As gas-burning cars become increasingly unwelcome in a warming world, BMW is furiously investing in electric vehicles. After a rocky start with the i3, BMW is back on stride and rolling out its iX, i4 and i7 EVs. To me, the most interesting is the iX, as it’s electric-only; it can’t be bought with a gas or diesel engine. So what can BMW do when it’s freed from internal combustion?
The iX is BMW’s flagship SUV, its most luxurious and technologically-advanced SUV. It is built on an aluminum frame with carbon-fiber-reinforced plastic (CFRP) body panels and underpinned by an air suspension. An army of computers manages the cutting-edge digital gauges, infotainment, virtual assistant, active driving aids and comfort features. (BMW calls its suite of unobtrusive helpers ShyTech, as they try to stay hidden until needed.) Advanced materials abound, including an electronically tinting glass roof and a self-healing grill. In its most powerful trim—the iX M60, $108k MSRP—dual motors put out 610 hp and 811 lb-ft of torque for BMW M levels of oomph in the non-M iX. (And just think, the big-dog XM is still to come!)
The whiz-bang tech may be attention-catching, but I care the most about how the iX M60 drives. So hand me the keys, please!
It takes a moment for me to settle into the iX M60. I’m surprised to find the seat controls on the door—this is where Mercedes traditionally puts them, not BMW. The new placement may be because the sliders are now made of ogle-worthy gold-tinted glass. I admire them as I move the seat into position. Gold glass is also used for the gear selector, iDrive controller, start button, and volume dial.
It’s time to adjust the two-spoke steering wheel, which is hexagonal rather than round. The futuristic shape is a nod to BMW’s honeycomb motif, which I’ve seen in the X3 and 3-series. I’m skeptical about odd-shaped steering wheels; I’ll see how this one fares in a few minutes.
A poke to the start button, and the iX powers on with a symphonic whir. The curved screen behind the steering wheel lights up; angular gauges appear in front of me, while semi-abstract landscapes fill the infotainment half. I can tell that the iDrive operating system has been dramatically renewed for the iX, but I’d rather hit the road than explore the menus.
As I pull onto the city streets, I take in the dimensions of the iX. It feels roughly as large as the midsize BMW X5. An upright windscreen and tall side windows give a commanding view of the road. Maneuvering the big SUV is easy thanks to the excellent outward visibility and turn-tightening rear steer.
I know the first blocks of my test route traverse neglected pavement. I expect to feel the hits from the rough road, but they’re absent in the iX. The air suspension levels the small cracks and breathes softly over the large undulations. Hints of the work are felt through the floor, but none of the pavement’s crudeness bubbles up through the steering. The IX is a sanctuary, calm and quiet.
The driver’s seat is comfortable, broad and cushy. Diamond quilting decorates the soft leather. (Matching leather is found on the dash and doors.) There’s little lateral support, but this isn’t a sports car.
My only annoyance is the oddball steering wheel. By habit and training, I use a 9 and 3 grip, which puts my hands on the vertical edges of the wheel. But on the iX’s distorted hexagonal wheel, there’s no perfectly vertical edge for me to grip. Instead, I have to choose between turning my hands slightly down or slightly up, neither of which feels natural.
I’m approaching my turn onto a fast thoroughfare, so I hunt for Sport in the on-screen drive modes. Instead, Expressive’s colorful icon and intriguing name distract me.
Once activated, Expressive plays spa music, changes the accent lighting to yellow, and begins a seat massage. Aah, that feels nice! There’s a delightful kneading on my lower back. Too bad the ambient lighting is wasted in the bright daylight! Clearly, the iX has more tricks than just driving down the road.
I turn the corner and see a long straight ahead of me. My primal instincts resurface, and I punch the throttle. The blissful relaxation turns into excited giggles as the iX scats for the horizon. Wow! Even though “merely” 532 hp is available in Expressive mode, the iX scoots!
