2022 BMW iX Reviews, Pricing & Specs

We found the iX’s styling to be particularly polarizing. Some people thought it was hideous, while others thought it looked like a futuristic spaceship. As with other recent BMWs the massive grille in particular seemed to divide opinions. While it’s easy to get distracted by that grille, buyers who want true SUV looks should consider the profile view. It’s attractive, but throw on some sliding doors and this could easily be a minivan.

That’s not to say this is a bad design. The iX may not have the rugged styling of other SUVs, but that’s because it wasn’t built for barreling down dirt roads or off-road trails. The iX isn’t trying to be something it’s not, and we respect that. Plus, BMW included some cool details, such as the subtle rear diffuser, and the grille texture that’s echoed in the welcome lights. We also liked our test car’s optional BMW Individual Titanium Bronze trim, which was a nice contrast to the Sophisto Gray paint.

Our test car also had the standard 20-inch wheels, which have a cool aero-influenced design. They contribute to a BMW-quoted drag coefficient of 0.25—just a bit higher than the 0.24 of the Tesla Model X. The iX xDrive50 is also available with 21-inch and 22-inch wheels that increase aerodynamic drag somewhat. The iX M60 gets 21-inch wheels as standard equipment.

The iX is close in size to the gasoline BMW X5. Length and width measurements are roughly the same, while the iX is about two inches lower than the X5. The iX’s wheelbase is also about an inch longer. So while BMW doesn’t consider the iX to be an electric analog to any of its internal-combustion SUVs, you can think of it as being roughly midsize.

The iX’s interior is just as unorthodox as the exterior. BMW used crystals for the infotainment controller, shift toggle, and seat controls. Combined with a hexagonal steering wheel and freestanding display screen, they make for one of the most original interior designs we’ve seen in awhile. It also uses sustainable materials, according to BMW, including Dinamica, a fabric made from 50% recycle polyester, sustainably grown wood, and recycled textiles.

The BMW iX xDrive50 launch version has a 111.5-kilowatt-hour battery pack with 105.2 kWh of usable capacity, powering a dual-motor all-wheel drive (AWD) powertrain. The two motors produce a combined 516 horsepower and 564 pound-feet of torque, which will get the iX from zero to 60 mph in 4.4 seconds and on to a top speed of 124 mph, according to BMW.

As with all electric vehicles, the instant application of torque from electric motors made the iX feel even quicker than the numbers suggest. Acceleration was visceral in a way we’d normally associate with a performance car, not a luxury SUV.

And this is just the base model. The forthcoming BMW iX M60 will have 610 hp and 811 lb-ft of torque when its launch control is activated. That cuts the zero to 60 mph time to 3.6 seconds, according to BMW. That’s quicker than a base Tesla Model X, but Tesla also offers a Plaid performance version that can do zero to 60 mph in a claimed 2.5 seconds. Top speed is 130 mph with the standard all-season tires, and 155 mph with optional summer performance tires.

The iX is far from the only quick EV, but what makes it remarkable is how that brutal acceleration is paired with high levels of refinement. With our test car’s optional air suspension, the iX provided a truly luxurious driving experience worthy of its positioning and price tag. No pothole nor errant body motion could disrupt the serenity of cabin as we wafted along. BMW also did a good job managing interior noise, making the most of the silent electric powertrain.

The iX’s emphasis on comfort and quiet does come at the expense of sportiness. The iX showed impressive body control in corners, but it didn’t eagerly attack them. And while the refined driving experience was a great way to de-stress, the iX wasn’t the most involving car to drive. We assume that’s what the forthcoming M60 version is for.

Like the BMW i4, the iX gets BMW’s integrated braking system and adaptive regenerative braking to supply natural braking feel and maximize efficiency, respectively. As in the i4, we found the iX blended its friction brakes and regenerative braking nicely. In both cars, the adaptive regeneration system was designed to apply more regen when following other cars, a somewhat odd setup we feel could lead to driver confusion. But with the system in its more-aggressive setting, the iX also got closer to genuine-one-pedal driving than the i4.

Up front, the iX cabin is spacious. This EV actually has more front headroom and legroom than the larger BMW X7, the automaker’s flagship SUV. The dashboard drops down abruptly which, along with the minimal center console, create an airy feeling. However, combined with the tall seating position, it also made us feel a bit like we were driving a van at times.

The two-row, five-seat iX isn’t available in a three-row configuration like the Tesla Model X, which can seat two people in each of its three rows for a total of six. Tesla doesn’t publish full interior measurements for the Model X, but the iX does compare well to fellow European electric luxury SUVs on interior space.

The BMW has more headroom in both rows than the Audi e-tron and Jaguar I-Pace. