2023 BMW iX

Depending on your perspective, the 2023 BMW iX either has all the organic, futuristic style of Zaha Hadid’s architecture or it looks like something a Star Wars Storm Trooper might drive. Love it or hate it, the iX’s looks are impossible to ignore. From behind the wheel, however, there’s nothing controversial about how it drives. It doesn’t come cheap, but the iX delivers exceptional power and handling in the finest BMW tradition, substantial range and lots of modern technology. On top of all that, it’s also a roomy, luxurious place to be.

While the iX was introduced as the 516-horsepower xDrive50 for 2022, the more aggressive, 610-hp M60 came online last summer as one of the first 2023 model year vehicles. The iX gets very few changes this year as a result, but supply chain issues have rankled the options list. The xDrive50’s Convenience, Driving Dynamics and Luxury packages are slated to be combined into one giant “Ultimate” package, but customers can still order 2023 iX’s with the existing packages for now.

What’s really new this year are the iX’s competitors. EV world moves fast, and while the iX still faces off against the Audi e-Tron, Tesla Model X and Ford Mustang Mach-E GT, 2023 also brings the Cadillac Lyriq, the Rivian R1S and Mercedes-Benz’s EQE and EQS SUVs. Genesis has also unveiled the GV60 and Electrified GV70, but both are far smaller than the BMW. All are strong opponents, but only the Model X Plaid and Mach-e come close on performance, and the iX delivers a combination of refinement, luxury and range few others can match.

The BMW iX’s styling may be unconventional but few will be disappointed with its hugely roomy cabin, lengthy range and athletic performance, with 610 horsepower on tap in the iX M60.  Alex Kwanten

Despite the iX’s nearly three-ton heft, both the xDrive50 and especially the M60 seem to defy physics when pushed hard on a winding canyon road. The low center of gravity created by putting the battery pack under the floor greatly helps stability. Both use dual-motor, all-wheel drive (AWD) setups, and both are faster than their gas-powered X5 counterparts, with the iX M60 rocketing to 60 mph in 3.6 seconds to the X5 M Competition’s 3.7. In the iX though, warp speed is reached in serene silence or a customized Hans Zimmer electronic soundtrack.

As on other electrics, cool-looking large rims (21 or 22 inches on the iX) erode range, but the standard xDrive50 (on 20-inchers) will deliver an EPA-rated 324-mile range, only 24 miles shy of the class-champ Model X and more than any other competitor. It can also charge from 10% to 80% in 35 minutes on a 195-kW DC fast charger. The iX’s practicality game is strong too, with an extremely roomy cabin and up to 77.9 cubic-feet of cargo space. Nor will passengers be disappointed by the interior’s spare but futuristic details. 

BMW also piles on the tech, although as with other Bimmers, option packages charge for the very best bits. There’s also a bit of tech overload in the iX, which uses Munich’s latest iDrive 8 software on a massive “curved display” that melds a 12.9-inch instrument and 14.9-inch infotainment screens. The X5’s interfaces are simpler, but most of the iX’s electric competitors are also seriously screen-heavy. Digital learning curve and controversial looks aside, both iX models are easy to live with, satisfying to drive and at the top of their class.

The ultra-modern, minimalist cabin is dominated by the big “curved display” on the dash. There are also lots of nice design details, including this blue wool-blend fabric.  BMW

Performance: 14/15

BMW builds the iX two ways, but both models are AWD dual-motor setups. The xDrive50’s motors make a combined 516 horsepower and 564 pound-feet of torque, with the rear axle motor making slightly more power for a rear-drive bias. The M60’s motors belt out 532 hp and 811 lb-ft, but the former figure rises to 610 hp in Sport mode. 

All that power and the instant rush of EV torque make for quicker zero-to-60 times than most competitors: 4.4 seconds for the xDrive50 and 3.6 for the M60. Those figures are still shy of the Model X and its Plaid variation (3.8 and 2.5), but the iX handles in ways that defy its physical size and weight, and it’s more engaging to drive than the X. It has the same bite as a Tesla’s ludicrous launch mode with the Porsche Taycan’s relentlessness. The Mach-E GT has comparable moves, but it’s also smaller.

It corners well thanks to a low center of gravity, and the optional two-axle air suspension and four-wheel steering add-on for improved handling dynamics and agility. This a three-ton SUV, but unlike the Mercedes-Benz EQS SUV, you don’t really feel the weight until the very outer limits of cornering, which most drivers are unlikely to explore. It just feels spry, which is a welcome trait in a big heavy EV. There are three levels of regenerative braking, though many drivers are likely to set it to the most aggressive level for one-pedaling.

