The original BMW i3 carved out its legacy as an EV pioneer alongside the Nissan Leaf and Tesla Model S before bowing out in 2022. Now, the iconic nameplate returns, reborn as the electric iteration of the legendary 3-series. Serving as the second installment of the Neue Klasse architecture following the iX3, this new battery-electric vehicle brings the brand's highest-volume model series into the electric age. During an extensive test drive of the BMW i3 50 xDrive, I sat down with BMW Driving Dynamics Expert Jürgen Metz to explore how the German automaker successfully merges traditional driving pleasure with state-of-the-art electrification and advanced technology.

The fresh BMW i3 50 xDrive debuts alongside a complete lineup of revamped 3-series models. Externally, the variants share a remarkably similar visual identity, though internal-combustion versions utilize a distinct platform, with the entry-level 320 now adopting a 48-volt mild-hybrid setup. Alongside the i3 50 xDrive, buyers can choose the i3 40 xDrive—featuring a smaller battery and lower output—as well as an upcoming, more powerful M60 variant equipped with the flagship battery pack (hinting at outputs approaching 600 horsepower). An M350 xDrive 48-volt mild-hybrid rounds out the mechanical options.

BMW i3: Still A Driver’s Car?

One of the most striking initial impressions of the i3 is how closely it mirrors the concept vehicle unveiled three years prior. While the front overhang and windscreen are slightly shortened, the overall athletic silhouette remains intact. Most importantly, the interpretation of the iconic kidney grille avoids the more polarizing design exaggerations seen on other recent BMW models, opting instead for a cleaner, flatter longitudinal look that immediately captivates rather than requiring time to appreciate.

BMW has always staked its reputation on producing driver-focused vehicles, with the 3-series and 5-series serving as the purest expressions of that philosophy. Critics often argue that true driving engagement is fundamentally incompatible with electrification, particularly given the heavy intrusion of modern safety suites and autonomous driver assists. The new BMW i3 decisively shatters both of those assumptions.

After putting the BMW i3 50 xDrive through its paces across winding country roads, bustling village streets, and high-speed motorways, it is abundantly clear this machine remains a purist's car. Although my test vehicle lacked BMW’s sophisticated Adaptive M suspension, it struck an exceptional balance between supple compliance over road imperfections and rock-solid chassis rigidity during aggressive cornering. With a 0 to 62 mph sprint of 4.7 seconds, the i3 50 is impressively swift—lagging only slightly behind the Tesla Model 3 Premium Long Range All-Wheel Drive without feeling outpaced.

The steering delivers signature BMW responsiveness, offering crisp and precise feedback. Despite carrying a hefty curb weight of nearly 2,300kg, that mass remains remarkably well-concealed, even when hustling the vehicle through tight secondary routes. It tracks with absolute poise at 70 mph while retaining a footprint compact enough to maneuver effortlessly through narrow historic British town centers. True to 3-series heritage, it effortlessly shifts between an exhilarating weekend toy and a highly functional daily commuter.

Autonomous BMW i3 Capabilities

While many automakers chase full autonomy as the ultimate market differentiator, BMW takes a more measured approach that respects its core audience's desire for human-centric control. Nevertheless, the i3 is bristling with cutting-edge tech. In fact, S&P Global Mobility’s SDV Readiness rankings placed BMW in the top 10 as the sole European manufacturer alongside Volvo, matching the scores of Tesla and XPENG.

Unlike some tech-first brands, BMW integrates its innovations discreetly. The Highway Assistant hands-free driving system, which was unavailable during my earlier iX3 drive, proved fully operational in the i3. Tested extensively across two- and three-lane 70 mph motorways, the system activates via a simple steering wheel button, automatically setting the max velocity to the posted limit up to 85 mph.

Similar to Tesla’s Autopilot, the BMW software gracefully matches traffic speeds and navigates highway curves. However, as a Level 2 system, it removes the requirement to keep hands gripped to the rim, though continuous driver attentiveness via eye-tracking is mandatory. Executing an overtake is remarkably intuitive: simply engage the turn signal and glance into the corresponding wing mirror. Once the interior camera verifies your check, the car executes the lane change safely. The system will even proactively suggest maneuvers when encountering slower traffic ahead.

