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Motor Trend
2 days ago
- Automotive
- Motor Trend
We Drive BMW's Neue Klasse! Do 4 Brains + Heart of Joy = Ultimate Driving?
In the early '60s, a struggling BMW needed a clean break from its dowdy, outdated luxury models and slow-selling economy cars and motorcycles. That's when the Quandt family invested in the brand, ordering development of the Neue Klasse— BMW's then first completely new car since 1933. These sleeker models introduced the iconic 'Hofmeister kink,' drove well, and made the brand and its reputation what they are today. BMW is reviving that nomenclature to signal that the architecture underpinning this 2026 BMW iX3, the forthcoming i3 sedan, and a whole family of 40 new electric, gas, and hybrid SUVs, sedans, and maybe a supercar is the 'newest' since that 1962 BMW 1500. Will drivers really feel the difference? BMW organized an elaborate demonstration drive of prototype iX3 50 xDrive models (the first Neue Klasse variant to launch) at its Miramas proving ground in southern France in hopes we'd feel it, and we came away impressed. 1-Millisecond Latency Probably the single biggest achievement here is the switch to zonal architecture with 'four big brains'—the one dedicated to driving dynamics is dubbed 'Heart of Joy'—directly running every single gizmo and widget on the car, with no hierarchical delegation to supplier-authored software running on supplier-sourced silicon. The whole shebang is BMW here, which cuts overall latency (the time between ordering and executing an action) from the typical 10–50 milliseconds down to just 1 ms. Believe it or not, you can feel this at the wheel of this fully electric iX3, because it is forever calculating precisely how much grip is available at each tire. Damp Cornering On a wet handling course interspersed with dry patches, in its default driving mode the iX3 always heads in the direction it's pointed despite our determined efforts to force oversteer or make it plow. In Sport mode, the system rewards similar antics with gentle, easily maintained drifts. We especially appreciated this system on our early morning drive on twisty, hilly rural roads still partially damp with morning dew. Powering out of shady corners gave the impression they were bone dry, when strong braking in similar corners revealed loads of ABS intervention, revealing the low-mu truth. Always knowing the precise grip level allows that brainy Heart of Joy to mete out precisely the maximum amount of power or retardation conditions will allow, with nothing squandered in clumsy iterative braking stabs. This allowed our iX3 to follow an M4 remarkably closely around much of the handling circuit, despite weighing more and packing roughly 25 percent less power. It's like the hyperfast electronics bestow 'virtual agility.' Of course, the M4's actual agility clearly allowed it to scoot out of tighter corners more quickly, as we waited for our taller SUV to settle back down to allow even distribution of full power to all four wheels. Alas, there's no electronic escape from physics). Revolutionary Braking Three levels of regeneration can be selected via the screen, but true one-pedal driving is accessed via shifting to B mode, and with the 1ms latency, BMW claims 99 percent of customer braking can be handled via regen. With the 'Heart of Joy' superbrain able to directly micromanage the braking at each wheel under all circumstances, engineers have programmed them to deliver a limousine stop (no head bobbing) every time. They gently release just as the car comes to a complete stop, whether you're braking manually or via one-pedal driving. We tried our best limo stop in neutral (no regen) and didn't come close. A sharply twisting steep descent demonstrated that the computer can't be flummoxed by widely varying wheel speeds. The Neue Klasse's greatly expanded reliance on regenerative braking is largely responsible for its claimed 25-percent improvement in overall efficiency. At least for entry-level iX3 models, the suspension is completely passive, but the geometry, dampers, and elastokinematic bits are all new, and everything's tuned to attenuate or eliminate vibration or oscillation. Strategic reinforcement and the structural battery box provide an extremely rigid body and chassis. Body motions are well controlled, allowing natural levels of roll, pitch and dive. The ride/handling compromise impressed us on rural French roads, but the acid test will be neglected American pavement. Sport mode steering is meant to feel less anodyne, with effort at the rim tied to the lateral grip information calculated by the 'heart of joy.' Try as we may, we failed to notice evidence of changing road grip, meaning it's still no match for the E39 5-Series' hydraulic system in delivering fingertip joy. Exact specifications for the asynchronous induction front and brushed synchronous rear motors have yet to be released, but the round-number estimates are 300kW/600Nm, or 402 hp/442 lb-ft combined. A new silicon-carbide inverter generates 40 percent less heat/energy loss than the previous silicon ones. 4 Driving Modes The vehicle always starts up in Personal mode, which can indeed be personalized for everything but the powertrain mode (which impacts efficiency ratings). Sport alters steering, driving responsiveness, sound, and screen graphics. Efficient dulls throttle responsiveness to maximize thrift (boosting the computer's indicated range by 25 percent). Silent quells all artificial noise and presents 'calm' screens displaying minimal content. Driver Assist Systems That Don't Annoy The Neue Klasse iX3 gets both a capacitive-touch sensing steering wheel (which means no 'hands on the wheel!' scoldings when they're already on it). The driver monitoring camera located in the inside rearview mirror determines what the driver is looking at, so the lane-departure warning/lane keep assist won't squawk or try to maintain your lane if it notices you just checked the mirror and then steered over the line. Watching an erratic driver coming up from behind you? The system allows the driver to stare at a mirror much longer than it does at a phone, the infotainment screen, or a landmark on the horizon. Hands-Free Driving Innovations When the hands-free cruise control suggests a lane change, the driver need only glance at the appropriate mirror to approve it (and the system can be set to allow passing left-lane bandits on the right—equally abhorrent in Germany). A driver can also either signal to initiate a lane change or simply check the mirror and nudge the wheel in that direction and it will automatically signal and change. You can even use the brake pedal (lightly) without canceling cruise control—perfect if a lane is ending and you need to decelerate to fit a gap in traffic. This is called 'cooperative braking.' Tap the brake, brake harder, or press the on/off button on the steering wheel to cancel (resume by pressing it again). Steering manually will also pause or cancel the hands-free mode. The system even allows drivers to briefly rest their eyes when inching along or stopped in traffic, without displaying those aggravating coffee-break warnings. It won't drive off until the driver's eyes open (or look up from the phone), but there's no need to click 'accept' or goose the accelerator. There's even an intelligent reversing mode that remembers the last 650 feet of forward maneuvering well enough to precisely reverse back through them. The superbrain controlling these 40 ADAS functions works 20 times faster than its predecessor and is the only one that requires active cooling. Automated Parking You Might Actually Use These systems usually take longer to set up and finish parking than any good driver would, but at low speeds, the Neue Klasse's ADAS superbrain continuously maps potential parking spots. So when you're ready to park, your left thumb just presses the P steering-wheel button, the screen shows the spot it's aiming for, if you agree you thumb the OK button on the same steering-wheel stalk and the car hustles into that spot quicker than a cautious driver might. The screen allows you to choose a different space or switch between head-in or back-in, but it can be as quick as two button presses. When you return to the car, it asks 'Park Out?' Touch OK and the car pulls out. Panoramic iDrive We love Lincoln's 48-inch screen, and we love BMW's 43-incher. They function similarly—driver info on the left, selectable widgets on the right (six shorter, wider ones here), but BMW projects its image onto the windshield, making it appear like it's farther out, just under the rear edge of the hood. The 4K-resolution image remains bright (1,000:1 contrast) and visible for all occupants—even those wearing polarized glasses (thanks to a BMW-patented screen coating). One note: We wish the G-circle widget 'remembered' several minutes of driving, so a driver could review it after stopping. The 3D head-up display also gives an augmented reality three-curve preview that's quite helpful (sadly the HUD is largely invisible with polarized glasses). The three-screen setup (HUD, panoramic display, and central info display) seemed intuitive to use during our brief time at the wheel, and the angled graphics and coloring convey BMW's sporty mission. 'Shy tech,' wherein only buttons pertinent for use at the time have their functions illuminated, keeps the cabin looking clean, though some buttons' illumination struggled to be seen in direct sunlight. Operating System X on Android The superbrain controlling all infotainment functions uses BMW's latest tenth-gen OS, which runs Android open-source software to accelerate time-to-market with third-party apps. Android Auto and Apple CarPlay screen mirroring remains available, with the former enjoying no noticeable 'home-court' advantages. There's an onboard personal assistant (with 'BMW' as its wake word, but hopefully this is reprogrammable) that is personified with a face and eyes that look at whomever is speaking, and reportedly evinces personality at times, strumming a guitar, for example, when asked to crank up music volume. The Bottom Line? Our prototype drives on and around the Miramas proving ground in the super-fast-thinking 2026 BMW iX3 have whet our appetite for more. We'll be eager to quantify the Heart of Joy's performance benefits, and we'll be eager to find out if we're still able to sense the millisecond-latency improvements when they're applied to inherently laggier combustion or hybrid powertrains. It also remains to be seen whether all the ADAS innovations are deemed fully legal or marketable in the Litigious States of America. We'll all learn more about the pricing and specifications when BMW officially pulls the wraps off the iX3 at the IAA Munich show this September, in advance of its second-quarter 2026 launch.
