BMW iX would not be normal in the future


Is‘i’brand weird?

First, let’s start with the weird design. From the bold, puzzling surface to the unfussy ones, quirky frameless doors and visible carbon-fiber body parts, the BMW iX isn’t geared for the ubiquitous “normal” appeal. It’s for those who want the Future to look like nothing else and combine all manner of technological ways to make it unique. 

BMW’s “i” brand of electric vehicles is a bit difficult to keep up with, and the iX is a completely different type of vehicle than the i4 hatchback. The IX follows in some of the urban-focused i3’s footsteps, albeit with double weight, and a common theme of out-of-sequence visuals and functionality. It boasts a very good profile, location and rate. But the tall, blunt muzzle and huge textured faux grille – covered in tough, self-healing plastic – catch a bunch of bugs on highway trips, but don’t fit with people with little business, according to some comments left in

The slim and bulbous taillights look to the rear that doesn’t match the front (or sides) and don’t seem to have continuity with any other BMW or hatchback or SUV. Her profile is attractive and balanced in profile; The combination of the floating roof and the cladding underneath looks like some idea thrown into the wall. 

Let’s look at the interior environment. It’s pretty awesome. I’d say it has the best luxury interior in a larger, all-electric SUV,  once you get used to some of the interface issues and constant onslaught of different subjects.  Yes, perhaps you’ll worry about some of the details, but that’s pretty much everything I’ve been brooding over for a week. 

The iX continued to throw curved balls at me in a way that made me and the other passengers pass. It really exudes quiet solidity. It is decorated and feels really luxurious all year round. Front legroom spans the entire cabin, with the center console sitting like an island in the correct position to act as an armrest without compromising the rear mid-position. Easy entry and exit, and more legroom for everyone. The seat folds down easily and offers good cargo space, with a sturdy under-floor tray. 

The frameless doors give the iX some of the design touches of a coupe – this is the first BMW SUV to get them and I guess we can be glad that BMW didn’t try a version of the automatic door layout. close to i3. While they provide excellent sealing against wind noise, their mechanisms (inside and out) have proven to be very delicate and you have to learn how to handle them. In addition, the Comfort Access feature, which automatically locks and opens the door, stays on high alert, locking the car even when I step to the charging port to plug it in.


Inside, the iX is very utilitarian, though details like its crown jewel-like seat adjustment controls could scream otherwise. There’s actually enough room for five adults, or four plus a child seat, with space available. Cargo capacity is 35.5 cubic feet with the rear seats raised or 77.9 cubic feet with the rear seats folded forward. A long shallow tray under the loading floor helps keep items safe and out of sight, and there’s plenty of space for any groceries. 

iX without frunk. There is no way to open the hood, only a windshield washer pad under the BMW logo. 

The interface itself isn’t weird, but it’s more complicated than it needs to be. A configurable gauge cluster sits in the 14.9-inch screen space, while in the center of the dashboard and tilted towards the driver is a 12.3-inch touchscreen that reminds me of a The dashboard shows up on a hill the way it climbs to the top of the dash slope. 

BMW iDrive 8 gives you plenty of redundancy and a home screen is pretty straightforward, but finding special functions has nothing to do with the tree-like menus you might have experienced in the BMW past, but rather than select a screen full of application icons. Is the latter really better?


I’m happy with everything except the direction. Braking is well matched and stops are precise, and the entire powertrain feels in harmony with the dynamics and movements of the iX bodywork, responding strongly with power when and where it’s needed to be more quired. 

iX offers four brake recovery modes, including adaptive mode, high mode, medium one and low one. I found the average regen setting to be near-perfect across many uses – quietest city and suburban driving, where I hit the brake only at the end of a stop – and I only managed to hit the brake when I’m actually cooking on the back road and want to move less between the throttle and the brake. 

By the way, there is an audio supplement system called Hans Zimmer and can inspire you while driving – if you want your passengers to leave the impression that in your Sport SUV for $100,000 listen to like your console driving game. You can turn off this feature. 

