2020 BMW 440I vs 2022 BMW IX3

What's the difference?

Is now the right time to buy a 4 Series coupe? With the next-generation model a matter of months away, probably not.

That said, those buyers who decide to park a new ‘old’ 4 Series coupe in their driveway will be very pleased with their purchase.

At the end of the day, the current-generation model is still a cracking sports-luxury coupe, and more so when in 440i form. It’s just that good.

Much of the time behind the wheel of the iX3 I forgot it was electric. Which says as much about the refinement of current combustion engined cars as it does about the progress of EVs. But it demonstrates how easy it is to live with a zero emissions vehicle, particularly one of this calibre.

The iX3 represents good value in the premium mid-size SUV segment. And not just against other EVs. It’s quick, comfortable, practical, and recharging is getting easier by the day. I enjoyed driving it. In fact, a lot more than I thought I would.

The first-generation 4 Series coupe has aged relatively well, despite sharing most of its design cues with the superseded sixth-generation 3 Series sedan.

Compared to current BMW models, the 4 Series coupe’s signature kidney grille is small, flanked by angry-looking adaptive headlights with hexagonal daytime running lights, all of which are of the LED variety.

The 440i’s standard M Sport body kit adds to the aggressive styling with chunky front bumper with three large air intakes, the outer two of which also contain the LED fog lights.

Around the side, a strong shoulder line stretches from the front wheel arches to beyond their rear counterparts, while BMW’s Air Curtains split the difference between it and the sporty skirts.

The rear end is the 440i’s simplest angle, although its bumper is spruced up with a dark-grey insert and dual exhaust tailpipes. Predictably, L-shaped LED tail-lights punctuate the styling at the rear.

Inside, the 4 Series coupe is holding up well, but it's still clearly a generation behind most other new BMW models.

That said, it’s a throwback we quite like, particularly iDrive6, which is still arguably BMW’s best multimedia system to date. Powering a floating 8.8-inch touchscreen in this instance, it’s just so intuitive, partly thanks to its rotary controller.

An 8.8-inch digital instrument cluster is a late-life addition for the 440i, and while it looks great with its drive mode-specific views, it lacks the breadth of functionality of Audi’s set-up.

The 4 Series coupe’s cabin is otherwise pretty basic despite its apparent emphasis on sportiness, although the selection of luxurious materials used throughout is top-notch.

The entire dashboard, chunky M Sport steering wheel and old-school handbrake lever are trimmed in high-quality leather, while lower-quality Dakota leather covers the sports seats, armrests and door inserts.

Soft-touch plastic is used for the door shoulders and bins, even in the second row, while hard plastic is limited to the centre console, and gloss-black trim is used on the centre stack’s audio and dual-zone climate control surrounds.

The most noteworthy thing about this car’s exterior design is how much it looks like any other BMW X3. No dramatic Hyundai Ioniq 5-style departure from the norm here. You have to have reasonably sharp eyes to spot the details that stand this car apart from its combustion-powered siblings.

For example, the signature kidney grille, with contrasting inserts, remains in place. Yes, it features active air vents, but really it’s more a single-piece branding decoration rather than a functional element. 

At first glance the 20-inch rims look much like other styles in the BMW catalogue. But closer inspection reveals large, close to flat and closed in surfaces to help aerodynamic performance. 

No small contributor to the car’s drag coefficient (Cd) of just 0.29, an outstanding number for an SUV, or any car for that matter. 

Although sci-fi three-dimensional, the tail-light treatment is the same as other X3s and even the broad apertures at each lower rear corner look ready to accept exhaust outlets, which of course, they don’t. The entire rear diffuser panel is part of smoothing the exit of underbody airflow.

The interior look and feel is straight out of the current BMW design playbook, with blue highlights here and there to signify the car’s ‘i’ electric identity.

Classy, yet functional with the big digital screens for instrumentation and multimedia also dialing up the tech factor.

The leather trimmed seats feel as good as they look, the ‘Vernasca’ hide available in a choice of three colours, with different interior trim elements on offer as well. 

