that houses the controls for most of the car's functions and runs BMW's latest OS X software. At the rear, the 49mm of extra body length over the previous-generation 3 Series combines with the EV-expected flat floor to create a much more spacious-feeling cabin. The wheelbase length is the same as the iX3 and as with that car, you can really stretch your legs below the seats in front in a way previously unthinkable in a 3 Series model. Out back, there's a generously-sized 420-litre boot in the saloon. And all i3 is get a 31-litre under-bonnet 'frunk' for the charging leads.

Market and Model

You can expect i3 prices to start from just over £50,000 for the single motor model, with the launch twin motor 50 xDrive version priced from around £53,000. Most i3 customers will want to stretch to mid-range 'M Sport' trim, which has BMW's trademark body kit. The first variant to be made available was the i3 50 xDrive First Edition, priced at around £58,000. All i3 models get flush-mounted door handles that automatically extend when the provided BMW Digital Key Plus set-up is detected on your smartphone or smart watch. Inside, high quality materials are standard, including the 'Econeer' upholstery which consists of a recyclable textile composite made from 100% recycled polyester. The 'Operating System X' infotainment software includes a 'BMW Intelligent Personal Assistant' which incorporates 'Large Language' model technology and makes voice interaction for the driver more natural than with previous set-ups. There are lots of extra-cost options for this i3 of course. Like the 'Iconic Glow' package that enhances the visual depth effect of the front radiator grille and offers three striking lighting animations - Balanced, Relaxed and Excited. Upon request, dynamic lighting effects can add unique highlights to the front section of the car. You might also want to add the optional panoramic roof with its climate comfort glass. And most owners will want the optional 3D head-up display. Solid, frozen and metallic paint finishes are available, including a new metallic colour 'M Le Castellet Blue'. And you can have wheels of up to 21-inches in size. As you'd expect, there are loads of camera drive assist features, included in the standard 'Driving System Plus' package. Here, systems control the speed and distance from the vehicle in front and help the driver to keep the vehicle comfortably in lane. The system can also automatically detect recognised speed limits and adjust the speed before bends, roundabouts and turns.

Cost of Ownership

As we told you in our 'Driving' section, the 108.7kWh nickel-manganese-cobalt battery's EV range - up to 567 miles from the twin motor 50 xDrive version - is class-leading. Lots contributes to this i3 model's impressive showing. Energy losses from BMW's sixth generation electric motors have been reduced by 40% and weight is down by 10%. And the battery cells charge 30% quicker and have 20% higher energy density than the brand's previous generation EV tech. The big news with the Neue Klasse architecture is that it includes a properly modern 800V ultra-rapid charging-compliant system. By 'ultra-rapid', BMW really does mean that. Because this car can DC-charge at up to 400kW (faster than any of its rivals), in theory, at a fast enough charger, up to 263 miles of range can be added in just 10 minutes. That rate can only be held for 2 to 3 minutes but it's a 30% increase on the brand's previous generation EV tech. A normal 10-80% DC charge will take just 21 minutes. At home, the i3 50 xDrive will probably need around 15 hours for a full charge with a single phase 7.4kW wallbox, which you could probably reduce to around 11 hours with a three-phase 11kW wallbox connection. An optional 22kW connection can be activated when the AC Charging Professional package is specified. Bidirectional charging is now offered too, with a series of converters to replenish equipment during your journeys or discharge 11kW energy to power your house. For convenient and fast charging on the go, this car's powertrain includes route-optimised charging with automatic battery preparation for faster DC charging. There's also an intelligent charging flap that opens automatically; and BMW's 'Plug & Charge' package for automatic authentication at charging stations. The BMW Maps navigation system can calculate a route optimised for charging, including charging stops. And battery preparation ensures that the high voltage battery is bought to the optimum temperature before plugging in at any DC charging station. A control unit with an integrated switching matrix also allows the continued use of 400V DC stations. Because this i3 is freshly designed from the ground up, it includes a lot more recycled content, which makes the car easier to dismantle at the end of its life. BMW claims the car's supply chain benefits from a 35% reduction in its carbon footprint.

Summary

What BMW has achieved here shouldn't be under-estimated. The company calls this new i3 'a technological quantum leap into a new era'. In some ways, it is. We can see why you might not like the somewhat divisive looks. And the asking prices are premium. But in terms of technology, this car sets fresh standards for its segment - and in some ways for the EV market as a whole. The Munich maker claims that the 3 Series is 'the original measure of what defines BMW', so in reinterpreting this car for a new EV era, the i3 has a lot to live up to. It aims to set the standard for a whole new generation of BMWs and in doing so reset your expectations for what an electric car can be. One thing's for certain: this is now the class benchmark.