Outside of its high-performance talents, the iX is serene to drive, coasting effortlessly along highways and absorbing nearly every bump it encounters. With its smooth ride and open, streamlined cabin, the BMW is quite comfortable for long drives.

Range, Energy Use & Charging: 14/15

Slotted under the floor of every iX is a 105.2 kWh battery pack. As with other electrics, how much range that pack provides depends on how you configure the vehicle. With the standard 20-inch wheels, the xDrive50 is rated by the EPA for 324 miles and 86 MPGe. Fit 21-inch wheels and those figures drop to 305 miles and 83 MPGe, but the biggest 22-inchers are rated at 315 and 86. Only the Model X does better among the iX’s competitors, at 348 miles and 102 MPGe for the standard version or 333 miles and 98 MPGe for the Plaid.

Step up to the iX M60 and you’ll trade speed for range, as this model is rated for 288 miles with the standard 21-inch rims and 274 miles on 22s, with both achieving 78 MPGe. This is still near the top of the class even if it’s well down from the Model X Plaid. 

The range on both versions means less anxiety and, frankly, less hesitancy to enjoy the iX’s sledgehammer of power and keen handling. Such indulgences will also highlight the SUV’s excellent regenerative braking system, which also uses sensors to scan the road ahead, allowing the car to coast when off the throttle when it’s clear, or brake if it senses a vehicle ahead.

The iX can fully charge at home on a Level 2 charger in 7 to 11 hours, depending on the available wattage. BMW partners with Electrify America two provide two years of free 30-minute DC fast charging sessions, and if you can find a 195 kW fast charger the iX will juice from 10% to 80% in about 35 minutes.

Safety & Driver Assistance Tech: 12/15

The BMW iX has yet to be evaluated by the National Highway Traffic Safety Administration (NHTSA) or the Insurance Institute for Highway Safety (IIHS) for crash or safety ratings, which costs it some points in our evaluation, but it did earn a five-star overall rating from the European New Car Assessment Program (EuroNCAP), an EU agency that performs similar tests. EuroNCAP’s testing revealed a robust crash structure and very effective active-safety systems, all of which are similar to those on the U.S. models. Outward overall visibility is excellent in the iX, providing the driver with greater awareness of their surroundings. 

BMW makes a very extensive suite of active-safety features standard, although some features remain part of packages. Automatic emergency braking with pedestrian detection (front and rear), front and rear parking sensors, rear cross-traffic alerts, blind spot detection, traffic sign recognition, evasion assistance, lane departure warnings, forward collision warnings and exit warnings are all standard.

An optional Driving Assistance package brings adaptive cruise control with lane centering, stop and go and traffic jam assist along with a few other features. The systems all work very well but can only be ordered on the xDrive50 in combination with other options packages, so adding them means spending more than the $1,900 BMW advertises as a stand-alone option.

The iX’s flat floor and seats that blend into the door panels make the back seat feel much larger than it actually is, but even by the numbers alone it’s roomier than most competitors. BMW

Comfort & Room: 14/15

BMW’s designers have taken full advantage of the iX’s “skateboard” EV platform to give it a hugely roomy, open-feeling interior. Unlike the gas-powered X5 and X7, with their huge driveline tunnels, the iX has a totally flat floor, which means fewer compromises on space. BMW’s designers have also taken unconventional approaches to the furniture. The center console doesn’t extend to the dash, creating a feeling of more forward space. The rear seats wrap around into the doors, making them seem like a Natuzzi sofa.

Plus, there’s just a lot of room in every position, more than 40 inches of head and legroom up front mean almost anyone can get comfortable. In back, there are 38.9 inches of legroom. That’s more than the Model X, R1S, EQS SUV and X5 or X7, but a little less than the Cadillac Lyriq (39.6). All the seats are supportive, but unlike the aggressively bolstered ones in the X5 M, the iX’s chairs are biased towards comfort rather than keeping you firmly planted if you whip this big machine around a track.

Above it all—literally—is a panoramic sunroof that changes opacity through electrochromic shading with the press of a button.

Infotainment: 13/15

iX drivers are greeted by BMW’s huge “curved display,” which integrates a 12.3-inch digital instrument panel with a 14.9-inch infotainment screen under a single pane of glass, not unlike the system in the Lyriq. While not as wildly visual as the EQS SUV’s wall-to-wall Hyperscreen, it’s also less distracting. Aside from the drive mode selector and the crystalline iDrive control wheel, there are very few physical controls, and that’s a mixed bag. 