It feels premium and driver-focused. The alignment, the stitching... A close attention to detail in the cabin’s design and execution is apparent.

Measuring 4640mm long, 1825mm wide and 1377mm tall, the 440i coupe is a true mid-sizer, and that means it’s surprisingly practical – for the most part.

Cargo capacity is more than solid, at 445L, but stow the 60/40 split-fold rear bench via a pair of manual latches located in the boot and more storage space is quickly liberated.

To make matters even better, the boot has two bag hooks and four tie-down points, making securing a load a cinch. That said, the high load lip means bulkier items can require a little more effort to accommodate.

Up front, the door bins are large enough for a regular bottle each, while a pair of cupholders separate the gear selector from a seriously shallow storage tray.

The central storage bin is on the shallow side, too, albeit not to the same degree as the dedicated storage tray. That said, much of its space can be taken up by the optional wireless smartphone charger ($200), which was fitted to our test car.

The glovebox tries its best to make up for the lack of genuine in-cabin storage options by being quite large, while storage nets are attached to the backs of the front seats.

Rear occupants can also make use of a large storage tray that resides where a middle seat would otherwise go. They also have access to a fold-down central armrest that incorporates two more cupholders.

Speaking of armrests, the rear side ones are incredibly narrow, leaving tired elbows in a bit of a pickle.

It’s not all bad news in the second row, though, as legroom and toe-room behind our 184cm driving position are very generous, with the former offering several inches of wriggle room.

We’d go as far as to say the rear quarters are comfortable, but that would require ignoring the fact that headroom is seriously compromised with the optional power-operated sunroof ($3000) fitted, with our head pressed firmly against the 440i coupe’s Anthracite roofliner.

Either way, child seats can be fitted in the second row, with ISOFIX anchorage points available for the outer seats. Speaking of which, it’s worth noting ingress and egress to the rear bench isn’t too bad, with the front seats folding forward via manual latches.

Connectivity-wise, two USB-A ports are found in the first row, split between the centre stack and the central storage bin, while three 12V power outlets are spread across the front and rear of the centre console, and the boot.

In terms of space, there’s plenty of head and shoulder room up front and lots of storage, including a pair of cupholders in the centre console, big door bins with a separate section for large bottles, a decent glove box, and a medium-size storage cubby which doubles as an armrest between the seats.

There’s a 12-volt outlet, wireless smartphone charging and a USB-A socket in the console, as well as a USB-C jack in the centre storage box. 

The big media screen is easy to use with logical screen progressions accessed via direct touch, a rotary dial on the console, the writing pad on top of it, as well as gesture control or ‘Hello BMW’ voice control.

Move to the back and again there’s heaps of space. Over successive generations the X3 has quietly crept up in size to match that of the original X5.

Getting in and out is easy thanks to wide opening doors with big apertures, and sitting behind the driver’s seat set for my 183cm position there’s good head and legroom.

Again, there are big door bins with room for large bottles, individual climate control is a win for back seaters, and there are two USB-C outlets to keep devices powered up. 

There are netted map pockets on the front seat backs, and a fold-down centre armrest contains a shallow flip-top compartment and a pair of fold-out cupholders, adjustable for different size cups, which is a thoughtful touch.

A relatively low loading height and no lip into the boot space makes life easy, and with the rear seat upright the iX3 has a capacity of 510L, enough to swallow our three-piece suitcase set, or the bulky CarsGuide pram with room to spare.

Lower the 40/20/40 split-folding rear seat, and load space increases to no less than 1560 litres. And as long as you have the key with you the tailgate’s hands-free open and close kick function is a welcome addition. 

Those volume figures are down only slightly on petrol and diesel powered X3s (550L/1600L).

Multiple tie-down anchor points, a 12-volt outlet, as well as pop-out hooks and netted pockets are handy, but don’t bother looking for a spare of any description, your only option is a repair/inflator kit.

A small lidded space under the boot floor is designed for the on-board charging cables, and the tyre inflator canister.

A missed opportunity appears to be the lack of storage space under the bonnet. The combined motor/transmission unit is relatively small and mounted low in the chassis.

