BMW iX 50, CJ’s Verdict On Munich’s flagship EV
The BMW iX comes with big claims, but with big claims come high expectations. Did this iX 50 live up to them? Yes and no, shockingly. Pun intended.
How to stand out in the barrage of new EV models launched these days? By claiming your EV has premium traits, like premium connectivity and premium autonomous driving. But like in McDonald’s ads, those claims usually work out less glamorous in the real world than intend in the ads. And I’m not talking about the design of this car, there are enough places you can go on the internet to read about that. I’m cutting into what BMW claims this car can do. Or where they claim this model brings innovations compared to what the brand previously had on offer. Things like the new iDrive, and those two things mentioned a few sentences back.
So what is the BMW iX 50?
To put it bluntly: a twin-engined, large-sized EV from Munich will cost you no less than € 121.605,00 (BE) when equipped as the vehicle tested here. Its aesthetic genes stem from the BMW i3, which also shows in the form of its carbon fiber body parts. Yet most purely in its intent to innovate the automotive industry by producing less CO2 in its overall lifespan and utilizing recycled materials where possible. But its big ambitions are fiercely contrasted by its dimensions and power, as the 2.5 metric tonne iX 50 offers 524 PS and 765 Nm. Adding to that contrast is its 3-meter wheelbase, not something you typically expect in a car that is a proverbial step in the road to CO2-neutral production. To add the perspective this car deserves, BMW called upon the German institute called TÜV. This independent, or neutral, organization validated BMW's claim that the iX 50 has a 45% lower footprint during its lifespan. Compared to what you might ask? Compared to a similar-sized and powered vehicle, say an X5 M. So yes, BMW is really delivering on its green claims with the iX.
Parallel to the green ambitions, the iX is a true feast for those who have a love for technical innovations. BMW might have built their top-tier EV SUV on a standalone platform consisting of a carbon fiber box-frame enriched with aluminum parts, it shares drivetrain parts with the likes of the iX3 and the i4. So despite that costly platform, R&D on other key components don't hold down on this car alone. The results of those shared building blocks might add to the car being 'greener' it doesn't show in the pricetag. Even the entry-level BMW iX40 doesn't dip below €81.200 (BE). Then again, the price tag isn't far off from other similar sized premium manufacturers.
105 kWh
Back to the iX 50 xDrive, as this is the car on the menu today. Underneath the iX, quite literally, energy is stored in a 105 kWh battery pack. WLTP states this drivetrain specification is measured to have a range of 617 km. Claimed consumption comes in at 26.6 kWh/100 km. Our test showed a consistent range of well over 500 kilometers, with consumption hovering around the claimed figure. Impressive? Very much so. Groundbreaking? No. This goes for the charge speeds as well. Where charge speeds of up to 200 kW might look impressive, other brands like Kia and Audi make this number look dated. Granted the evolution is going so fast even Mercedes isn’t keeping up featuring similar charging speeds on their cars but you’d do expect that the premium boys would be miles ahead of the smaller ones.
Where that number is relatively low, the power output of the drivetrain is not by any means. Well over 500 horsepower and 765 Nm push the iX 50 to a hundred in 4.7 seconds. And more impressive is the fact that the instant push still happens at speeds well above a hundred. How? Because those two engines have a different setup from what most manufacturers use, they don't use the standard magnet layout. But all that acceleration potential in such a heavy car, the iX measures just under 5 meters in length and 2 meters in width, is quite scary to use. BMW has done their best to give you a direct steering feel, they've done their best to give you reassuring feedback from the chassis. Yet it feels skittish when pushed hard, but feels very composed when driven slowly. Which makes you wonder: why should I drive it quickly in Sport mode? In all honesty, you shouldn't and should just stick to Comfort. If speed is what you want in an iX, go for the iX M60.
To lounge or to drive?
BMW isn't offering their infamous 'freude am fahren' in this car. No, it's more like 'loungen am fahren' to be precise. Inside the iX, due to the massive wheelbase, the space for the occupants is almost ridiculously abundant. It’s a car the size of an X5 on the outside but the size of an X7 on the inside.
For the driver, this shows in the seating position one can adopt due to the long steering collum. It lets the driver sit at a large distance from the curved dashboard, giving a very spacious experience. And even when you’re lounging back, the rear passengers benefit from large amounts of space too. Even enough to house 3 adults. Luggage isn't a problem either, with the trunk capable of taking in 500 liters of luggage. Comfort in the iX is of a very high level, and intelligent heating of the cabin plays a role here. BMW cleverly added this function in which the car uses low amounts of energy to give the occupants an ideal and consistent cabin climate.
It isn't all bliss inside the cabin, sadly. BMW claims a new level of connectivity with the iX, yet iDrive is frustratingly complex to operate. Unintuitive even. And where the car's own navigation input can trigger the battery to heat to ideal charging temperatures, inputs from Apple Carplay or Android Auto don't trigger this. Granted this is not something that has been seen anywhere else. But we’re now getting CarPlay/Android Auto navigation mirroring onto the instrument cluster. It might be a step in the right direction, but the claim of a new level of connectivity isn't fully met. And while we're complaining, there are another few things in the interior that don't quite feel like BMW. Tactilness of the metallic-looking parts is one of them, these feel like cheap plastics. The second is the crystal button that operates the seats, these reflect sunlight into your eyes. The third is the seats, which make you wonder why if you should remove vertebrae from your neck. Fourth and last for now is the steering wheel, which makes me unsure where to hold it.
Don't ask a Bimmer fanboi
BMW has created an impressive yet polarizing vehicle with the iX 50. It performs brilliantly on most turfs but performs marginally in others. The car meets some of the claims BMW has made and those are impressive feats nonetheless. It's genuinely intelligently built, it's impressively autonomous when asked to be, and it offers vast amounts of comfort and space. But it feels far from what BMW has been selling for so many years. Where the iX3 felt familiar, this feels like a different brand. And perhaps it should appeal to a new group of people, those opting for the recycled denim interior (not in this test vehicle). Buyers who don't 'drive' but want to lounge while on the route. But how do you market a car like that when your BMW? I genuinely wouldn't know and think BMW didn't either. Oddly enough, if this wasn't a BMW, I might be more positive about the whole. So before you read these last words and ponder about whether or not you should be looking into buying one of these, I advise you one last thing: don't ask BMW enthusiasts about their opinion on this car. It doesn't do it justice.
