BMW iX3 50 xDrive Charging Test on 400 kW, 350 kW and 400 V Tesla
Why It Matters
Understanding the iX3’s temperature‑driven power limits helps buyers gauge actual charging times and signals manufacturers that thermal and cable engineering are critical for competing in the high‑power EV market.
Key Takeaways
- •iX3 hits ~400 kW only when starting below 10% SOC.
- •Battery temps above 60 °C trigger rapid power throttling on all sessions.
- •Tesla V4 charger limited iX3 to ~190 kW despite 500 A capability.
- •350 kW session delivered flatter curve, reaching 90 % in 36 min.
- •Chinese EVs (7X, IM6) outpaced German models in charging speed.
Summary
The video documents a detailed charging test of the BMW iX3 50 xDrive, comparing its performance on three high‑power sources: a 400 kW DC fast charger, a 350 kW charger, and a 400 V Tesla V4 Supercharger. The tester starts from both 0 % and 10 % state‑of‑charge to expose how deep‑cycle starts affect power delivery.
Across the trials the iX3 reaches roughly 400 kW only when the battery is cool and the SOC is above 10 %. Once the pack temperature climbs past 60 °C, the vehicle’s thermal management cuts power sharply, dropping to 150‑200 kW. The 350 kW session maintains a flatter curve and hits 94 % in 36 minutes, while the 400 kW run stalls early due to heat.
The Tesla V4 charger, despite being rated for more than 500 A, caps the iX3 at about 185‑190 kW, and the charger’s current settles around 170 A for most of the session. A notification at 25‑26 % SOC—‘charging power reduced, batteries cooled down’—illustrates the thermal throttling. In side‑by‑side comparisons, Chinese models such as the BYD 7X and IM6 consistently outpace the iX3 and German rivals, reaching 80‑90 % faster.
These results highlight that the iX3’s fast‑charging advantage is limited by battery temperature and charger compatibility, not just charger power. Manufacturers may need to improve thermal management or cable design to exploit 800 V infrastructure fully, while consumers and fleet operators should consider real‑world charging curves when planning routes or selecting vehicles.
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