Peel back the plastic cover over the ‘engine’ bay and there’s plenty of room for a ‘frunk.’ Seems like a no-brainer, but the bean counters, engineers or some other link in the development chain must have knocked it on the head.

Cost-of-entry to the BMW iX3 club is $114,900, before on-road costs, which is a match for the high-performance, six-cylinder powered X3 M40i at the top of the mainstream X3 range, with the bonkers X3 M another $45K above that. 

For that money, aside from the performance and safety tech we’ll get to shortly, you should expect a lengthy standard features list, and the iX3 does well.

Standard are, adaptive LED headlights, adaptive suspension, 20-inch aero alloy wheels, keyless entry and start, an auto tailgate, three-zone climate control, active cruise, a head-up display, a 12.3-inch digital instrument screen, a 12.0-inch multimedia touchscreen, electrically-adjustable and heated front seats (memory function on driver’s side), leather trim (choice of three colours), rain-sensing wipers, Harman Kardon audio (16-speakers, 464W), ambient lighting, wireless Apple CarPlay and Android Auto, sat nav, a panoramic glass roof, wireless smartphone charging, and parking assistant.

There’s also heated and folding exterior mirrors, metallic paint (six colour options), the ‘M Sport’ body kit (aero package with dark metallic exterior elements) BMW even stumps up for a five-year unlimited use subscription to the Chargefox network. 

Yes, you heard that right. You can juice up free-of-charge for the first five years, and it’s worth noting the iX3’s claimed range, another important factor in terms of whole-of-life value, lines up well with its prime competitors (BMW iX3 - 460km / Audi e-tron - 446km / Jaguar I-Pace - 470km / Mercedes-Benz EQC - 434km).

Any way you cut it, the iX3 is a pretty sharp deal for the dollars.

The 440i coupe is motivated by a silky smooth 3.0-litre turbo-petrol in-line six-cylinder engine that punches out 240kW of power at 5500rpm and 450Nm of torque from 1380-5000rpm.

An equally silky smooth eight-speed torque-converter automatic transmission exclusively sends drive to the rear wheels – a characteristic that has become a rarity in this segment.

This combination helps the 440i coupe sprint from a standstill to 100km/h in a scant five seconds flat with launch control engaged, according to BMW. Its top speed is electronically limited to 250km/h.

Under the bonnet is a ‘current-excited’ synchronous electric motor, single-speed auto transmission and the power electronics bundle placed together in a single housing.

Driving the rear wheels, the motor produces 210kW/400Nm, which is enough to propel the iX3 from 0-100km/h in 6.8 seconds.

The ‘current-excited’ bit means the motor doesn’t make use of magnets to induce the rotor, rather the feeding in of electric power.

It spins up to a maximum of 17,000rpm, and BMW says the design means the use of rare earth elements (the mining of which is increasingly controversial environmentally) is avoided.

The 440i coupe will drink a claimed 6.8 litres per 100 kilometres on the combined cycle, while its carbon dioxide emissions are 159 grams per kilometre.

Our week of testing skewed towards city driving over highway stints, and we averaged 8.6L/100km, which is impressive given the six-cylinder performance on offer. And yes, we did put it to use...

The 440i coupe's 60L fuel tank takes 95RON petrol at minimum.

Worst case charging scenario is a 1.8kW AC single-phase domestic connection which has you staring down the barrel of a 44-hour charge time.

But using the latest BMW three-phase wallbox, the car's AC maximum rate of 11kW equates to charge time from 0-100 per cent is 7.5 hours. While DC fast-charging at a rate of up to 150kW means 10-80 per cent charge in 32 minutes.

The ports behind the not-fuel flap are a Type 2 for AC and Type 2 CCS (Combined Charging System) Combo for higher powered DC charging. And the car comes with two cables covering domestic and public scenarios.

Worth noting the single recharge point is on the right-hand side. Our driver’s side, but kerb side for left-hand drive countries. No problem at a dedicated charging station. But if you’re street charging, a connector poking out on the traffic side of the car could be risky.

