The 2022 BMW iX xDrive50 is a showcase

The BMW iX xDrive50 is a Broadway diva on opening night. It’s dressed to a nine, with those massive ornate grille panels, the thin lines of the headlights, and a bronze satin that looks almost rose gold. Things only get more dramatic, like our test car, if it’s equipped with faceted glass for the seat and window and infotainment controls. Theatrical and unapologetic, the iX would be excessive if it wasn’t also balanced, powerful, and smooth as lifting a velvet curtain.

Expectations are for any new high-end electric vehicle that it needs to be fast and travel more than 300 miles on a charge. At $104,820 as tested, the iX is definitely high-end and up to its mark in terms of performance and range. Two currently excited AC motors (no ethically questionable rare earth magnets here) combine with 516 horsepower and 564 pound-feet of torque. The iX sprints with a hum from zero to 60 mph in 4.0 seconds. The 105.2 kWh lithium-ion battery pack allows an estimated travel distance of 315 miles between charges. Stick to the standard 20-inch wheels, and you’ll get an extra nine miles of range (and save $950), but the optional 22-caliber feels great—and oddly enough, 21 mid-size tires offer the lower range at 305 miles.

Jessica Lynn Walkercar and driver

HIGHS: Red-carpet-level glamor inside, a smooth, quiet ride, and seat-mounted acceleration.

Using a DC fast charger, BMW says the iX can add 90 miles of range in 10 minutes or go from nearly empty to 80 percent charged in less than an hour. We put in so many miles, which means spending so much time in the chargers, that our only complaint was the placement of the charging port on the rear wheel, which rarely matches up well with the charging station layouts.

Once recharged, using the stored electrons is a fun and customizable experience. Want more noise and the powerful kick of electric acceleration? Switch to sport mode, and the iX lowers down, sounds louder, and loosens the default spring on the throttle. Want to be reprimanded for your profligate ways? Active mode powers the accelerator and offers real-time suggestions on how to get more range. We found the default to be well-suited in terms of steering weight and pedal response, but if you just want to use the orange light bulbs in the Sport mode or power usage screen, Personal mode lets you mix and match items.

Jessica Lynn Walkercar and driver

Regenerative braking can be designed to provide one-pedal driving. With the help of GPS data and sensors, adaptive mode adjusts the regeneration to be more intense in urban traffic and less so on open roads, as it allows shifts to the coasts. While the feature is a neat parlor trick, we’ve turned it off, preferring a more consistent response. He used actual brakes and stopped the iX from 70 mph in 166 feet, outperforming competing electric cars like the Tesla Model X and Audi e-Tron.

Low: All that grille with nowhere to go, a funky-shaped steering wheel.

The iX is less dominant on the skateboard, managing just 0.84g. On street driving, though, this BMW is more maneuverable than its size might suggest, thanks in part to the rear-wheel steering, and it also detangles winding roads like a winder. It’s so capable in corners yet so luxurious and so silent on all kinds of road surfaces it looks like a magic trick. The impressive dynamics start with an aluminum frame supporting a chassis made of steel, aluminum, thermoplastic and carbon fibre. Material options allow for a solid skeleton while partially balancing the weight of the electric powertrain. Our test car was equipped with the Dynamic Handling package ($1,600), which includes rear axle steering and air-spring suspension that pairs with adaptive shocks and offers 1.2-inch height adjustment. However, knowing how to do it doesn’t make it any less miraculous.

Jessica Lynn Walkercar and driver

From the outside, there’s no other way to say it: the iX is weird. It’s not an upright SUV like the X5, it’s similar in size, nor a rounded four-door like most of its EV competitors. BMW’s giant grille didn’t grow on us, though we love how the iX’s has a embossed material covered in a self-healing coating that self-levels when heated to erase small rock chips and scratches. Disappointingly, there’s no front trunk, but the rear cargo area is sufficient for most luggage and shopping needs at 36 cubic feet with seats higher – that’s more than the X5.

Whatever our doubts about its exterior, the iX’s cabin receives a warm welcome. BMW rejects the cluttered simplicity of many electric vehicle interiors, but the cabin doesn’t look cluttered or exaggerated. The floating curved glass panel houses the digital instrumentation and the central touch screen. It offers just the right amount of screen for a modern feel without turning the cabin into a video game designer’s room. The panoramic glass roof has electric controls that make it frosty or crisp at the touch of a button. The leather seats are patterned and comfortable, but not overly stuffed. If we had to remove one thing, we would exchange the hex steering wheel for a swivel one. Leave that weirdness to custom ’70s trucks. But that’s a small criticism given that the iX is an odd production. In terms of both satisfaction and comfort, the iX is top notch.

to set

to set

2022 BMW iX xDrive50
Vehicle Type: Front & Rear Engine, 4WD, 5 Passenger, 4 Door

Basic / As tested: $84,195 / $104,820
Options: Premium Package (Surround View Camera, Front Seats with Massage Function and Additional Adjustments, Parking Assistant), $4,000; Bowers & Wilkens stereo, $3,400; Sport Package (black exterior trim, 21-inch wheels), $2800; leather seats, $2,450; Red Aventurine Paint, $1,950; Active Driving Assistant Pro, $1,700; Dynamic Handling Package (rear handlebar, air springs), $1,600; 22-inch wheels, $950; Radiant Heating, $950; ventilated front seats, $500; bronze exterior accents, $500; Passenger lumbar removal – $175

Front motor: AC excited synchronous, 268 hp, 260 lb-ft
Rear motor: AC excited synchronous, 335 hp, 295 lb-ft
Combined power: 516 hp
Combined torque: 564 lb-ft
Battery pack: liquid-cooled lithium-ion, 105.2 kWh
Internal charger: 11.0 kW
Transmission, F/R: direct drives

Suspension, F / R: multi-link / multi-link
Brakes, F/R: 13.7″ ventilated disc / 13.6″ ventilated disc
Tyres: Bridgestone Alenza 001 B-Silent
275/40R-22107Y ★

Wheelbase: 118.1 in
Length: 195.0 inches
Width: 77.4 inches
Height: 66.8 inches
Passenger size: 112 feet3
Payload size: 36 feet3
Empty weight: 5682 lbs

grandfather Test results
60 mph: 4.0 seconds
100 mph: 9.3 seconds
1/4 mile: 12.3 seconds @ 115 mph
The results above delete 1 foot from subtracting 0.3 seconds.
Rolling start, 5 to 60 mph: 4.3 seconds
Top gear, 30-50 mph: 1.8 seconds
Top Gear, 50-70 mph: 2.4 seconds
Top Speed ​​(Government Limited): 123 mph
Braking, 70 – 0 mph: 166 ft
Braking, 100 to 0 mph: 344 ft
300ft skating route: 0.84g

Fuel economy by the Environmental Protection Agency
Complex/city/highway: 86/86/85 mpg
Range: 315 miles

grandfather Explanation of the test

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