Yahoo
2 days ago
- Automotive
- Yahoo
BMW iX3 Prototype review
BMW's Neue Klasse isn't just a new platform – it draws a line in the sand for how the brand designs, builds and powers its electric cars. I've come to BMW's Miramas proving ground in the south of France to drive prototypes of the first Neue Klasse model: the all-new BMW iX3 SUV. So today marks our first chance to discover whether this rival for the Audi Q6 E-tron and upcoming electric Mercedes-Benz GLC delivers on the promise that BMW has been building over the past two years. Said promise has unfolded through a series of concept cars. First came the i Vision Dee, a compact saloon exploring new ideas about digital interaction. Then the Vision Neue Klasse saloon heralded a dramatic new design direction. Next, the Vision Neue Klasse X clearly previewed the new iX3 and its Panoramic iDrive system. And most recently, the Vision Driving Experience, a quad-motor saloon, lifted the lid on the performance technology of future M cars. Now, after all that build-up, here comes the reality. The significance of the Neue Klasse platform shouldn't be underestimated. Since the 2013 launch of BMW's first series-production EV, the i3, each new one has been based on a shared platform originally engineered to support combustion engines. That includes the original iX3, launched in 2020 on BMW's CLAR platform – flexible, yes, but not conceived for full electrification. The Neue Klasse changes that. It's a clean-sheet design, and BMW has invested more than £1.7 billion in its development. More than half of that has gone into an all-new production plant in Debrecen, Hungary, where the new iX3 will enter series production later this year. It will be the basis for at least six new EVs by 2028, including the eagerly awaited electric BMW 3 Series – set to take the i3 name next year. But it all begins with the iX3. Get inside and it's clear that this is more than just a platform shift – it's a design and user experience reinvention too. At the centre of it all is BMW's new Panoramic iDrive system, which ditches the traditional instrument cluster in favour of a slim, dot-matrix-style display housed within the base of the windscreen. This is complemented by a rhomboid central touchscreen and an optional 3D head-up display – all running BMW's new OS X software with the latest over-the-air software update capability and enhanced voice interaction via a revised Intelligent Personal Assistant. First previewed on the Vision Neue Klasse X, this cabin concept includes a lower, cleaner dashboard and a completely new generation of steering wheel. The pillar-to-pillar display is sharp and legible, although oddly you can't view the power and torque data and trip readouts simultaneously – an odd oversight for a brand that still holds firm to its traditional 'ultimate driving machine' mantra. Most surfaces remain covered in these early prototypes, so a full assessment of material quality will have to wait – but from what I can see, BMW has taken a step forward. Interior space is on par with the current ICE X3, with which the new iX3 shares vital components, but with a flatter floor, thanks to the adoption of the new platform. Rear visibility is compromised somewhat by the shallow rear window and sloping roofline. Boot space remains unconfirmed, but expect a similar 570 litres to that of the petrol X3, increasing to about 1700 litres with the rear seats folded. There's no start button. If the key is nearby, the iX3 is effectively on and ready: just knock the gear selector into drive and off you go. Underpinning the new iX3 is BMW's Gen6 electric drivetrain. It runs on a new 800V electrical architecture, replacing the 400V system of earlier BMW EV models, bringing a major leap in charging capability and performance. It also adopts a new battery made via a 'cell-to-pack' process, in which cylindrical battery cells are placed directly into the battery housing without first being assembled into modules. Compared with the prismatic cells used by BMW's Gen5 drivetrain, the new battery has 20% greater energy density. BMW has yet to confirm the battery's capacity, but it claims a WLTP range of up to 497 miles for the iX3 – some 210 miles or 30% more than before. The peak DC charging rate has more than doubled from the 150kW of the previous iX3. It's now 400kW, allowing a 218-mile top-up in just 10 minutes under ideal conditions. Bi-directional charging is also supported now, meaning the new iX3 can send power to your home or external devices. Two powertrains will be available: a single-motor, rear-wheel-drive one and a dual-motor, four-wheel-drive version. The latter pairs an asynchronous motor at the front with a synchronous motor at the rear, delivering up to 402bhp and 443lb ft. Expect 0-62mph in less than 5.0 sec and a higher top speed than the previous