BMW claims energy consumption for the combined cycle of 18.9kWh/100km, and over a week of city, suburban and highway driving, mostly in the default Comfort mode (with A/C on) we recorded an average of 19.1kWh/100km.

Worth noting the car features a regenerative braking system feeding energy back into the battery, but this one’s adaptive, able to read what’s ahead and determine the appropriate intensity of the regen function.

But underneath all this is that complimentary five-year Chargefox membership. And for reference, the current Chargefox network includes 1400 plugs, mainly along the East Coast, Tassie, Adelaide and Perth with the intention of 5000 by the end of 2025.

That’s across standard AC (22kW), fast (50kW) and ultra-rapid (350kW) units, with all of the latter powered by 100 per cent renewable energy.

The 440i coupe toe the line between sports car and luxury vehicle very, very well.

The straight-line performance is definitely there thanks to its in-line six-cylinder unit, which is one of our favourite engines in any vehicle – period.

From top to bottom, the 3.0-litre unit is absolutely delicious. Maximum torque kicks in just above idle and remains on tap deep into the top end, at which point a fleeting moment of peak power is just 500rpm away. Needless to say, acceleration is strong.

Remarkably, the engine’s twin-scroll turbo exhibits next to no lag, making for a unit that you truly want to wring out. That said, don’t expect aural pleasure when you do so, as the sound it generates is lacklustre. Yep, no enticing crackles or pops are heard here.

The automatic transmission ties everything together beautifully, providing timely, quick and smooth gear changes on the regular, even without its Sport mode engaged. And, of course, there are paddle-shifters on hand if you want to take matters into your own hands – literally.

Given the 440i coupe’s apparent performance bent, you’d be forgiven for thinking it rides like an unforgiving sports car. Well, the good news is it doesn’t.

Consisting of MacPherson-strut front and multi-link rear axles with adaptive dampers, its independent suspension set-up stands up really well to Australian roads.

While potholes and coarse-chip roads would usually be met with hesitation, the 440i coupe silences the doubters with its composed ride. Can you feel them? Yes, but they’re relatively muted, especially in a car with sporty aspirations, like this one. 

Cornering is a lot of fun, too, thanks to excellent body control. Tip its 1555kg kerb weight into a corner with intent and you’re quickly reminded why SUVs are nowhere near this fun to drive.

Simply put, the 440i coupe loves a twisty stretch of road, where its M Sport brakes (front: four-piston fixed callipers, rear: two-pot floating stoppers) and traditional rear-wheel-drive dynamics come out to play.

This experience is enhanced by its superb electric power steering, which is speed-sensitive, meaning it’s quick at low speed, for improved manoeuvrability, and ‘slow’ at high speed, for improved stability.

We absolutely adore this particular system, mainly because of its perfect weighting and surprising amount of feel. And in a surprise to no-one, it also turns in really well, too.

Of course, if you want to take the 440i coupe’s handling to the next level, you can engage its Sport drive mode, which stiffens up the adaptive dampers for even flatter cornering and adds more heft to the electric power steering. But we’d say both are unnecessary.

The notion of automotive tuning would normally lead you to the engine bay rather than the orchestra pit. But believe it or not, according to BMW, the simulated start/stop sound for this car has been designed by Oscar-winning composer Hans Zimmer and BMW sound designer Renzo Vitale. And every driving state is accompanied by a matching acoustic pattern, so keep your ears peeled.

Hans and Renzo’s work amounts to a brief (as in, half a second) triumphal burst as you hit the start button, and a similarly concise composition as you shut down.

At parking speeds, with the hum of the Acoustic Protection system in your ears, the overhead view, clear reversing camera and clean all around vision make parking the iX3 pretty straightforward.

The steering is light and the distance sensors front and rear aren’t too manic, only giving you a shout out when necessary.

Pick up the pace and the iX3 feels quick. Zero-100km/h in 6.8sec is rapid, but it’s the nature of the acceleration that changes the experience in pretty much any electric car.

In this case 400Nm of maximum torque is available from step-off and there's still solid pulling power at high revs, remembering the motor spins to 17,000rpm! Squeeze the accelerator at any speed and there’s plenty of urge available. 