I quickly developed complete confidence in the Highway Assistant. While it occasionally requested manual intervention as a precaution, the overall experience felt exceptionally secure. Given the 3-series' legendary status as a long-distance tourer, this technology transforms tedious motorway miles into a stress-free experience, though it wisely avoids pretending to be a fully autonomous system.

For a marque defined by human driver engagement, navigating this technological evolution requires a careful balancing act. The i3 represents BMW's definitive response: delivering the advanced automation modern consumers demand while preserving the visceral thrill of driving.

This tightrope walk between software and mechanical soul stems directly from the development of the i3's Heart of Joy control system. According to BMW Driving Dynamics Expert Jürgen Metz, success hinges entirely on minimizing electronic latency. “Our main target was to bring down latency, because that’s the factor in being successful with good controllers,” Metz explains.

The vehicle's computing architecture utilizes high-speed Ethernet interconnects alongside FlexRay and CAN networks. Metz elaborates on their specialized roles: “The Heart of Joy communicates via Ethernet. ADAS systems, such as the camera and radar, use Ethernet as well. Then we have some FlexRay systems for communication with the EPS, the electric power steering. For the friction brakes, we have private CAN networks, which are faster than a normal CAN.” By optimizing this mix, the engineering team achieved unprecedented system responsiveness.

According to Metz, these lightning-fast reaction times translate into tangible composure on the road. “The car reacts faster than it did before, and it is much calmer during lane changes than we could achieve before.” This responsiveness also enables the all-wheel-drive system to seamlessly balance agility and stability, shifting torque between the front and rear axles in mere fractions of a millisecond.

Metz emphasizes that electric motors provide a distinct advantage over internal-combustion engines in executing controller commands. “Our software stack in the internal-combustion cars tries to imitate that, but an internal-combustion engine can’t react as quickly to what the controller says. Now we have fully electric cars, we can take the next step.”

“It starts with classical design principles,” Metz says, detailing the car’s fundamental layout. The i3 preserves a classic rear-wheel-drive handling bias, even in dual-motor configurations. Crucially, computer simulations are only part of the equation. “The last 15% or 20% is done by real people on real roads. We leave our testing areas and go into actual customer traffic because no customer drives on a closed track.”

The conventional electric power steering underwent rigorous subjective evaluation by veteran test drivers and company executives alike. Metz notes that numbers alone cannot quantify steering feel: “There is no objective force curve that tells you, ‘That’s it.’ You always have to bring it together with the tyres on the car, the steering gear and the steering ratio. Then it’s a subjective feeling. The car has to feel light-footed, but not too direct because that is stressful for most people.”

Ultimately, Metz measures success by whether the technology enhances predictability and enjoyment. “What you put into the steering, the car does. The car’s reaction to a steering input has to be a certain way. It is still a 3 Series and a BMW, and we have to deliver that.”

With The BMW i3, Range Anxiety Is Over

Remarkably, it is possible to discuss the i3 at length without mentioning its most disruptive attribute: its driving range. The 50 xDrive houses a substantial 108.7kWh net battery yielding an impressive 566 WLTP miles (468 EPA miles). Even the i3 40 xDrive, with its smaller 82.8kWh net pack, delivers an exceptional 441 WLTP miles. During my evaluation, where I frequently utilized Sport mode and pushed the accelerator hard, I still averaged an impressive 3.3 miles per kWh across 86.5 miles, translating to a genuine real-world range of 358 miles.

Range anxiety is definitively a relic of the past here. Furthermore, an 800V electrical architecture supports peak DC fast-charging speeds of 400kW, allowing drivers to recover 263 WLTP miles of range in a mere ten minutes or replenish from 10% to 80% in just 21 minutes. Historically favored by fleet managers and sales professionals, the 3-series finds a worthy successor in the i3, which easily accommodates four-hour motorway stints between charging stops.

Priced at £53,425 ($62,850 in the USA) for the 50 xDrive, the i3 represents a significant financial investment, though it faces little competition offering this specific combination of luxury, extended range, and driving dynamics. With rumors of a Touring wagon variant likely arriving around 2027, BMW is poised to set yet another benchmark. The iconic 3 Series is back, and it is more brilliant than ever—only this time, it’s purely electric.