BMW iX 300kW xDrive45 M Sport 101kWh 5dr Auto Tech/Pro

Ten Second Review

Can the bigger-battery xDrive60 version of BMW's revitalised iX large EV crossover really be worth nearly six figures? If someone else is paying, there's a chance you might just think so.

Background

An early 2025 update has done the BMW iX a world of good. That's also been accompanied by a price hike, which has seen the bigger-battery xDrive60 version many customers want costing well over £90,000. Which might be a problem for the Munich maker, given that this updated iX is facing much tougher competition than the original version had to cope with. So this xDrive60 variant will need to be good.

Driving Experience

Is a 367 mile range enough in your BMW iX? If it is, switch your attention immediately to the base 94.8kWh xDrive45 model with 408hp, which will save you a considerable amount over this xDrive60 variant. If not, you'll need this 109.1kWh '60' model, which offers a range of up to 426 miles with 544hp. That battery (shared with the top M70 iX version) is a useful slug bigger than the 105.2kWh battery of the pre-facelift xDrive50 model that this xDrive 60 variant replaced - and takes the iX 34 miles further. 0-62mph is dispatched in 4.5s and like all iX models, this one tops out at 124mph. As before, across the range bolted to the aluminium-intensive chassis is a suspension set-up featuring double wishbone (front) and multi-link (rear) springs, but there's still no air suspension system on mainstream iX models like this one; the brand's Adaptive two-axle Air Suspension features only on the top M70. Across the range, BMW says it's worked on the dampers for extra cornering stability. The engineers have also worked on the chassis to allow for the extra power - and subtly altered the weight balance. There are 'High', 'Moderate' or 'Low' Brake Energy Regeneration settings. Plus activating driving position B with the selector lever generates so much off-throttle retardation that you'll virtually never have to use the brake pedal except when coming to a standstill. Using the alternative 'Adaptive' regen setting, the iX can also manage its own levels of brake recuperate to charge its battery on the move. When approaching a junction for example, the degree of recuperation will be increased. On the open road meanwhile, the coasting function sees the car 'freewheeling' with no drive power whenever the driver takes their foot off the accelerator.

Design and Build

If you know the iX, then you'll be aware from a glance that there have been some visual changes to this updated model - though you might struggle initially to pinpoint what they are. The key changes have taken place at the front, which moves closer into line with the brand's latest 'Neue Klasse' design language. To that end, the LED headlights are narrower and there's a revamped version of the large central kidney grille, which for extroverts can now be specified with optional frame illumination. There's a choice of 21,22 or 23-inch wheels. Otherwise, it's as before, with external dimensions that are pretty similar to those of a BMW X5. Clever EV drivetrain packaging and a long wheelbase though, mean that interior cabin space is closer to that of an X7, though for the iX there's still no third row seating option. As previously, the shape is characterised by the lack of profile panelwork creases, plus there are frameless doors, a tapered glasshouse with an angled rear D-pillar and a fixed clamshell bonnet you can't open. Because there's no need for a radiator, the front grille houses the drive assistance system's cameras, radars and sensors. Under the skin, there's a unique-to-the-iX all-aluminium spaceframe chassis that's also fashioned from 'CFRP' 'Carbon Fibre Reinforced Plastic'. Very little has changed inside apart from revised multifunction seats and a restyled steering wheel. This remains an airy, futuristic-feeling cabin characterised by a flat floor and wide use of recycled materials. The instruments and infotainment functions are grouped together in a curved digital display. And there's no centre console, the main controls instead (a rocker to select the drive and an iDrive infotainment dial) set within the forward part of the high-set central armrest. Space in the back is generous, with lots of head and leg room. Boot space is rated at 500-litres, similar to the baseline capacity you get in an X5.

Market and Model

Prices for the iX start from around £75,000 for the xDrive45, but you'll need just over £93,000 for this bigger-battery 109.1kWh xDrive60 model. This '60' variant comes only with 'M Sport' trim, which will set you back around £5,000 more than an 'M Sport' version of the 94.8kWh xDrive45. The only other model in the range is the top M70 variant, which has the same big 109.1kWh battery. You do at least get plenty of kit for these sums. All models come with Adaptive LED headlights, big wheels of at least 21-inches in size, Comfort Access keyless entry, heated seats for driver and front passenger, a heated steering wheel and the brand's 'Driving Assistant Plus' camera features. The BMW Live Cockpit Professional with Head-up Display and the Harman Kardon Surround Sound System are also available with the standard model. The xDrive60 model's standard 'M Sport' trim gets you Alcantara/Sensatec-upholstered M multifunction seats, a three-spoke M leather steering wheel, Dark Silver trim finishers, an anthracite headlining, M-specific pedals and a high-gloss black centre console. Darkened M Shadow Line headlights and taillights are now available as part of the 'M Sport Pro' package. 21 and 22-inch M light-alloy wheels are available in four new designs as part of the revised 'M Sport' trim.

Cost of Ownership

Building on the range figures we gave you in our 'Driving Experience' section, we'll tell you that the iX xDrive60 delivers a claimed WLTP-rated range of between 370.3 and 426.9 miles from its 109.1kWh-plus battery pack. Compare that to the iX xDrive45 model meanwhile, with a 94.8kWh battery pack offering a range between 321.2 and 367.2 miles with 'M Sport' trim. Lots of tweaks feature with this updated iX model to improve efficiency. The electric motors have been revamped with an improved silicon-carbide inverter to minimise power losses, plus BMW has re-tuned the drive system and worked on the electronics to enhance drive range. In addition there's a new 'Max Range' drive mode that optimises the vehicle's settings for greater efficiency and can apparently increase range by up to 25%. The car's bigger batteries now feature a new cell technology that's supposed to offer 30% more usable energy content. Plus there's a redesigned heat pump. And the brand has optimised battery pre-conditioning so that peak charging speeds can be reached faster. Talking of charging speeds, another reason why you might want to stretch to the xDrive60 is that it charges quicker than the base xDrive45 version, charging at up to 195kW. The xDrive45 charges at up to 175kW. All iX variants DC charge from 10-80% in about 35 minutes. At home, the iX xDrive60 can be AC charged at 22kW in five hours 45 minutes for a full charge (it'd be 11 hours with an 11kW supply). Over an ownership period of 125,000 miles, BMW claims that the iX will have a 45%-lower global warming potential than that of a comparable diesel model. And the brand is seeking to enhance the sustainability of its supply chain and increase its use of recycled materials for the iX. All of which will help to cut production emissions by 18%.

Summary

This iX xDrive60 is a very complete product. We're not sure that there are quite enough reasons to choose it over equivalent versions models like the Mercedes EQE SUV, the Volvo EX90 and the Polestar3. Particularly at the asking price being pitched here. Still, usually in this segment, someone else is paying if that's the case, we can see why this Munich maker's take what a sporting large EV executive crossover should be might appeal. It ought to have a more modern 800V electrified system. It ought to be more affordable. But we can see why you might like it just the same.