BMW IX3 vs Volkswagen Id.4

What's the difference?

The BMW iX3 is a rarity in the market, a premium-feeling electric model that's not a whole lot dearer than petrol alternatives.

For those happy to trade some of the Tesla Model 3 and Kia EV6 GT's all-paw performance for a luxurious cabin, slick drive and badge cachet, the iX3 M Sport is a very attractive package. Until Audi's Q4 and Q6 e-tron arrive, the iX3 remains basically peerless in this part of the market.

No wonder, then, that BMW is Australia's third most popular electric car brand after Tesla and BYD. The vehicles capture everything the brand promises at a price that looks good on paper and better in the real world.

It’s been a long wait for the Volkswagen ID.4 Pro, but it’s one that’s paid off. It's an electric SUV that delivers on the essentials - comfort, smart features, and an effortless driving experience. But it also keeps charging times, range, and running costs firmly in the 'very liveable' camp. The ID.4 Pro manages to feel polished and personable, which is a great combination.

Now that we've seen the new X3, the current model is already dated. Not that it was a cutting-edge design at launch but there is precious little offensive about this mid-size SUV.

Fussy wheel designs, strange closed in grilles and clashing blue accents aside the iX3 M Sport remains a plenty handsome option as you approach.

Inside the cabin's shapes feel positively conservative next to BMW's latest efforts like the X2 and 7 Series but, in a way, this is no bad thing.

It's also nice that you can tailor this car's appearance to your liking without spending extra, the combination here rocks a nice blue paint with tasteful brown upholstery for a classy look.

You can have Oyster white leather or simple black and the paint colour palette is refined without being restrictive.

The ID.4 Pro leans toward the pillowy end when it comes to exterior shape but it’s as cute as a button. Soft curves aren’t uncommon in this segment, and the overall effect is friendly yet grown-up.

A chrome accent strip running from the roof to the C-pillars adds interest, as do the matrix headlights, which look a bit like Transformer eyes. They’re adaptive too, so they put on a little light show when you start the car - a fun party trick.

Around the back, customisable rear light profiles will earn nods from the cooler kids.

Step inside and the cabin shines. Space is generous, and any 'cute' impressions fade fast as it’s clear this cabin means business.

Visually, it’s slick and considered, with premium materials like leather, suede, and synthetic trims setting the tone. There’s still a touch of Volkswagen fun, though. Look out for the Pause and Play icons on the brake and accelerator pedals.

It feels airy and open, especially with the panoramic sunroof option, and both displays are impressively sharp. You might expect a larger digital cluster, but the 5.3-inch instrument screen does a surprisingly good job, keeping things tidy and focused on the drive.

I'm also quite fond of the adjustable front armrests, which can be folded up and out of the way when not needed. A small touch, but it adds to the car’s flexible, family-friendly feel.

The BMW X3 was developed with family buyers in mind and that has paid dividends because it has an extremely practical cabin with lots of thoughtful storage.

Each of the four doors has a bottle holder and generously-sized pocked for extra storage. There are two cup-holders in the centre with a wireless charging pad, secure spot for the key fob and USB port in easy reach. You can slide a roller cover down to hide valuables.

Key driving controls are smartly grouped together around the iX3's unconventional gear selector. Here, you'll find the start/stop button along with hard switches for drive mode selection, stability control and exterior cameras.

Right next door is where the rotary 'iDrive' controller lives with yet more physical shortcut buttons. Including the extra option to easily interact with the multimedia system on the move is a refreshing delight that you don't see in so many touchscreen-heavy EVs. There's also a physical stack for HVAC and seat heating controls.

The 12.3-inch touchscreen is responsive and bright with BMW's slightly older system having a more conventional appearance than the latest software in the iX2. Apple CarPlay and Android Auto are wireless and still work flawlessly.

If there are some negatives, they would be some build-quality niggles. On the whole the materials are high quality and the car is well screwed together but the indicator stalks feel decidedly flimsy compared to BMWs of old and I noticed a rattle from the parcel shelf on the road.