iX3's 112mph. I'm driving early durability prototypes here, some bearing the scars of serious development mileage, yet the steps forward in performance, handling and refinement from the old iX3 are already unmistakable. There are four driving modes: Personal, Sport, Efficient and Silent. The first of those is configurable, allowing adjustment of drivetrain, steering and regeneration settings. All systems are managed by a new central control unit, dubbed the Heart of Joy, which processes data 10 times faster than BMW's current system. There's a heightened level of response and faster reactions at one end of the driving spectrum, calmer and more composed properties at the other. Energy recuperation remains a key focus. As such, BMW says that up to 98% of braking can be handled by the electric motors alone and the physical brakes are only required during hard stops. As in other existing BMW EVs, there are no steering wheel paddles to alter the level of regen. Instead, you switch between drive and battery mode via the gear selector. D allows for mild coasting while B delivers robust deceleration and true one-pedal driving. The new iX3 borrows elements of its double-wishbone front and multi-link rear suspension from the current ICE X3. That means it sticks with steel springs, whereas some rivals have more elaborate air suspension systems. New for this model, though, is a hydraulic rebound stop, designed to iron out harshness and give the ride a more polished and compliant feel. And polished it is. There's a likeable cohesion to the way the iX3 moves – an assured, unflustered nature that feels distinctly BMW but also evolved for a greater breadth of ability than its Chinese-produced predecessor. Step-off is very smooth and measured. Throttle application is progressive and well metered – linear rather than lurching. The steering is light yet precise at lower speeds, making tight urban manoeuvres a breeze. Push harder and the variable-ratio system firms it up nicely, providing a feeling of connection that gives the iX3 a level of involvement beyond its rivals'. On the flowing bitumen in and around the Miramas facility, it proved eager and predictable, with plenty of front-end bite and outstanding straight-line stability. Weight distribution, always a key consideration for BMW, is 49:51 front to rear. Despite being larger than its predecessor and most likely tipping the scales at close to 2300kg, the iX3 never feels overly cumbersome. Body control is one of its standout traits. There are moderate levels of lean, but it's progressive and well contained, communicated clearly enough through the chassis to keep you clued into what's happening. That transparency breeds confidence. And when I switched off the stability control on the skid pan, there was enough adjustability to trim my line with a cheeky dab of the brakes mid-corner. Ride quality, too, has improved noticeably. The old CLAR-based iX3 often felt a little brittle, especially over broken surfaces; on the 21in wheels and 255/40-profile Goodyear Eagle tyres fitted to the prototypes I drove, the new iX3 felt calmer, more refined and consistently resolved. 'Resolved' is also a word that can be applied to the latest version of BMW's autonomous driving technology. The level-two-plus system has progressed significantly, gaining improved logic, smoother interventions and more intuitive controls, bringing it closer to the polished experience that premium car buyers expect. Included are revised functionality for automated lane changes and enhanced adaptive cruise control operation. The iX3 doesn't just represent a significant step forward in terms of EV technology for BMW but a philosophical one, too. From packaging to performance, handling to digital display interfaces, this is BMW showing what an electric SUV should be like to drive. Forget repurposed ICE platforms and the sort of tentative steps that came after the original i3. We will have to wait until September's Munich motor show to see the definitive production model and even longer for it to arrive in the UK. But for now, it seems Neue Klasse is the engineering reset BMW needed. ]]>
Auto Express
2 days ago
- Automotive
- Auto Express
New BMW iX3 prototype review: first Neue Klasse model is an exceptional EV
