2026 BMW iX3 xDrive50 M Sport 108.7kWh Review: The Electric Essence of Joy

The second-generation BMW iX3 proves that an electric SUV can still be a proper driver’s car

Singapore — I never thought the day would come, but with the introduction of the new BMW iX3, BMW has effectively split the X3 range into dedicated ICE and electric models.

You could almost think that an alternative BMW had appeared from a parallel dimension and brought us this electrified X3 SAV. The reason I say this is because the X3 and iX3 are now completely different cars.

Unlike its predecessor, which shared its bodyshell with the third-generation G01 ICE X3 — undoubtedly my favourite X3 — the new iX3 is an entirely different car, developed from the ground up.

Influence from the original Neue Klasse

The iX3’s story actually goes back to the 1960s, when BMW’s original New Class, or Neue Klasse, range of cars was first introduced.

The timing for BMW to take a leaf from this period is rather apt, too. Times were challenging for the Bavarian marque then, just as they are today. If I may digress slightly, the market is now peppered with Chinese competition, and buyers are spoilt for choice.

The iX3’s vertical Kidney Grille — a much-needed change, in my opinion — is a nod to the BMWs of the 1960s. So too is the valley running along the bonnet, with its raised edges. In place of traditional chrome detailing, BMW has opted for LED lighting, which is quite a bold move.

From the side, the second-generation BMW iX3 presents itself with purposeful bulges, visually propped up by angular wheel arches.

At the rear, the thin tail lights extend inwards towards the redesigned BMW crest — something you will increasingly find on the marque’s incoming range of cars.

A huge jump in technology, and a preview of things to come

The interior may be minimalist, but it doesn’t feel spartan. The unique 17.9-inch central display “floats” over the dashboard as a six-sided, err… parallelogram — for lack of a better way to describe it. Beneath it all, the new BMW Operating System X powers the infotainment system.

The new interface feels easier to navigate than the previous Operating System 9, while the crisp graphics and responsive interface make the whole system pleasant to use.

The BMW Intelligent Personal Assistant is heavily based on Amazon’s AI-assisted Alexa Custom Assistant. The difference between the new system and previous iterations of BMW’s Intelligent Personal Assistant is quite noticeable. I would best describe it as the difference between trying to talk to a machine and what almost feels like talking to someone.

Perhaps there is just one thing I would rather have kept: the climate-control toggles as physical buttons and switches, with the air-conditioning vents remaining directly adjustable.

Instead of a conventional instrument panel, the iX3’s Panoramic Vision display takes over driver-display duties. Spanning the entire base of the windscreen, it is incredibly easy to refer to thanks to its linear layout.

I also like that you can customise which widgets you want displayed.

How much wood would a woodchuck chuck if a woodchuck could chuck wood?

The iX3 xDrive50 M Sport’s interior is finished in Veganza synthetic upholstery, black and frosted-silver plastic, and fabric. Unlike the previous G01 X3, BMW has also steered away from wood trim.

As for passenger space, front headroom is almost identical to the G08 iX3, while BMW has shaved off a tiny bit at the rear. You now get 979mm versus 1,003mm previously. That said, it is still more than sufficient for my 172cm frame.

At 520 litres, the boot of the new iX3 is 10 litres larger than its predecessor. With the rear seats folded, cargo capacity increases to 1,750 litres — 190 litres more than the old car.

One word — handling

The iX3 xDrive50 M Sport’s rear-biased xDrive system consists of a front motor producing 167hp (123kW) and 255Nm, and a rear motor putting out 326hp (240kW) and 435Nm.

With a system output of 469hp (345kW) and 645Nm, the xDrive50-badged iX3 can accelerate from 0-100km/h in 4.9 seconds.

Before I tell you about the significantly milder drive I had on our roads, I should mention that I recently put the electric SAV through its paces on a controlled circuit in Thailand.

Right away, I could tell that the new iX3 was significantly sharper than its predecessor.

I could lift off and pitch the BMW SAV into a sharp, high-speed right-hander before getting back on the power. The iX3 obliges by sinking its “teeth” in and committing to the corner without much complaint about its more-than-two-tonne heft.

Foot off the throttle again, I follow with a flick into an equally sharp left and a hard squeeze of the throttle.

As you hear the EV tyres chirping under tremendous strain from the sudden change in direction, you can also just about make out the front motor “sucking” you back into the turn.

Behind all of this, the Heart of Joy — one of the four “superbrains” of the new iX3 — is working hard to limit slip and vector torque where it is required.

Back on our streets, you quickly find that the iX3 builds confidence as you drive. The fixed suspension, though slightly on the firmer side, does a decent job of smoothing out our rather uneven road surfaces.

Aside from the One-Pedal driving mode, the iX3’s regenerative braking can be set to three levels. The lowest intensity gives you enough freedom to coast over short distances.

Away from hooning the iX3 around a controlled track, the BMW feels as precise as it is pleasurable, whether you’re driving around the city or opening it up on the highway.

Adding to the iX3’s refinement, the Soft Stop function brings the car to a gentle halt, very much like a “limo stop” — without requiring you to possess the actual skill set to do it yourself.

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My weekend of driving yielded an energy efficiency figure of 5.6km/kWh — almost identical to the car’s posted 5.5km/kWh.

Thanks to its 108.7kWh battery, you could probably drive this BMW for more than a week without charging, depending on your daily mileage.

BMW claims that the iX3 has a range of up to 805km under WLTP. Even as a sceptic, I could easily believe that the SAV could manage a lower average of around 650km without too much effort… And that, to me, brings a lot of confidence.

Pricing and competition

Retailing at $395,888*, the BMW iX3 xDrive50 M Sport is currently the only iX3 variant available in Singapore.

Competition comes from a mix of Chinese and German marques, including the ZEEKR 7X Performance AWD ($319,999*), Avatr 07 Ultra ($301,999*), Mercedes-Benz GLC 400 4MATIC AMG Line ($394,888*) and Audi Q6 e-tron quattro ($477,999*).

The Audi, I feel, is priced way too high.

But the BMW iX3 is playing a slightly different game. It may be an electric SUV, but the second-generation iX3 feels like BMW has finally remembered that the “M” in M Sport should mean something when you turn the steering wheel.

The new iX3 is comfortable, refined and packed with technology, but it is the way it handles that really sets it apart.

For anyone who still believes that going electric means giving up the joy of driving, the BMW iX3 xDrive50 M Sport makes a rather compelling counterargument.

The electric essence of joy, indeed.

*Prices correct at the time of publishing.

Pros	Cons
Fantastic handling	Air-conditioning controls embedded in infotainment
Aggressive styling	No manual adjusters for the air-conditioning vents
Heaps of tech

2026 BMW iX3 Electric xDrive50 M Sport 108.7kWh

Drivetrain	Full Electric
Layout	Dual Motor, All-Wheel Drive
Motor power / torque	469hp / 645Nm
Efficiency	15.1kWh/100km
Battery capacity	102kWh
0-100km/h	4.9 Seconds
Top Speed	210km/h
VES Band	A
Dealer	Performance Motors / BMW Eurokars Auto
Price	S$395,888 with COE, with VES
Verdict	A BMW first. A practical SUV or should I say SAV second.