The eight-way power adjust seats with tilt and under-leg extension are classic BMW, being sporty enough to hold you in but with enough padding to stay comfy. Though we will knock this car down for lacking power lumbar adjust.

Those in the back will be plenty comfortable even if they're taller than 180cm with ample head, leg and toe-room. There doesn't appear to be a major compromise to the floor height despite BMW stacking 10 lithium-ion modules beneath.

Vision out is excellent with an expansive glasshouse and full-length sunroof.

Amenities include two USB-C charge points, a third climate zone, fold-out armrest with pop-up cup holders and generous storage in the doors.

Fitting child seats should be pretty simple with doors that open wide, two sets of ISOFIX ports (that you can't lose the covers of) and three prominent top tether anchors in the recline-adjustable backrest.

The boot is large with 510L of space at a minimum that expands to 1560L if you fold the 40/20/40 split backrest flat. There's a sense of solidity in that process, too, with sturdy levers and components.

So sturdy that the retractable luggage cover is quite difficult to remove, especially for shorter owners. Other niceties include a single shopping bag hook, LED lighting and 12-volt socket in the back.

No BMW X3 comes with a spare tyre so that should come as no surprise. The iX3 instead has a tyre repair kit. There is underfloor storage in the iX3, though, which is the perfect place to store both charging cables — Mode 2 and 3 — that are included.

The front row offers plenty of room for two co-pilots to settle in without bumping elbows. The seat padding is softer than you’d usually expect from Volkswagen, and with the extendable under-thigh supports and added seat functions, the ID.4 Pro proves itself a seriously comfortable road-tripper.

In the back, space is generous, and my eight-year old appreciated the wide door openings and cushy seating. It’s best thought of as a very comfy space for two adults, with room for a third in a pinch.

That flat floor makes a noticeable difference for the middle passenger, giving them more legroom than usual. The 'two is best' idea also applies to child seats and while there are three top-tether anchor points, realistically, using more than two at once would be a squeeze. I had no trouble installing my booster this week, though it did block visibility out the back window.

Storage up front is a strong point, with a glove box, cupholders, bottle holders, and a generous centre console. The console houses the wireless charging pad, two USB-C ports, and a large cubby that swallowed gloves, snacks, and two pairs of glasses with cases which is perfect for keeping the cabin clutter-free.

Rear passengers are well looked after, too, with climate control, directional air vents, two USB-C ports, a fold-down armrest with cupholders, bottle holders in each door and map pockets. It’s all very family-friendly.

The 543L boot handled everything we threw at it this week. I like the adjustable floor height; set it higher to create a handy space for your charging cables, or lower it to maximise room. There’s also a hidden pocket under the floor for the tyre repair kit (no spare of any description).

You miss out on a frunk, but the powered tailgate and stretchy luggage net help keep things secure and easy to manage.

Tech-wise, it’s mostly intuitive. While my husband isn’t a fan of the touchpad climate and steering wheel controls, I find them pretty straightforward to use.

What does bug me, though, is the lack of built-in sat nav and wireless Apple CarPlay. I don’t like leaving my phone charging all the time, and even when you reconnect the cable, you have to manually restart CarPlay every time you get in. Hopefully that’s something Volkswagen irons out in a future update.

For Aussies, at the moment the Pro is the only variant offered in this new electric mid-size SUV. But a sportier GTX version is due soon, which will have the same dual-motor, all-wheel drive set-up as the already available ID.5 GTX, a coupe-style EV SUV riding on the same platform.

A sharp before on-road costs price tag of $59,990 positions the Pro as a healthy rival to recently arrived BYD Sealion 7 Premium and long-standing favourite the Tesla Model Y Long Range, which start at $54,990 and $68,900, respectively.

The ID.4 Pro arrives with upgraded technology by way of a graphics facelift for the 12.9-inch media display that also sports easier-to-find widgets.

There’s a 5.3-inch digital instrument cluster which keeps the cockpit driver-focused and can pull directions through from your phone navigation - which you’ll need to use as the Pro, disappointedly, doesn’t arrive with in-built sat nav. And that phone connection? Still wired.

