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So many column inches have been written about the way the BMW iX looks, and it’s true that it’s a challenging shape with some equally challenging details. But you won’t fail to have noticed them on the road, not just because it stands out but because they actually seem to be selling in decent numbers. And the reason may well be because the iX is actually a great car, whatever it looks like.
BMW certainly hasn’t done things by halves with the iX. It’s good to drive, quick, can be specified with a usefully long range, and has a fantastic interior. It isn’t a cheap car to buy, but that’s where used models come in, so you may even find an iX that’s surprisingly affordable too.
BMW’s own range of electric cars is increasing quickly - if you don’t need an SUV, we’d recommend the excellent BMW i4 - but other options of similar size and for similar money include the Audi Q8 e-Tron, Mercedes EQC, Jaguar I-Pace, and Tesla Model X.
You just need to read our full review of the BMW iX to see how we rate BMW’s dedicated electric SUV - it’s a far better car than the discussion over its styling might suggest, and combines performance, range, and a relaxing driving experience with a better application of in-car technology than many brands manage.
Performance is supplied by a choice of three dual-motor options ranging between 326 and 619PS of output, while range is handled by either a 74.1kWh or 108.8kWh battery pack - the latter offering up to 385 miles of claimed range and easily over 300 miles in the real world, making the iX genuinely usable.
And you’ll want to use it too, as the iX’s interior is one of its strongest suits. It’s comfortable, neat, and modern, but doesn’t pare things back to Tesla-style extremes so you won’t need to re-learn how to use the indicators (there’s a joke in there somewhere), and BMW’s rotary controller means prodding at the screen isn’t the only way to navigate menus. A few more physical dials and switches would’ve been nice, but most drivers should get used to it quickly.
The iX’s size and weight means it’s not as agile as some BMWs of old but it’s not bad for a car of this type, and its main strength is just how relaxing and easy it is to drive. Ride quality is good and isolation from wind and road noise is even better.
Better than many of its rivals in fact, which include cars like the Tesla Model X, Audi e-Tron, and Mercedes EQC. For a more traditional BMW driving experience but keeping electric power the BMW i4 is worth a look, while those not yet swayed by an EV might consider BMW’s more traditional SUV, the X5.
A BMW iX not for you? We've got 1000s of used cars for sale to suit all budgets and needs
We often suggest looking at the entry-level model when it comes to more premium electric cars, as they’re invariably still well equipped even at their most basic and often have a pretty usable range too. It’s true to an extent with the iX, though if it’s likely to be your main family car then the xDrive50 could be worth looking at instead as the much larger battery pack will mean a usable real-world range of over 300 miles, while the xDrive40 will peg that closer to 200 miles.
You can still be choosy with the trim level though - the xDrive50 is available in both Sport and M Sport forms and a few visual differences aside, the M Sport doesn’t offer a great deal over the Sport. As for the M60, it’s an amusingly quick diversion but not really worth the extra money unless you really must have BMW’s ultimate electric SUV.
The iX range is split into three variants, which like most modern BMWs means Sport and M Sport trim lines and then an ‘M’ model at the top, albeit not to the full Motorsport extent of cars like the M3 and M5. Sport models are only available in xDrive40 form and the M60 with the top 619PS drivetrain, while the M Sport can be found in both xDrive40 and xDrive50 forms.
The BMW iX’s dimensions are:
The BMW iX’s boot size is:
As things stand, all electric cars are currently free to tax, so if you buy an iX either new or used you won’t pay a penny in VED. That may change in the near future, but an EV like the iX is likely to remain cheaper to tax than a combustion equivalent.
This is the yin to the zero-rate VED’s yang, as the very cheapest iX to insure is still rated in group 47 out of 50, while the xDrive50 and M60 are both in the maximum group 50. This is at least par for the class, and you’ll find similarly high ratings for all the iX’s rivals.
Read our full BMW iX review