Powering all the tech is iDrive 8, the latest version of BMW’s operating system. There are a multitude of menus to learn and a large array of digital features. They’ll take a while to learn, but most owners should settle in pretty quickly. iDrive 8 also has a very helpful digital assistant that is genuinely good at recognizing human speech and responding appropriately. Some functions, however, like HVAC controls, heated seats and radio volume, are just better with buttons. 

Apple CarPlay and Android Auto are standard, as is an 18-speaker Harman Kardon stereo system. A 30-speaker Bowers & Wilkins system is optional, as are BMW’s 5G eSIM (which turns the car itself into a connected mobile device), a head-up display and a variety of other features.

There are 35.5 cubic-feet of storage space behind the iX’s rear seats, but fold them down and space expands to 77.9 cubic-feet.  Alex Kwanten

Cargo Space & Storage: 13/15

It seems incongruous to haul freight in this luxury liner of an SUV, but the iX has lots of space to load up with bulky antiques or other cargo if you need it. There are 35.5 cubic-feet of cargo space behind the rear seats, and 77.9 cubes when the rear seat is folded down, plus an amply sized area in front of the rear seat facilitated by the flat floor. 

This tops the e-tron (28.5 to 57 cubic-feet), Lyriq (28.0 and 60.8) and even the 30 to 60 cubic-feet found in the more rough-and-tumble-ready Mustang Mach-E, frunk notwithstanding. Despite its size, the iX still falls short of the R1S (47 cubic-feet behind the second row and 88.2 overall) and the Model X’s 93.2 cubic-feet hold (with all the seats folded).

Style & Design: 8/10

Let’s face it, you’re either going to love or hate the iX, and there’s not much middle ground. On the outside, its Star Wars shape looks big and heavy but muscular, and it is undeniably audacious. Although it attracts attention, the design is overall quite minimalist apart from the giant cross-hatched grille, which really stands out when the iX is painted in a light color, but is more muted in a dark hue. It may be controversial, but the proportions are altogether better than the bloated-looking Model X.

Where the iX really shines is on the inside. BMW’s spare, minimalist approach is continued in a cabin that is filled with interesting details. The diagonal metal slashes that accent the doors are mirrored on the dash vents, the contrasting colors and the seat stitching. The unusual but functional hexagonal wheel, the big curved display and the materials used throughout all look and feel expensive and sophisticated. The optional Stone Gray microfiber-wool blend interior also stands out on both look and feel.

It’s big, yes, but the iX’s shape is designed for aerodynamics. It offers an estimated range of 288 to 324 miles on a charge depending on model and wheel choices.  Alex Kwanten

Is the 2023 BMW iX Worth it? Which iX is the Best Value? 

While the iX’s starting price is high ($85,095, including a $995 destination fee), that’s still quite a bit lower than the alternatives from Mercedes-Benz ($105,550 for the EQS SUV) and Tesla ($109,990 at the time of this writing for the Model X), at least until Mercedes’ EQE SUV arrives. 

You also get what you pay for here. The iX sets a high bar for style, comfort and performance. Among the electric competition, its ample range also allows drivers to truly enjoy it without too much anxiety about putting the hammer down. Even without the option packages that add the best gear, the iX has a luxurious interior that makes Tesla’s cabin look like it came from a discount outlet, more range than Mercedes, more room than Rivian and the best handling of any of its competitors.

Although the M60 is the better performer and you do feel the extra 100 hp, the xDrive50 is very nearly as fast and its lower price makes it the better value of the two. You also get about 40 miles of additional range and the leftover budget leaves room for the iX’s best customization choices, which can also get expensive.

We’d certainly opt for the Stone Gray Microfiber-Wool interior ($500 and easily the coolest looking color combo), the Driving Assistance Professional package, but getting that latter item is more complicated than it should be. While listed as a $1,900 option, it comes only in concert with the $2,000 Convenience package or $7,000 Premium package on the xDrive50, and only as part of the $3,000 Executive package on the M60. 

Those other packages do bring nice features, and at some point in 2023 they’re likely to be consolidated into a single package, but xDrive50’s Premium package includes the rear-wheel steering, heated seating, surround-view monitoring, the 5G Wi-Fi setup and other goodies. Even with all that, and while the packages may change during 2023, the xDrive50 is still cheaper than the base models from Mercedes or Tesla.

How Much Does it Cost to Insure the BMW iX?

The BMW iX is still a new model so data varies, but it seems less expensive to insure than some other choices. According to our research, a typical 30-year-old female driver with clean record can expect an average annual premium of around $3,000. That compares to $2,683 for the Ford Mustang Mach-E GT, $3,173 for the Jaguar I-Pace and a hefty $4,320 for the Tesla Model X (and $5,741 for the Model X Plaid). To get a more accurate picture of your potential insurance expenses, visit our car insurance calculator.