BMW iX: one review is not enough. Test and test charging xDrive40 and xDrive50 | Video

BMW iX: one review is not enough. XDrive charging test and test 40 and xDrive 50 | Video

000 November 2021 25

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The first road test with BMW iX it certainly served to answer some doubts that the technical data sheet has saved us since the announcement: how much autonomy and what consumption? How does it behave on the road given the record weight reached by the version with increased battery?

On the other hand, however, the time spent with this new model is too little if we look at the technologies it integrates and if we are moved by the curiosity to investigate what they hide. For example, the new infotainment and digital instrumentation. Or the advanced ADAS with cameras equipped with an automatic cleaning system to improve performance in any condition. Or, again, the fake front grille: bigger and bigger as seen on the X7, but now “designed” and with a panel equipped with self-regenerating materials to eliminate scratches and with an active heating to make the sensors embedded inside operational.

In short, you can consider it mammoth and useless for your needs, you can not appreciate its aesthetics or you can throw yourself into the usual panegyric against SUVs. One thing is certain, iX is a production car that also acts as a showcar for all the technologies that we will see on the next BMWs.


Drag coefficient of 0, 25 (for 2, 82 square meters of front surface), active air intakes, a fake grille that hides the technology for ADAS) and a hood that does not exist: only the BMW logo opens from which to top up the wiper fluid. These are the first features that can be seen looking from the outside BMW iX.

Technical Data Sheet BMW iX (xDrive 40 / xDrive 50)

  • Length: 4. 953 mm
  • Width: 1. 967 mm (2. 230 mm with mirrors)
  • Height: 1. 695 mm
  • Ground clearance: 20, 2 cm
  • Wheelbase: 3 meters
  • Steering diameter: 000, 8 m
  • Trunk: 500 liters, up to 1. 750 liters
  • Circles: 20 – 22 “(235 / 60 R 11 standard on both)
  • Brakes: discs from 240 And 320 mm ( on the 40) And 348 And 345 mm (on the 50)
  • Battery: 76, 6 o 111, 5 kWh gross
  • Towing capacity: 2.5 tons
  • Mass: 2. 365 kg – 2. 510 kg
  • Full speed: 200 km / h
  • Acceleration 0 – 100: 6.1 / 4.6 s

With such a flagship you could not skimp on materials : aluminum and CFRP (carbon fiber reinforced plastic) serve to contain the weight.

The same applies to the frame which has to manage 5 meters of cars with a very long wheelbase: front axle with double wishbone, rear with five arms, pneumatic suspension on two axles with electronic damping control and four-wheel steering to improve driving convenience.

La all-wheel drive is standard , managed by the two electric axles (therefore two motors) which then allow for better control in terms of safety: digital management allows to eliminate that micro-lag between the traction / stability control unit and the wheels.

In practice, this translates into a much more precise intervention with fine adjustments by the systems of assistance, both in an acceleration that is brutal (all the more on the xDrive 37) but always progressive, without tearing.


Easy indic are where BMW iX excels: interior and technology . The electric SUV on a dedicated platform is a gem, sometimes literally and in some cases unnecessarily. The choice of some controls made with transparent crystals (ring nuts on the central tunnel and seat controls Mercedes-style front) is in fact controversial: beautiful, but in some light conditions the reflections create some “flash” inside the passenger compartment. But they are optional.

The rest is marked with minimalism, spaciousness and quality of finishes . The dashboard is very clean, dominated by suspended displays that hide any head-up display well: all touch but with two advantages. The first is that the lower part of the screen has the tactile controls for the climate control always visible (only the basic ones). The second is that the central dial and touch keys with haptic feedback remain to control the infotainment menu. One of the few.

The display support is very solid: it does not creak and does not move a millimeter even by holding on with both hands and with force.

Guaranteed comfort : space for everyone, flat floor, a huge step, vents and controls for the air conditioning also behind (you can also get to the four-zone, optional compared to the three-zone), USB sockets everywhere and a very comfortable armrest, both in front and behind.

Do not miss the space in height where iX excels , even with the panoramic roof, and two other aspects that make traveling in first class should be mentioned: incredible silence , the acoustic comfort is not lacking, and excellent management of the roughness of the road thanks to the adaptive suspension.

Compared to the past, digital instrumentation improves in the interface, but it can be extremely pointed and futuristic for some. Pleasant the infotainment : wide screen, tabbed management, menu and drop-down for notifications and quick commands.

There are also many possibilities to customize it and you notice the desire to reduce the number of clicks necessary to reach the various functions: previously it was necessary to go deeper in the submenus.

Connectivity present as standard, yes also talks about receiving videos from surveillance cameras on the smartphone in case of events in risk as Tesla does, and smartphone application. Here the full compatibility of Apple CarPlay wireless and Android Auto wireless : the first replicates the maps also on the instrumentation behind the steering wheel , the second has yet to get there but the OTA updates could solve in the coming months.

5 cameras, 5 radars and 12 ultrasonic sensors are responsible for monitoring a 360 ° the car, whether stationary or in motion. Semi-autonomous Level 2 Guide + center line while driving more confidently


BMW iX xDrive 40 and BMW iX xDrive 50: the classic name remains, the technique changes completely. It is the first true next-generation electric because it sports the fifth version of BMW’s e-drive: synchronous motors , structural optimization (engine and electronics together) and the inevitable all-wheel drive.