Even outdoors, in a parking lot or driveway, the iX sounds like an engine under the hood, because of the position of air conditioning, getting really loud every time you get close to the car with keys in your pocket.


Plugged into the Electrify America 150kw connector, I charged from 20% to 60%  in exactly 20 minutes, recovered range to about 125 miles, charging power almost instantly peaked at 141kw and gradually stabilized at 118 kW as soon as I unplug it. The IX isn’t the fastest charger, but it’s stable and delivers on its original timing predictions, and that’s important. 

My iX test is worth $101,020, and one of its many options is the $1,600 Dynamic Handling Package, which adds rear air suspension, adaptive dampers, and steering rear. The iX’s rear-wheel steering feels like a much smaller car to navigate, and on tight city roads, the front and rear controls are useful and precise if you hold both. two hands but a little nervous and worried. -do if you look back at a toddler. I speak from the first experience. 

All these underpinnings make the iX feel like it’s going to be an attack vehicle. It is, in a way, but it is not inspirational. When I selected Sport mode and took the iX down a narrow country road with weird turns and hairpins, the iX comfortably numbed. It is difficult to get an idea of ​​the grip and how relevant it is to the road. It was organized but didn’t feel rewarding, and this back road I drove with lots of cars, was one of the quietest yet fastest roads I can remember.


The IX is built around an aluminum spaceframe body, incorporating carbon fiber reinforced plastic (CFRP) for added strength and stiffness in specific places, such as around doors and hatches, where they can be seen without adding too much weight. Its roughly 5,700 lbs weight is heavy for many gasoline-powered SUVs, but it’s a bit slimmer than comparable EVs, even though it has more battery. 

In terms of space and comfort, the BMW iX has remarkable performance. On a full charge, I did about 5 and a half hours of 253 miles of touring, combining about 85 miles of highway driving at 65-75 mph and the rest on two lanes, climbing approx. 500 feet up to 4,000 feet and back down. 

This also includes a combination of modes, with Econo driving on the highway, as well as aggressive driving in sport mode. Summer temperatures are unusually hot for Portland – in the mid 80s to over 90s most of the time I have the iX – and I don’t regret using the air conditioning. 

In the end, I still have 20% left. And according to iX, that equates to an average of 3.0 mph/kWh, better than what I’ve seen driving the same with some of the smaller EVs.


One of the things I enjoyed about the iX was the odd and uncomfortable hexagonal steering wheel at first. By activating the Driving Assistant Professional system (adaptive cruise control and active lane assist), you can place one or both hands on the flat bottom and quickly flip to the side when you notice. 

So where is the element of iX? We’ve been struggling with this – and even by the end of the week, we don’t have a clear answer. On the contrary, it is one of the most efficient and satisfying long-distance cruisers among electric SUVs, despite some mixed messages. 

No, that’s not normal. But everything about the iX as an electric vehicle is superior; all about it is like a luxury car. It’s all the pieces in between – styling,  handling, hardware – that are confusing. And if they continue to grow on you, this could be one.

Will EVs become normal?

The BMW iX combines some of the advanced materials technologies with the battery and electric powertrains of the BMW i3 in a more conventional form that families can relate to. All of the iX’s considerations to keep its construction light and strong have created two key themes in this large SUV:  nimble handling and the ability to deliver plenty of battery and range. 

He supplies almost all of these. The sense of agility is the appearance; really, it’s tuned more for comfort and driving than precise handling. It’s not the kind of steering and handling that even other American BMW models offer, but in this case, the iX makes for a wide net of appeal. 

Looking through all the eccentricities – which I’ll get to shortly – the iX easily takes the honor as an electric car. It houses all the components of a fifth-generation EV propulsion system designed by BMW in-house, including the 105.2 kWh package, with prismatic cells integrated into the modules. 

The twin-motor system produced a total of 516 hp and 564 lb-ft of torque in our xDrive50i test. The rear engine not only has more power than the front (335 hp and 295 lb-ft of torque, compared to 268 hp and 250 lb-ft of torque); it is much lower than the front for stronger launch characteristics, while the system can rely more heavily on the front engine when flying.

Any ideas? Welcome your comments below.

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