An Uncompromising Fraternal Twin: We Drive the All-Electric 2027 BMW i3

While BMW’s latest i3 may look like a carbon copy of its gas-powered 3-series sibling, using the gasser to underpin the EV would incur all manner of compromise. BMW did this with its i4 and the 430i models, and the concessions are obvious. In order to get a battery-electric powertrain tucked in the 430i’s body, BMW had to limit the battery size while using air springs to manage the car’s newfound mass. BMW wasn’t willing to make those sacrifices for its electric 3, and as a result, the i3 is actually quite different from its internal-combustion sibling.

The Munich-built BMW i3 50 xDrive sedan shares nothing with the new Dingolfing-made M350 and 330 models, except the front grille, the mirror housings, and possibly the door handles. Everything else is different, and that is reflected by a 1.5-inch stretch in wheelbase, plus some extra height and width. The length, on the other hand, differs only by a few hairs. But the difference is so much more than numbers on a page. Without having to worry about fitting an inline-six under the hood, the i3’s cabin is pushed forward, and the windshield glass picks up some extra rake. The Neue Klasse styling applied to both cars is effective at hiding these differences, but keen eyes may still pick up on the slightly steeper hood and the shorter front-wheel-to-door-edge gap.

Adjusting the wheelbase and vehicle height was necessary to fit the electric drivetrain BMW wanted in there, and as a result, we think the i3 50 xDrive outshines the i4. The prime mover is a current-excited synchronous rear motor making 322 horsepower and 321 pound-feet of torque, the same kind of e-motor in the i4. However, the i3’s front motor has been changed to a 165-hp, 188-lb-ft induction motor, and that alteration makes it more efficient because there is less drag when it isn’t engaged. It’s more efficient at speed too. Accounting for the usual fuzzy EV-motor math, the i3 50’s full output is a meaty 463 horses and 476 pound-feet, enough to push the electric 3 to 60 mph in an estimated 4.2 seconds.

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Also unlike the i4, the i3’s battery is not a limit in any way, shape, or form. It’s much more capacious, toting 112 kWh instead of the i4’s 84 kWh. We estimate the range at a fantastic 450 miles (the EPA has yet to rate it), which is a bit higher than BMW’s own number, since the electric iX3 SUV’s official range also surpassed BMW’s initial internal figure. The two vehicles share a powertrain, so we figure the powertrain’s overachieving nature will transfer from SUV to sedan too. On the charging front, the pack’s 800-volt architecture means it can gulp down electricity at 400 kilowatts (if you can find a charger that can support it). A NACS port is standard equipment, with an included adapter for SAE Combo charging.

Despite leaving the optional M adaptive dampers at home, the car we drove seemed expertly tuned, with a ride that was taut but never too firm. The battery’s low mass helped keep the car feeling planted in corners, with just enough roll stiffness to keep body lean disciplined without introducing harshness or head toss to upset the proceedings.

And we pushed it hard in corners, too. Some of this feeling comes from BMW’s “Heart of Joy” computer, which sorts out the steering, friction braking, regenerative braking, throttle inputs, and more—in a claimed one-tenth of the time that previous BMW software stacks required. Brake-based rear differential action, something we usually don’t care for, was silky smooth in this system and felt for all the world like an electronically controlled rear diff. Brake response is uncommonly good, and there is enough regenerative braking capacity that nearly all your routine stops will be handled magnetically.

BMW

The one thing we were less effervescent about was the steering feel. The i3’s helm is certainly accurate and direct enough, but it doesn’t quite have the feel and feedback of the gas-powered M350 we drove (and reviewed separately). Perhaps that differentiator is there intentionally; after all, there’s a sportier i3 M60 model coming.

At least the i3 we drove didn’t have the dorky steering wheel with odd vertical spokes. (The optional M Sport wheel puts said spokes in a vastly more normal location.) BMW’s trick Panoramic Vision screen works even better in the i3 than it does in the M350, because the dash-spanning display strip is more visible above the wheel, yet it doesn’t hide the road. The taller but more steeply angled hood works in its favor, for sure. The central touchscreen is the same 17.9-inch display found in the M350 and has all the same characteristics. On the positive side, it looks great, and the angled shape is quite natural. On the other hand, let’s just say that vent aiming is better done manually, rather than via touchscreen controls, and there are other functions that could benefit from a real button or two. You can save a few bucks by not opting for the head-up display, which seems redundant when you already have a wealth of information at the base of the windscreen.

We also like the i3’s soaring panoramic glass roof, which provides an abundance of headroom. Rear-seat space is slightly larger than the M350’s, but toe space beneath the front seat can be tighter if the front occupant has their chair lowered to the floor. BMW doesn’t have a U.S.-specific figure for trunk space just yet, but preliminary German figures place its 15 cubic feet just one cube in arrears of the M350 gasser.

The BMW i3 50 xDrive will launch in the first quarter of 2027, right alongside the gas-powered 3-series lineup. It starts at $62,850, which seems like a great deal for all you get. The i3 feels mighty special and has the potential to draw new buyers into the electric fold. It’s got gobs of range, it charges fast, and it delivers speed and poise like a proper BMW.

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Specifications

Specifications

2027 BMW i3
Vehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door sedan

PRICE
Base: 50 xDrive, $62,850

POWERTRAIN
Front Motor: induction AC, 165 hp, 188 lb-ft
Rear Motor: current-excited synchronous AC, 322 hp, 321 lb-ft
Combined Power: 463 hp
Combined Torque: 476 lb-ft
Battery Pack: liquid-cooled lithium-ion, 112 kWh
Peak Charge Rate, AC/DC: 11/400 kW
Transmissions, F/R: direct-drive

DIMENSIONS
Wheelbase: 114.1 in
Length: 187.4 in
Width: 73.4 in
Height: 58.3 in
Trunk Volume: 15 ft3
Curb Weight (C/D est): 5000 lb

PERFORMANCE (C/D EST)
60 mph: 4.2 sec
100 mph: 9.5 sec
1/4-Mile: 12.7 sec
Top Speed: 124 mph

EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 120/128/113 MPGe
Range: 450 mi

Dan Edmunds was born into the world of automobiles, but not how you might think. His father was a retired racing driver who opened Autoresearch, a race-car-building shop, where Dan cut his teeth as a metal fabricator. Engineering school followed, then SCCA Showroom Stock racing, and that combination landed him suspension development jobs at two different automakers. His writing career began when he was picked up by Edmunds.com (no relation) to build a testing de

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