It is the story of a nice monster, a little scary on the outside, rather welcoming inside, who cultivates paradoxes but has the merit of being known. First test of the large electric BMW iX SUV, in the xDrive50 version with 523 cumulative hp and an XXL battery.
Test car: BMW iX xDrive50
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From€ 103,500
no bonus |
Our BMW iX may have its huge 22-inch wheels, exterior Sport package and bronze inserts as an option, but we’re struggling to find an angle where it looks its best. Smartphone as an ignition key in your pocket (option at € 1,100), we approach the curious beast which lights up, flashes, then unlocks its electrically operated door. This light and framed “wing” reveals carbon fiber entrails, then a cabin mixing recycled plastics, bluish suede and crystal-style controls. To believe that license plates were affixed in error on a Salon concept car …
The BMW iX SUV is nevertheless very real, and it also has rational arguments to obsolete the competition launched long before him (the Tesla Model X has been sold since 2016 in France, the Audi e-tron since 2019) as a new platform dedicated to electric propulsion, with front and rear motors and a structure lined with carbon fiber reinforced plastic. Like a record Cx of 0.25, when a BMW X5 of the same size fails at 0.31. Like a giant battery, finally, to announce better autonomy than those of the aforementioned rivals.
Price, autonomy, recharging
The BMW iX starts at a price of € 86,250 in the xDrive40 version. Its two engines accumulate 326 hp, its battery of 71 kWh useful promises between 371 and 425 km of autonomy, and its recharge up to 80% is dispatched in 31 minutes on fast terminal thanks to a maximum charging power of 150 kW (see all the recharging times on the next page). Our test model xDrive50 takes the peak power to 523 hp, the maximum charging power to 205 kW, and the battery to 105 kWh useful. Huge ! The price goes up to € 103,500 excluding options … And there are plenty of them despite the arrival of standard pneumatic front springs and rear wheel steering.
In this iX 50i version, the homologated autonomy then oscillates between 549 and 629 km, better than the Audi e-tron S (371 km maximum) and Tesla Model X (580 km). On the highway during our test, the BMW SUV sipped 27 kWh per 100 km according to the on-board computer, which would allow it a theoretical range of 380 km to 130 km / h. Rather correct for the size, but to be confirmed on our test course for electric vehicles. This second test will also make it possible to check the maximum charging power, not experienced during this handling.
Driving
As mentioned in the introduction, the interior atmosphere surprises just as much as the exterior lines. Between the hexagonal steering wheel, the materials used (we will come back to this) and the giant slab curved in front of the driver (also), this BMW iX will undoubtedly confuse the regular of the brand. It will also struggle to quickly find its driving position, upset by an atypical seat neither very soft nor very enveloping, whose short seat and bulky headrest disturb a little during the first kilometers.
But nothing to alter the zen and cocooning atmosphere that reigns on board: the controls are easy to dose and imbued with softness. Air and rolling noises remain inaudible or come down to discreet whispers on the highway. As for the standard air suspension springs (only present at the rear in the xDrive40 version), they erase potholes and successions of bumps with a caress despite the 22-inch wheels and the weight of the beast: 2, 5 t empty. However, a slight pressure on the accelerator is enough to catapult them with a breath …
Without even selecting the Sport driving program via the central screen (no more buttons), the BMW iX indeed displays impressive revivals, which dispatch overtaking on the road and insertions on expressways in the manner of a supercar. Without a sound? Yes… unless you activate the artificial sound which is difficult to describe. Halfway between a flying saucer and an electromotor taking endless turns, this sound is not too tiring in Normal mode because it is silent at stabilized speed and only comes on acceleration (this then participates in the sensations of speed, an advantage for radars) or braking.
When decelerating, the BMW iX offers several regeneration modes: low, medium, high, plus an adaptive mode. which modulates the engine brake according to the environment (almost freewheeling on an open road, marked regeneration if one arrives quickly on another user). Too bad that the different levels cannot be controlled from the paddles behind the steering wheel, forcing multiple pressures on the central screen. The only easily accessible function: mode B, on the gear selector, which calls for maximum regeneration and even dispenses with using the brake pedal to come to a complete stop. An environment reminiscent of the BMW i3, whose atypical presentation and architecture heralded, eight years ago, the beginnings of this funny SUV.
On board
At 4.95 m long and 1.97 m wide excluding mirrors, the new BMW iX promises a nice sense of welcome. In the front seats, the feeling of space is amplified by the architecture of the vehicle, which has a flat floor between the seats and sleek furniture, crossed by the famous curved digital slab. Facing the driver, the 12.3-inch instrumentation becomes highly customizable, abandoning the brand’s historic counters to alternate between horizontal, diagonal or even pyramidal arrangements which curiously evokes the DS universe.
The number of steering wheel controls being tightened at the same time, you have to play with the wheel and buttons to switch from one appearance to another, find your average consumption or call up the information from the GPS. Notable evolution for iPhone owners: navigation via Apple CarPlay can now be displayed behind the wheel, and not just on the central 14.9-inch screen. Recourse to the latter is however essential to control all the other functions, including ventilation, which does not require manual air recycling. Astonishing.
This new interface therefore requires you to properly configure your shortcuts to quickly access your preferences such as the different driving modes, the four levels of regeneration, radio stations or directory contacts. Despite everything, you often have to take your eyes off the road to access it, unless you have configured some functions in “gestural” shortcuts (unfortunately limited to only two) or apply to intelligent voice control. Modern and fairly intuitive when stationary, the interface therefore becomes, as often, less suitable for use while driving.
In the end, the best seat in the BMW iX may be in the back. In the side seats, the long and soft seat ensures good legroom while the central passenger, victim of a firmer upholstery, can almost stretch his legs in the absence of a central console. The glass roof with variable opacity contributes to this beautiful feeling of space… which concerns less the volume of the trunk.
With 500 l announced in five places, the hold appears just for a car of this size. It also combines a high loading sill and a narrow opening. A bit tight for going on vacation, the trunk remains sufficient for everyday life where the motorized tailgate, the folding backrests at the press of a button and the housing for the cables under the floor form the practical aspects. For leisure enthusiasts, a towing hook at € 1,250 will allow you to exploit the 2.5 t of towable weight …
Competition
With an approved autonomy oscillating between 549 and 629 km in the WLTP cycle, the BMW iX xDrive50 becomes the highest bidder in terms of range, ahead of the 580 km estimated for the Tesla Model X Large Autonomy and the maximum 371 km announced for the ‘Audi e-tron S. In order to develop 503 hp (523 hp for the BMW), the Audi uses three electric motors but it also exists, like the BMW, in a less powerful and less expensive version (313 hp from 71 900 € or 408 hp from € 84,200 for the e-tron, 326 hp from € 86,300 for the iX).
Reverse path for the Tesla Model X, which starts at € 109,900 minimum and will soon inaugurate a Plaid version at € 119,900 with a peak of 1,020 hp! Compared to the Germans, the great strength of the American lies rather in its network of superchargers, for the time being better distributed and more reliable than most other fast terminals (therefore better suited to long trips for family or professional use). The Model X is finally the only one to offer configurations with six or even seven seats.
Find the test report, equipment prices and technical data sheets for the BMW iX on the next page.
