MIRAMAS, France – The next chapter of BMW’s electric transformation begins with the second-generation iX3. As the first model to be based on the German automaker’s all-new Neue Klasse platform, it represents more than just a structural overhaul of what went before it – it is a clean break from the past, laying the groundwork for a new generation of electric models shaped by in-house developed and produced drivetrains, new round-cell battery technology, proprietary software and a reinvigorated design philosophy.

We traveled to BMW’s proving ground here in southern France to drive prototypes of the new electric CUV ahead of its world debut at the 2025 IAA Mobility Show in Munich in September. When it arrives in North American showrooms in 2026, the iX3 will compete against the Audi Q6 e-tron and the upcoming electric Mercedes-Benz GLC among other all-electric crossovers from premium brands.

Although it shares a name with the outgoing iX3, this new model is a completely different proposition. While the original, produced in China and launched in selected markets in 2020, was based on a modified version of the CLAR platform originally developed for internal-combustion-engine models, the next generation benefits from the dedicated properties of the Neue Klasse platform, which has been conceived from the ground up for electrification.

More than €2 billion ($2.28 billion) has been invested in its development, with over half of this allocated to a newly constructed plant in Debrecen, Hungary, where the new iX3 will be produced from the third quarter of 2025.

The Neue Klasse architecture is modular and scalable, designed to underpin at least six new electric BMW models by 2028, including a forthcoming electric 3-Series expected to revive the i3 name. But the rollout begins here – and the significance of that should not be underestimated.

Climbing into the iX3 prototype requires a modest step over a wide sill, a product of the reinforced lower structure that houses the battery pack. “We’ve used longitudinal aluminum elements for added crash protection,” explains project lead Mike Reichelt. Once inside, it’s clear the transformation goes far beyond platform engineering.

The new cabin layout is defined by BMW’s Panoramic iDrive system, a slim, full-width dot-matrix display that replaces a traditional instrument cluster and sits at the base of the windshield. It’s complemented by a floating central touchscreen and an optional 3D head-up display. Running the brand’s new OS X software, the system supports over-the-air updates, advanced voice control via a revised Intelligent Personal Assistant, and a more minimalist user-experience (UX) design.

The result is a cleaner, more contemporary driving environment than those of more recent BMW models. First previewed in the Vision Neue Klasse X concept, the interior features a flatter floor and a more spacious layout than its predecessor.

While full production materials remain under wraps in these development cars, the architecture signals a move toward a more premium, less cluttered design direction. Rear visibility is compromised somewhat by the shallow rear window and sloping roofline, but packaging gains include deeper underfloor storage. Cargo space is expected to remain on par with the gas-powered X3 – roughly 20.1 cu.-ft. (566 L), rising to 60 cu.-ft. (1,699 L) with the rear seats folded.

You won’t find a start button. If the key is present, the iX3 powers up automatically. Slide the selector backwards into drive and the iX3 is ready to go.

Under the skin is BMW’s sixth-generation eDrive system, marking a major leap in performance and efficiency. It adopts a new 800V electrical architecture, replacing the previous 400V system, and introduces BMW’s cylindrical-cell battery in a cell-to-pack layout. This configuration eliminates intermediate modules, improving packaging and raising energy density. While BMW has yet to confirm final battery capacity, the company claims an EPA range of up to 400 miles (644 km) – a significant improvement over the first iX3.

Charging performance also sees a significant upgrade. Peak DC charging speed increases to 400 kW, enabling a 218-mile (451-km) recharge in just 10 minutes under optimal conditions. The new system supports bi-directional charging, meaning the iX3 can feed power back into your home or external devices, potentially turning the car into a mobile energy storage unit.

Two drivetrain options will be offered: a single-motor, rear-wheel-drive configuration and a dual-motor all-wheel-drive setup. The latter pairs an asynchronous front motor with a synchronous rear motor, delivering up to 402 hp and 443 lb.-ft. (601 Nm) of torque. BMW quotes a 0-62 mph time of under five seconds and a higher top speed than the outgoing first-generation iX3’s 112 mph (180 km/h).

Even in these early test cars, bearing camouflage and signs of high-mileage development, the difference is immediate. The new platform brings a tangible sense of cohesion. Ride quality is notably improved, aided by a revised suspension setup that includes hydraulic rebound stops to smooth out impacts and reduce harshness. The iX3 sticks with steel springs, unlike some premium electric CUV rivals that offer air suspension, but the chassis tuning feels polished and confident.

The front uses a double-wishbone layout, while the rear features a multilink setup shared with the fourth-generation X3. Despite a likely curb weight close to 5,071 lbs. (2,300 kg), body control is tight, with moderate lean. The handling is aided by near-perfect 49:51 front-to-rear weight distribution, a longtime BMW hallmark.

The new central control unit – internally dubbed the “Heart of Joy” – orchestrates all powertrain and chassis systems, processing data ten times faster than previous ECUs. Four drive modes are available: Personal, Sport, Efficient, and Silent. The Personal setting can be further configured to adjust steering, acceleration, and regeneration behavior across various modes.

Regenerative braking strategy follows BMW convention: there are no paddles on the steering wheel. Instead, the driver selects between Drive (D) for coasting and Battery (B) for aggressive deceleration and one-pedal driving. BMW says up to 98% of braking can be handled without the physical brakes using the electric motor as a generator to harvest kinetic energy.

Steering feel is light but accurate in urban environments and progressively firms up at speed. The variable-ratio system provides welcome feedback, and the iX3 delivers a level of involvement that is rare among electric CUVs.

On the tight corners and high-speed loops of the Miramas track, the iX3 felt eager and composed, with strong front-end grip and impressive directional stability.

BMW has also refined its semi-autonomous driving features. The iX3 will offer Level 2+ driver assistance, including automated lane changes and a more intuitive version of adaptive cruise control. The system operates more smoothly than current BMW offerings, aligning more closely with user-friendly experiences from Tesla and Mercedes-Benz.

In nearly every respect, the second-generation iX3 represents a clear step forward. It rides better, drives with more confidence and packages its electric drivetrain more intelligently. Most importantly, it sheds the impression of being a converted combustion vehicle. This is BMW’s electric vehicle future, engineered from the ground up and presented with purpose.

We’ll have to wait until September to see the final production design and further details, but if this prototype drive is anything to go by, the new iX3 will be a critical and compelling cornerstone in the next era of BMW’s electric transition.