Engine, battery and electric axle are produced by BMW in Dingolfing, a plant which in the 2022 will produce the e-drive for 500. 000 electrified vehicles

iX xDrive 50 discharge to ground 523 Electric CVs (385 kW, 765 Nm) supported by b atteria from 111, 5 kWh gross ( 100, 2 kWh net ). The peak power is enough for a 0 – 82 from 4.6 seconds despite the mass and frightening similar performance on a 2.5 ton car

Remember the difference between peak and continuous power? The front engine of the xDrive 50 has 272 peak kW but only 50 continuous kW, the rear one declares respectively 250 peak kW and 80 kW continuous. Interestingly, the difference between xDrive 36 and xDrive 50 only affects peak power. xDrive 40 has the same continuous power of the older sister, but limited to 200 kW peak power of the front engine.

With BMW iX xDrive 40 it stops at 2, 36 tons, 6.1 seconds to shoot with 272 CV (240 kW , 630 Nm) available and a battery of 76, 6 kWh gross ( 60 k Wh net ).

Both are recharged in AC a 11 kW: 8 hours for the smaller one, 11 hours for the larger one. The most powerful goes to 195 kW in direct current while the entry model stops at 150 kW . The test with xDrive 40 to a station IONITY at 0 ° C has seen a time of 28 minutes for top up from 1% to 65% , 37 minutes from 1% to 79%.

BMW declares a range of 372 – 425 km in the WLTP cycle for xDrive 40 And 549 – 630 km for xDrive 50.

The first proof of autonomy has shown encouraging results. With xDrive 40 which can count on “suns” 71 net kWh, 230 km are within reach on a winter trip mainly done on the motorway with adaptive cruise to 140 km / h and ascent from Milan towards Aosta.

In these situations iX does not consume little , the average was 28 kWh / 100 km (250 km of motorway autonomy for xDrive 40 And 375 km for xDrive 50).

A more traditional use, balanced between city, extra-urban and motorway, brings average consumption to around 22 kWh / 100 km, in this cas or autonomy rises to at least 320 km for xDrive 40 it’s at 477 km for xDrive 50. We will see how it will behave later in the consumption test of the BrianzaRing.


At the wheel of the xDrive engine 40 and xDrive 50 we traveled a not very short journey: 425 total kilometers to reach the Aosta Valley from Milan (and back), in a very cold climate that not only forced the car to face temperatures close to zero, but did so during the uphill stretch towards over 1. 500 meters.

Regardless of the engine chosen, the driving dynamics of the BMW iX depend on its chassis, and here the p role plays Principal is the perfectly central battery pack. The other difference in behavior is to be found in the standard equipment on the xDrive today 50: four-wheel steering and electronically controlled adaptive suspension which are perfect for comfort.

You drive well: relaxed, comfortable, quiet, very easy to be maneuvered thanks to the thousand sensors. True flagship . What is it not? It is not practical in narrow passages, you need the technology to make hairs on the walls but that’s what sensors and cameras are for 360 degrees. And it is not sporty even if the performances are all there: you launch it into the straight with an extreme but gentle power, without jerks.

Forcing the pace between the hairpin bends in Val D’Aosta you immediately realize, however, that the battery can lower the center of gravity as much as it wants, but fast load transfers are difficult to manage, you need electronics or a “handle” of the good ones. Do you throw it around corners like crazy? She stands on the tracks but slaps you in the stomach at the first correction or at the opposite corner of the chicane.

Precise steering, quick insertion , more agile than an X5 or X7, you will notice immediately. And here is the problem because the 4-wheel steering make it very easy to handle and give you the impression of a shortened step when needed, but inertia is something that makes the average driver sweat seven shirts. Fortunately, you will never find yourself doing it, the controls take care of it for you, but there is a physical limit that you must not cross. Model Y is much closer to low-wheel drive, but is less SUV in ground clearance and shorter. Compared to Model X, however, BMW iX is sharper and easier, especially with the four-wheel steering which makes it more practical in the city.


One pedal guide promoted , the true “one pedal”: BMW is among the few to know how to do it well (in the company of Nissan and Tesla) and here regeneration is adaptive : look at the road with an electronic eye and consider the navigation data.

Energy recovery reaches a maximum of approximately 200 kW because the motors are powerful: in the 40 km from Champoluc at the height of D onnas, the car charged just over 8 kWh in motion in B mode . Between xDrive 50 and xDrive 40 the maximum power changes slightly (a little more and a little less than 200 kW) but the difference is negligible in practice.


At launch we have available only the xDrive 40 with the battery p smaller and the xDrive 50 with that of more than 100 kWh, now super-equipped given the presence of 4WS and adaptive cushioning. xDrive 40 is already very rich in series , including both comfort accessories (power mirrors, ambient lights, keyless, adjustable and heated seats), infotainment and digital instrumentation, and the things that matter such as sensors, LED projectors and connectivity. Obviously, the starting price is certainly not low: 84. 000 ?? .

xDrive 50 gives us the two technical gems mentioned above, on the other hand it is a car to 103. 000 ?? and among the options you only feel the need for the Driving Assistant Professional for those who travel a lot and want the Level 2 advanced semi-autonomous driving (basic ADAS included as standard on all). The rest is a whim: Harman Kardon or Bowers & Wilkins audio systems, heated rear seats, four-way climate, electronically dimming panoramic roof, laser headlights, ventilated front seats and automatic parking.



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