First came electric vehicles that looked very clearly like electric cars, with wacky designs showcasing their futuristic powertrains. Then there was a generation that hid EV powertrains under bodywork shared with combustion models. And now we’re faced with a new variety, electric vehicles that look almost identical to their regular siblings, but are built on radically different underpinnings. And the BMW i3 is the best example of this new genre. From the outside it looks almost indistinguishable from the gas-powered 3 Series G50, but every exterior panel is different and it sits on a completely different architecture, BMW’s Neue Klasse EV platform. The distinction is big enough that it even gets its own BMW model code: it’s NA0.
The truth
The Neue Klasse underpinnings mean the i3 shares its powertrain with the iX3 SUV that was launched before it. The closeness of the relationship is illustrated by the 114.1-inch wheelbase shared by the two models, primarily dictated by the use of the same battery.
The first version of the electric sedan to reach the United States will be the i3 50 xDrive, which uses a pair of electric motors, one powering each axle, to deliver a combined 463 horsepower and 476 lb-ft of torque. The 800-volt battery stores 108.7 kWh of usable energy, and the i3’s lower profile and slipperier shape allow it to have an EPA range of up to 468 miles. It also supports DC fast charging at speeds up to 400 kW, making it theoretically possible to take the battery from a 10 to 80 percent state of charge in as little as 21 minutes. Provided you can plug it into a juicy enough outlet, of course.
Other versions will follow, including an M60 version that will share the more powerful powertrain of the iX3 M60 xDrive, developing more than 600 horsepower. Beyond that, there’s the all-electric M3 to look forward to, but for now we’ll focus on the meat and potatoes 50 xDrive.
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- Vehicle tested: BMW i3 50 xDrive 2027
- Base price: $61,500
- Location: Aix en Provence, France
How does it ride?
Driving the i3 back-to-back with its 3 Series doppelganger, the new M350 xDrive, provided a fascinating insight into BMW’s priorities. Because it’s fair to say, when it comes to driving dynamics, that the electric vehicle has much more in common with the iX3 than with its combustion brother. The M350 looks largely familiar, essentially a revamped and more powerful version of the previous generation M340i xDrive. The i3 innovates for a BMW sedan. And yes, this comparison includes the old i4, which was – beneath its low-roof bodywork – essentially an electric version of the latest 3 Series.
BMW spent a lot of money on its Neue Klasse platform, and the i3 50 drove with a sense of unity and harmony that proved the scale of the colossal engineering effort that went into integrating its various systems and making them work together. This was evident in the smoothness of the powertrain, the balance of the chassis and the exceptional refinement. This is clearly the new three-brand model on which large sums have been spent.
Before I praise too much, I have to make an important caveat: the i3 50 is not, inherently, an exciting car. It’s capable of delivering adrenaline rushes thanks to plenty of longitudinal and lateral g-forces, but it completely lacks the rowdy character common to BMWs that enthusiasts really love. Driving the i3 after experiencing the M350’s growling engine and more aggressive suspension tuning made the EV feel like a bit of a wallflower.
But this first impression was unfair. There’s a subtlety to the way the i3 50 does just about everything. No part of the experience really stands out, but that’s because everything is done that way and the refinement of the cruise is almost frightening. There’s always a soundtrack playing through a speaker to try to introduce some excitement into the proceedings, and it was too loud and intrusive in Sport mode. But this is switchable, and near-silence suits the i3 much better.
By the increasingly deranged standards of the pointy end of the EV segment, performance is hearty rather than downright hot: BMW claims a 0-60 time of 4.5 seconds, which is actually 0.6 seconds slower than the M350. But it was very pleasant to drive, the fractional difference in acceleration being more than offset by the fact that there was no need to shift gears. Like the best electric vehicles, the i3 has the ability to almost teleport into gaps and perform overtaking moves with minimal notice. And even though the acceleration rate has started to slow noticeably beyond 85 mph, it still feels very fast. Ultimately, BMW says, it will hit a speed limiter of 124 mph.
Slowing down impressed more than accelerating, thanks to the completely seamless switching between regenerative and friction braking, the exceptionally tuned one-pedal mode, as well as the Soft Stop function – called “chauffeur stop” by other automakers – which brings the i3 to a truly imperceptible stop by gradually easing the braking in the final meters in its one-pedal mode. In addition to switchable regeneration levels, there is also an adaptive function that automatically increases this level when the vehicle approaches an intersection or has other reasons to slow down, and it worked delicately enough to be barely noticeable. The improved cruise control also worked well on different road types, with the Highway Assistant feature providing hands-free functionality on the highway.
Most of the comments are exactly the same as the new 3 Series. Despite their different underlying architectures, the 3 Series and i3 have almost identical cabins. The only obvious changes are that the electric vehicle has no paddle shifters behind the steering wheel, tachometer or start button; As long as the key is detected in the car, you just select a gear and off you go. Beyond that, the biggest difference I noticed was that the i3’s lowest seat position was higher than the M350’s, which was a slight frustration. Other comments regarding the sometimes tedious UI inputs are exactly the same for both cars.
The interior architecture of the Neue Klasse was clearly designed with electric vehicles higher on the priority list than combustion models. The Panoramic Vision projected dash display is better suited to conveying the minimal messages required by the i3, losing the frustration of the M350’s inadequate rev counter and residual fuel gauge. There’s still too much display space for the information that needs to be provided, but the reconfigurable locations mean buyers will be able to make their own choices about what they want to look at, including images of some of BMW’s Art Cars.
I did not have the opportunity to test either the maximum charging speed or the veracity of the impressive autonomy announced. This will happen when Road and track spends more time with a car in the United States.
Should I buy one?
Potential buyers face two big questions. The first, if they want to make the slightly eccentric choice of a compact electric sedan, is whether the i3 represents the best of the breed. Among this limited pool, the electric Mercedes C-Class, which is also expected to arrive in the United States next year, is probably the closest alternative. But the Tesla Model 3 Performance is also pretty close in terms of power output, and it’s slightly cheaper, although it doesn’t come close to the BMW’s EPA range or dynamic polish.
But here’s a trickier question: Does this buyer really want an electric vehicle? For anyone determined to go the electric route, the i3 50 xDrive makes an excellent case, which will be strengthened as the model range expands with other variants. But for those who prefer a more traditional version of BMW’s small sedan or are sitting on the fence, the new 3 Series offers what remains a compelling reason to say no. By empirical standards, the i3 is a better car, but it’s not more exciting.
Strengths and weaknesses
We like:
- The combination of performance, refinement and comfort.
- The EPA range, which is at the next level compared to most competitors.
- More accessible limits than the M350 xDrive.
We don’t like:
- Same user-friendliness as the Series 3.
- Artificial “Sport” performance noise.
- The seating position is a little too high.
Favorite detail:
The ability to put pictures of some of BMW’s famous Art Cars on the panoramic gauge cluster might seem gimmicky in a less serious car, but the i3 gets a pass given how tirelessly it does just about everything else. As with other models featuring the new Panoramic Vision system, there are five to choose from, including David Hockney’s stunning BMW 850 CSi, seen here.
Gn bussni
