The rival: Audi’s Q6 e-Tron
begin with 800-volt charging and cylindrical rather than prismatic cells offering 20 per cent greater energy density. Not only will the Neue Klasse X charge faster – BMW claims 186 miles can be added in just 10 minutes – sixth-gen e-motors, new tyres, new brakes and 20 per cent less drag than ‘a comparable model in the current line-up’ all add up to 30 per cent more driving range, and an overall increase in vehicle eciency of 25 per cent.
That’s perhaps a given for any such EV changing of the guard. What’s more intriguing are the promised dynamic step-changes. We’ve already reported on the probability of future quad-motor M3 models boasting 1000bhp.
More affordable versions will feature more reasonable single- and dual-motor drives but all, according to the Neue Klasse head of driving experience, Alexander Karajlovic, will ‘completely reshape the future of driving pleasure’.
A bold claim, backed by ‘superbrains’. Four of them. The superbrain responsible for driving – the ‘heart of joy’ developed in-house – has 10 times
When it arrives in production guise as the next iX3, the X will be up against the VW Group’s Q6 e-Tron and Porsche Macan siblings. The Macan looks promising, particularly in its punchier variants. Also on PPE, the Q6 e-Tron is related but everything you see and touch is Audi. Bespoke and slick infotainment, as well as customisable (and permanently animated) DRLs feature. There’s a warm SQ6 that sprints to 62mph in 4.3sec and even an RS version on the way if you really, really don’t want a Porsche. the computing power of the previous modules and brings together the leashes for the e-motors, suspension, steering and chassis. The claim is faster, slicker reactions, because everything from the powertrain to the active steering to the roll stabilisation is managed in the same place.
According to Karajlovic, this superbrain means that for the same power you get more response. But it also takes care of comfort, acoustics and eciency, and enables a greater degree of braking via regen than was previously possible. It will be fitted as standard to all Neue Klasse models.
The other three superbrains control the infotainment and non-driving functions including lights and wipers, as well as the driver-assistance systems. This comes in two levels of power, depending on spec – Level 2 autonomous driving for all models, Level 3 on higher grades.
The position of each is optimised within the structure to shrink the size and weight of the wiring loom and maximise performance.
The theme of less being more extends to the interior. There are fewer
|T’S CLA|MED THE NEUE KLASSE CARS W|LL ‘COMPLETELY RESHAPE THE FUTURE OF DR|V|NG PLEASURE’
elements, plus new plant- and mineral-based materials, injection-moulded parts made from recycled marine plastics, and wacky, decidedly not leather upholstery. All part of a sustainability drive that extends to the new factory in Hungary, BMW’s first to fully shun fossil fuels.
There are very few buttons. Interface is by touch and voice, enabled by a multi-tasking steering wheel, jaunty OLED screen and, behind this, the full-width Panoramic Vision display. Sitting just below the windscreen, this can be quickly customised by selectable widgets. A new 3D head-up display is coming for production, too.
Faced with an influx of competitively priced premium electric cars from China and the continually impressive electric-tech innovation from the likes of Hyundai and Kia, it’s tempting to wonder if the Neue Klasse will be enough. But given the strength and depth of its fifth-gen electric models, that shouldn’t even be a serious question. If the Neue Klasse is as radical as claimed, X or not, BMW should succeed where others have struggled.