Based on our early drive, it seems that BMW has seized this pivotal opportunity to redefine its cars. We can't wait to get our hands on the production iX3 later this year. This is the BMW iX3, a 'once-in-a-generation opportunity' to redefine its cars, reckons BMW. After years of hype, concept cars and technological teasers, Auto Express is standing among nine prototypes at BMW's Miramas test facility in southern France. We're going to be driving the breakthrough electric SUV on road, on track and become a guinea pig testing its autonomous capabilities. Advertisement - Article continues below It's early morning but the warm, straw-coloured sun is heating up the black tape disguise as we squeeze the door handle and climb into the driver's seat, covered to protect the design from prying eyes. There's no hiding the cockpit's biggest change however – the new Panoramic iDrive spanning pillar to windscreen pillar. This displays key information in bitesize digital chunks at the top of the dashboard, and is totally configurable – apart from speed and range which sit immutably in the driver's line of sight. I spy the battery is 97 per cent charged, with the iX3's trip projecting a 653km (406-mile) range based on previous driving history. BMW says regular drivers will get maybe 100 miles more. Skip advert Advertisement - Article continues below View A5 View GLC Coupe View 3 Series View e-Niro It's a compliment to say that within a few kilometres the curved digital dashboard is no longer a novelty but accepted as a fresh, clear and attractive way to present familiar info. But it is distracting when the central BMW logo goes full Pixar Studios, morphing into a sunglasses-wearing animated blue ball offering to assist, accidentally triggered by co-pilot Christian Thalmeier uttering 'BMW'. There's only one powertrain to test, the 50 xDrive, and furtive BMW is keeping the precise spec under wraps. What we do know is that the latest generation of BMW's electrically excited synchronous motor spins the rear axle, while a smaller asynchronous unit powers the front – both are claimed to be lighter and more efficient than previous e-motors. They're definitely punchy: I press the snappy throttle and the iX3 surges forward on a wave of torque, soundtracked by a layer of synthesised chords which build with our velocity. Advertisement - Article continues below The all-wheel-drive 50 cranks out more than 400 horsepower and 600Nm of torque, and cracks standstill to 62mph in less than 5.0 seconds. It feels addictively quick, smoothly feeding all that power to the bleached tarmac via a single-speed transmission and low-rolling-resistance Goodyear rubber. The iX3 leads a new-generation of BMWs called the Neue Klasse. 'It's the start of a new era for BMW, as in the 1960s with the historical Neue Klasse,' says project leader Dr Mike Reichelt, referencing the clean-sheet, four-cylinder saloon family that saved BMW from bankruptcy. By the end of 2027, some 40 new and updated models will be launched, spreading its technology across the portfolio. Skip advert Advertisement - Article continues below As the name suggests, the iX3 is the sister model to last year's new combustion and hybrid-powered X3. Although it has much the same on-road footprint (albeit standing a little lower), the vehicle platform is completely different. Following rivals Tesla Model Y and BYD Sealion 7, the battery is a structural component, a first for BMW. And that triggers a new battery design, with cylindrical cells slotted straight into the pack, saving weight and space over stowing pouches of prismatic cells in frames. Energy density jumps 20 per cent, the engineers reckon. Advertisement - Article continues below We sail quietly along straights towards the craggy, limestone mountains, punctuated with fast roundabouts where the iX3's steering feels light and responsive, swinging calmly through a curve that a Model Y might make feel edgy due to its razor-sharp steering. Then comes a traditional French village where gnarled tree roots have extruded volcanoes in the tarmac. The iX3's suspension oozes over them and surfs a massive speed bump I haplessly smack into at 30mph. There are no air springs, no adaptive damping, just big, 21-inch alloys and a passive suspension with hydraulic bump stops that doesn't jar once on our 40-mile route, yet keeps the body nicely tied down with zero float. Skip advert Advertisement - Article continues below The climb into the Alpilles is on narrow roads with a few hairpins and fast sweepers. A verbal request and the virtual assistant fires up Sport mode, with the digital panorama glowing red and a power/regen graphic appearing alongside a motor rev counter. And the Neue Klasse's electronic nervous system, controlled by four superchips and all-new software for 20 times the computing power of today's BMWs, gets primed for a more dynamic workout. More torque is biased to the rear axle, and continually massaged to optimise traction, with the inside wheels slowed to pivot the BMW into corners. The front motor will react to quell any understeer. This drivetrain and chassis choreography all happens in the blink of an eye, far quicker than any mechanical system. BMW clunkily calls this dynamic superbrain the 'heart of joy' but it has a point: driving the iX3 puts a smile on your face in a way most electric cars don't. Advertisement - Article continues below