2026 BMW iX3 40 | UK Review

Is the new entry-level, rear-drive iX3 the thinking man's electric SUV?

Its genuinely impressive range aside, the 50 xDrive we tested back in March seemed overly fidgety on its 22-inch M Sport rims. Little wonder perhaps, given its kerbweight - but the car's front end left something to be desired, too. Assuming what you desire is the sense of a real connection to lean into. That didn't prevent it from being a rapid, practical and (vaguely) handsome machine with a plus-400-mile range worthy of standout applause. But on first impressions from behind the wheel, the new iX3 didn’t feel like the best of BMW yet.

The entry-level iX3 40 variant, thanks to a 200kg weight saving that comes courtesy of a smaller capacity battery and the absence of its front motor, promises a remedy of sorts. Not least because it also gets 20-inch alloys. Sure, it is also well over 100 horses short of the 50 xDrive, but 320hp is still enough to shift this (were it unladen) 2,160kg SUV to 62mph in 5.9 seconds, just a second more than the 50. 82.6kWh is also well down on its sibling's battery capacity too, yet the 40’s on-paper range is a respectable 360-395 miles.

Plus, let’s not forget, for £53k, or nine grand less than the M Sport I drove in the spring, the 40 gets the same Neue Klasse design, which still looks very sharp, even on the smaller wheels. Inside, there's the same eye-catching interior, complete with its slick central infotainment system and brilliant projected display on the dash top. Even if you don’t fork out on the optional leather you see in the pictures, it’s good stuff, although time hasn’t changed my opinion of the steering wheel, which remains nowhere near as nice to hold as a previous-generation round BMW rim, nor are its buttons as intuitive to use as the brand’s simpler, pre-2026 setup.

It’s easy to get over that though, because the way the iX3 functions is pretty satisfying from the get-go. The drive selector is small but tactile, and if you’re impatient and live in a cul-de-sac, you don’t have to come to a complete stop to switch between drive, reverse and vice versa. The climate control temperature buttons, despite being fully digital, are permanently on screen, and (as I now know, having been told off by PHers after my earlier review) the ADAS on/off buttons can be configured to show at start-up, so you can switch them off before moving. Happy days.

Things get even better in the 40 because as soon as you're rolling, it's obvious the low-speed ride is smoother in this lighter car on its smaller wheels. Even with the passive suspension, the iX3 40’s ability to soak up bumps rather than plough into them makes the 20s a no-brainer in the UK - assuming you're happy with the look.

If that comes as little surprise, the uptick in front-end responsiveness is no less notable. Without an electric motor to add weight and resistance, the steering feels significantly more reactive all the way through a corner. There’s still no genuine feedback, of course, but it's possible, via some vibration in the floor of the car, to sense the upper limit of adhesion. It means there’s a purer, more tactile reward in pushing the iX3 40 hard, and you can do it at road pace as the limits are lower. Given its superior wheel control - the chassis is much more forgiving when loaded up - the cheaper model flows better, too. Perhaps it doesn't hunker down like the 50 on its adaptive dampers, but it doesn’t need to. It’s more naturally sprightly.

Elsewhere, many of the 50’s strengths remain, including a default regenerative braking strength that feels organic. It can be ramped up to a full one-pedal mode via the B setting on the drive selector, and this brings the car to a complete stop, which is great for urban driving. Then there’s the fact you can switch off the ESC fully and it stays off, proving that the iX3 in all forms doesn’t rely on the electronics to underwrite its handling. You can, of course, increase said agility mid-corner with a heavy right foot, but the 40 never becomes an oversteering hooligan.

In fact, despite having a powered front axle, the 50 xDrive is still the more thrilling car in this regard, thanks largely to its greater supply of torque. It’s the car that explodes off the line more violently, and has more power to adjust its line. The 40, by comparison, is more like a 330i or one of BMW’s other mildly-cooking offerings from the recent past. It’s quick enough and sharp enough, while feeling better suited to the stresses and strains of life in bumpy old Britain. It feels like a less straitjacketed BMW.

So while it can’t offer all the boastful numbers that come with the 50 - most significantly the headline 500-mile range - the entry-level 40 proves what a good car the iX3 fundamentally is. That’s exciting not only for the broader lineup as it continues to grow, but also what comes next from this Neue Klasse era. The i3, after all, is not far off.

SPECIFICATION | BMW iX3 40

Engine: Rear-mounted electric motor, 82.6kWh usable battery, 800 volts
Transmission: single-speed auto, rear-wheel drive
Power (hp): 320
Torque (lb ft): 369
0-62mph: 5.9secs
Top speed: 124mph
Weight: 2,160kg (unladen)
Efficiency: 3.9-4.3 miles / kWh (300kW DC charge 10-80% in 21mins)
Electric range: 360-395 WLTP
Price: £53,250

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