Wanting the full 611 hp, I pull over, punch Sport, and try a standing start. I’m rocketed up the road as a synthetic star-cruiser whir blares from the speakers. Holy spaceship! This may be the fastest EV I’ve driven, easily toasting the dual-motor Tesla Model Y and perhaps pipping the Model X P90D, too. (I’m not even sure the Nissan GT-R launched this hard!) The iX may weigh 5769 lbs, but 811 lb-ft of instant torque is no joke! (BMW quotes 0-60 mph in 3.6 seconds, but I say it’s faster.)
Intoxicated with speed, I try a few rolling launches from 30 mph. The iX reacts to the pedal drops with the same neck-snapping jump but then, curiously, builds power after the initial wallop.
The road starts bending and climbs a mountain. The iX had such a plush ride in town—even in Sport mode—that I doubt it will be well-controlled in the corners. Well call me Thomas, because as I tip the tall SUV into the first long left, the iX resists roll.
The EV threads its way through consecutive sweepers with great composure. I enjoy the quickness and accuracy of the steering, though the wheel continues to be the strong silent type. The iX M60 neither condemns nor condones my excited hustle.
At the summit, I pause in a trailhead parking lot to take pictures of the iX. Painted in flat gray, the boxy iX looks like a Briggs armored truck from a dystopian future; I can easily imagine it filled with masked baddies and pursued by police. Hell, with its squinty eyes and muzzled face, the iX looks like a baddie itself.
The ginormous front grill is a little too exciting for me, so I’m relieved by the iX’s bland profile. It uses a typical two-box design with very little surface detailing. The iX’s tail splits the difference between its face and flanks. Penciled-on tail lights match the squinty headlights, but otherwise, the back is futuristic without being objectionable.
When I open the rear door to check out the second-row accommodations, I’m distracted by the iX’s unpainted door frame. In the few awkward inches between the exterior and interior, the carbon-fiber-reinforced plastic’s textile weave is naked for the gawking. BMW used a carbon tub for the i3 and chose to lighten the iX with the same material. Sadly, the high-tech diet seems frivolous, as the iX M60 is still ~400 lbs heavier than a similar Tesla Model X.
Sitting behind the driver’s seat, I’m impressed by the copious legroom. The headroom is good too, and the glass ceiling adds an airy atmosphere. (The driver can turn it opaque with the touch of a button.) My roving hands find the same fine upholstery and gold-tinted trim that is fitted up front. I don’t have any screens to play with, but HVAC controls and charging ports will ensure I’m comfortable and DIY entertained. Yes, these rear quarters are as lovely as an X5’s and will be comfortable for adults of all sizes.
When I pop the trunk, I’m disappointed with the cargo space. It will haul four people’s luggage to the airport, but I’d need to fold a rear seat if I was packing for a camping trip. Realistically though, iX owners are more likely to sleep at the Waldorf than in the wilderness! There’s extra storage under the floor where the tire inflation kit and charging cables can live.
Having surveyed the questionable exterior and appreciated the luxurious interior, I hop back in the driver’s seat. Leaving the parking lot, I’m faced with a left across two lanes of traffic. The iX jumps when I smash the throttle, navigating the 90-degree turn neutrally as it piles on speed.
My astonishment with the iX’s composure is doubled when I blast over an unanticipated dip. The SUV holds its arc perfectly as the suspension droops, keeping the tires on the pavement. When the road rises a half second later, the iX sops up the compression like it a pro skier mowing through moguls. I didn’t expect such excellent body control out of the behemoth SUV! And there wasn’t an ounce of chassis flex through the challenging transition.
The final few blocks of the test route run through residential areas. Ever the good citizen, I toggle back into Relaxed mode and mull over the iX as it silently wafts along.
Without a doubt, I’ve only scratched the surface of the iX’s luxury and technology. Cutting-edge innovations that previously would have been exclusive to the 7-series now debut in the iX. With the current frenzy around SUVs and EVs, it’s smart of BMW to treat the iX like a proper flagship.
And since the iX M60 is already shockingly competent in flight, I can’t see any reason for the upcoming XM. The iX M60 needs no more power, and its ride and handling are already sweetly balanced. So skip the XM, and pick up an iX and a weekend sports car instead!
Mike's Steering Column 