The steering retains its light feeling but it's definitely sharper, hungrier off the dead-ahead position. You can really lean on the iX3's front end, plunging into sweeping bends, feeling the car will hold its line. All the while the body rolls gently outwards, keeping the tyres suckered to the road as the rear end powers you through. Skip advert Advertisement - Article continues below Naturally, the dynamic superbrain (the others are for infotainment, driver-assistance systems and general functions such as lighting and climate control) keeps a close eye on the brakes. There are low, medium and high settings but no paddles on the steering wheel to manually override them. Intervention in low is, well, low with the iX3 coasting along, so we switch to the high force of 'B' mode. Co-pilot Thalmeier challenges me to guess the point where the motors' regenerative braking blends into the friction brakes. Unlike in a Volkswagen ID.7 Tourer for example, the iX3's braking is so smooth it's typically indecipherable. BMW reckons typical drivers will benefit from regenerative braking in a staggering 95 per cent of decelerations – and the system can even harvest energy when the anti-lock brakes kick in. One-pedal driving isn't my usual EV preference but BMW has beautifully tuned the iX3's 'B' mode. The accelerator has this delightful springy and linear response, and when you lift, the car brakes in keeping with your touch, either a light easing of pressure or a more urgent release. I feel like a virtuoso conducting an orchestra. Advertisement - Article continues below There's no autoroute testing so we won't get a handle on cruising refinement at this early stage but the iX3's trip calculated we managed 3.5 miles per kWh, suggesting the BMW is going to be very competitive on economy. And it should be quick to refuel, thanks to its 800-volt electric architecture (double a typical Tesla's). Standing around at a 400kW DC charger is many a petrol-car driver's nightmare but in just 10 minutes, we watch the iX3 guzzle 414km (257 miles). Charging from 10 to 80 per cent will take closer to 30 minutes on the UK's lower-voltage chargers but when the infrastructure improves, the iX3 will be ready. Skip advert Advertisement - Article continues below And then it's time to drain the battery on Miramas's handling loops. One section sticks in my mind: hard on the brakes to dart into a tight left, instantly followed by a hard right blasting out with as much power as you dare. Most EVs would wallow horribly as the high mass tries to shift direction, but the iX3 brakes, turns in and powers out with a directness and lightness that feels like alchemy. BMW won't confirm whether the iX3 suffers the 2-tonne excess hampering every e-SUV: it probably does but just doesn't feel like it. Any weight advantage certainly doesn't come from scrimping on space: the rear seats are blessed with the bigger X5's legroom and the boot is comparable to an X3's. And beneath that disguise lurks a design that's very similar to the Vision Neue Klasse X concept, down to narrow kidney grilles within a horizontal bar that evoke the original Neue Klasse's sharky nose. The production SUV – and its spec – will be revealed at the Munich auto show in September, with UK deliveries likely in early 2026 priced from around £60,000. An electric saloon to replace the 3 Series won't be far behind, as the tech spreads its wings. All of which bodes well for next-generation BMWs. Panoramic iDrive isn't revolutionary but it's a great execution and will get fitted to cars such as the 5 Series at facelift time. But it's in dynamic ability that the iX3 feels a cut above rivals. The deft steering and smooth braking are great, the supple suspension and splendid ride comfort even more outstanding. Electric SUVs are typically all sledgehammer speed and no finesse. That ability to feel light – even when it isn't – makes the iX3 an exceptional EV. To misquote Milan Kundera, a car blessed with the unbelievable lightness of being. Click here to buy a used BMW iX3 with our Find A Car service . Share this on Twitter Share this on Facebook Email Car Deal of the Day: A Volkswagen Golf R Estate for less than a GTI Car Deal of the Day: A Volkswagen Golf R Estate for less than a GTI The Golf R Estate is one of the best performance estates around – and right now it's criminally cheap. It's our Deal of the Day for 9 June. Should Citroen make a new 2CV? Some say oui, others say non Should Citroen make a new 2CV? Some say oui, others say non A new Citroen 2CV could be inbound, but would this be a French fancy or a financial flop? Car Deal of the Day: A fully-loaded Jeep Avenger for under £200 per month Car Deal of the Day: A fully-loaded Jeep Avenger for under £200 per month The petrol-powered version of Jeep's charming baby SUV is our Deal of the Day for 8 June