The nature of current EV tech means you don’t have to worry about a dual-clutch or CVT. The single ratio auto transmission just picks up the motor’s output and smoothly feeds it to the rear wheels.

By definition an electric car will be quiet but this one is so hushed the mega Harman Kardon system has a clean sheet to work from.

Suspension is strut front / five-link rear with all the major elements made from aluminium and the adaptive set-up includes electronically-controlled dampers.

There are ‘Comfort’, ‘Sport’ and ‘Eco Pro’ driving modes, with the switch from Comfort to Sport a pronounced one in terms of compliance and, well, comfort. But even in that softest setting, the ride is on the firm side. 

This car weighs a not insubstantial 2260kg, and with that big battery pack spread out under the floor its centre of gravity is around 7.5 centimetres lower than a conventionally powered X3.

The drive unit sits in a model-specific sub-frame, and while you sense that weight through corners the iX3 feels planted and composed.

It points nicely at speed, steering feel and weight are good, while the mixed Bridgestone Alenza rubber (245/45 fr / 275/45 rr) is quiet and grippy. Worth noting they’re premium SUV-focused tyres rather than specific, low-rolling resistance specials. 

The dash layout is classically driver-focused, with a clean and simple approach making for a relaxed drive. The front sports seats remain supportive and comfy over long stints behind the wheel.

Intensity of the ‘Brake Energy Regeneration’ is automatically adapted, although you can select ‘High’, ‘Medium’ or ‘Low’ settings through the iDrive system.

More direct still is moving the gear shift over to the ‘B’ position which effectively generates a one-pedal mode. You barely have to touch the left-hand pedal at all, while you’re feeding energy back into the battery to boot.

The iX3 hasn’t been safety assessed by ANCAP or Euro NCAP so far, but crash-avoidance tech is impressive with AEB at the top of the active safety list. It includes pedestrian and cyclist detection as well as a crossroads function.

Also included are, dynamic brake lights, active cruise control, lane keeping assist (with ‘Active Side Collision Prevention’), ‘Steering and Lane Control Assistant’, ‘Lane Change Warning’, ‘Lane Departure Warning’, front and rear cross-traffic alert (with brake intervention), ‘Rear Collision Prevention’, ‘Automatic Speed Limit Assist’, and ‘Evasion Assistant.’

‘Acoustic Protection for pedestrians’ is a futuristic whirring sound emanating from the car up to 30km/h to warn people on the street that you’re there.

If an impact is unavoidable there are front and side airbags for the driver and front passenger, as well as curtain airbags covering both rows, plus a driver’s knee bag.

There are three top tethers and two ISOFIX positions for child seats in the second row.

Plus, an ‘Intelligent Emergency Call’ function automatically dials back-to-base when the car has been involved in a crash, plus there’s a first aid kit on board.

As with all BMW models, the 4 Series comes with a three-year/unlimited-kilometre warranty with three years of roadside assistance, both of which are two years short of the premium standard now set by Mercedes-Benz.

The 440i coupe’s service intervals are every 12 months or 15,000km, whichever comes first. Owners can opt for a $1650 five-year/80,000km capped-price servicing plan, which is well-priced.

The iX3 is covered by BMW’s three-year/unlimited km warranty (including paintwork), as well as 12-year/unlimited km anti-corrosion cover.

That main warranty’s off the premium market pace now with Audi, Genesis, Jaguar-Land Rover, Lexus and Mercedes-Benz at five years/unlimited km. 

The battery is warranted for eight years/160,000 kays, which is on par with Audi, Jag and Merc, but lagging behind Tesla at eight years/240,000km.

Service is condition-based, the car telling you when maintenance is required, and a range of service packages are available.

The ‘Basic’ plan covering an iX3 for four years/unlimited km comes in at $1200, appreciably less than for an equivalent combustion X3, as it should be for a car with far fewer moving parts.

A four year ‘Plus’ package adds brake pads and rotors as well as wiper blades, upping the price substantially to $4605. While six year/unlimited km Basic and Plus plans come in at $1650 and $5500, respectively.