However, the update now sees additional soft-touch points throughout the cabin with contrasting stitching on the dashboard.

Our test model has been fitted with a sexy tan and black leather and suede upholstery. Bougie extras like electric and heated front seats with massage function, a heated steering wheel and panoramic sunroof remind you that you're sitting within the semi-premium end of the segment.

Other features include keyless entry and start, matrix LED headlights with LED daytime running lights, soft-open door handles, four USB-C ports, a wireless charging pad, two 12-volt sockets, three-zone climate control, 19-inch alloy wheels and a powered tailgate. VW also throws in an at-home charging cable and an on-the-go Type 2 connector.

The Pro's equipment list is solid but some technology improvements could be made for the next update.

In this case there isn't much under the bonnet except for electric gubbins. The single electric motor – that uses no rare earth materials – resides at the back and generates 210kW/400Nm.

Those outputs are fairly close to a petrol X3 30i, though of course this model is rear-drive only.

Thanks to the rapid response of electric motors, the iX3 M Sport can sprint from 0-100km/h in 6.8 seconds (claimed).

BMW has chosen to give the iX3 a long-travel progressive throttle pedal that makes grunt easy to meter out. However, the regenerative braking could do with a little more refinement.

There are two settings, 'D' — just like letting off the throttle in a combustion car — and 'B' which is quite strong. The blending between regenerative and physical caliper-on-rotor braking is vague, though, which can make low-speed moves a bit jerky.

The ID.4 Pro is fully electric and rear-wheel drive with a single motor on the rear axle producing 210kW and 545Nm. That supports a claimed 0-100km/h sprint of 6.7 seconds, which feels satisfyingly swift for a mid-size SUV.

There’s instant torque for easy overtakes and the RWD keeps things balanced and composed. You also get a choice of drive modes to suit your style, and regenerative braking helps recover energy smoothly. It’s subtle, but effective enough to make city driving feel more efficient.

The iX3 M Sport's WLTP rating is a respectable but not groundbreaking 461km on the combined cycle. The reality is a little bleaker, our test car displaying 316km on its digital instruments at 100 per cent charge.

Going against what you might expect for an electric car, the iX3 was not very efficient in town, we initially saw 24kWh/100km on the read-out which is quite high.

It is better suited to a longer, steady-state run. Our regular 200km country and suburban test loop dropped the consumption to 18kWh/100km for a real-world driving range of 411km.

When it's time to bring the charge levels back up the iX3 will take on AC electricity at 11kW, for flat to full in seven and a half hours.

Public fast-charging caps out at 150kW (DC) though averages to 104kW over a 10-80 per cent session. This should take 21 minutes, says BMW.

We only observed a maximum of 101kW on a DC charger though the pylon did not appear to be performing at full energy with other vehicles having similar issues.

The ID.4 Pro is fitted with an 82kWh lithium-ion battery and offers a WLTP driving range of up to 544km, which is impressive for the segment.

Official combined cycle (urban/extra-urban) energy consumption is rated at 16.7kWh/100km, and around town, where regenerative braking works harder, you’re unlikely to feel any range anxiety.

If, like me, you do a lot of regional driving or longer trips, you might find yourself keeping a closer eye on the gauge. My real-world consumption sat closer to 20kWh/100km, which still leaves you with solid usable range, but it’s something to factor in.

Charging is straightforward, with a Type 2 CCS port that accepts up to 175kW on a DC fast charger and 11kW on AC.

Both figures are useful and on a fast charger you can expect a 10-80 per cent top-up in around 30 minutes which is quick enough to squeeze in a coffee break or snack stop, even with a kid in tow.

Despite no saucy straight-six, V8 or twin-cam four-cylinder there is an inherent 'BMW-ness' in the iX3 M Sport. The way it steers, accelerates and rides all match the brand's DNA.

It is not a plush SUV, with some firmness to the suspension even in Comfort mode on the adaptive dampers — this may have something to do with BMW's 40PSI front and 45PSI rear tyre pressure recommendations — but without ever being crashy.

Build up a little more speed, beyond 60km/h for example, and the body settles nicely with a solid, assured stance.

There's no evidence of suspension noise and road noise is very well insulated as well, even without the up-spec M Sport Pro's acoustically insulated glass. 

The steering is light in Comfort mode which makes it ideal for urban driving. It also has three turns lock-to-lock which is a lot for a sporty-ish BMW, however that is largely down to the improved steering angle. Without an engine or AWD system, the iX3 has a great turning circle of just 12.1 metres.

Moving things up a notch into Sport adds extra weight to the steering which helps judge the grip on good roads, which is pretty decent from the 245/45R19 Yokohama Advan Sport V107 tyres.

When you approach the limit, the iX3 is very secure but significant mid-corner bumps can unsettle the car, bringing its 2180kg tare weight (a 325kg penalty over the xDrive20i) sharply into focus. Pull it back a touch, though, and the iX3 M Sport is plenty rewarding on a country road.

Mostly, the iX3 is a refreshingly natural electric car out on the road. You could put anyone in the driver's seat and they'd be smooth just like in a combustion car.

The ID.4 Pro is simple to operate, and aside from the instant power delivery and lack of a traditional start/stop button, it behaves much like a combustion-powered car.

That makes it a great entry-point for anyone new to EVs because it's familiar, but has just enough electric quirk to keep things interesting.

I miss a true one-pedal driving experience in city traffic, but the set-up still works well. Regenerative braking isn’t particularly strong, but you can toggle between 'Drive' and 'B' mode, with the latter offering a bit more resistance. I’ve kept it in B mode most of the week as the extra feedback just feels nicer underfoot.

This week’s testing included winding mountain roads, regional backroads, as well as freeway stretches and the ID.4 handled it all with confidence. There’s enough precision in the corners to keep things fun, and it always feels well planted.

The suspension strikes a middle ground - not ultra-soft, but still comfortable. You’ll feel some of the sharper bumps, but most surfaces are smoothed out well, and the cabin stays quiet even at higher speeds. Ride comfort has clearly been a priority and it pays off.

From the driver’s seat, visibility could be better. The rear window is narrow, and the thick pillars don’t help, so I found myself relying quite a bit on the camera system when parking or manoeuvring.

That said, the ID.4’s size and clear 360-degree camera system make it incredibly user-friendly in tight spaces. Whether parallel parking or squeezing into small car parks, it isn't stressful to park.

The ID.4 Pro hasn’t yet been ANCAP rated for Australia, but it does carry a 2021 maximum five-star safety rating under ANCAP protocols for New Zealand variants.

It comes equipped with seven airbags, including a front centre bag, and a comprehensive suite of driver assistance features that make it feel reassuringly modern and family-focused.

Standouts in day-to-day use include side exit assist, blind-spot monitoring and one of the better adaptive cruise control systems I’ve experienced lately. The lane keeping aid, however, is a little over-eager at times, with some noticeable tugging at the wheel.

Other safety features include interior monitoring, driver attention alerts, and a full spread of collision avoidance tech including autonomous emergency braking, forward collision warning and rear and front cross-traffic alert.

Parking sensors, a 360-degree camera system, and intelligent seatbelt reminders help make low-speed manoeuvres easier and safer. For families, there are ISOFIX child seat mounts on the outboard rear seats and three top-tether anchor points across the second row.

The iX3 M Sport is now covered by a five-year/unlimited kilometre warranty in Australia.

Servicing is due on a conditional basis with the multimedia system prompting the owner when to visit a dealer.

BMW offers serviced packages for electric vehicles that last six years/unlimited kilometres, with the iX3's pack costing a reasonable $2325 over that time.

The ID.4 Pro comes with a five-year/unlimited kilometre warranty, which is standard across the Volkswagen range, while the battery is covered for eight years or 160,000km, giving buyers a little extra peace of mind when it comes to long-term EV ownership.

Volkswagen also offers a 10-year capped-price servicing program, which is excellent for the segment.

The total cost comes to $2890 over the full term, and the service intervals are spaced every two years or 30,000km, whichever comes first.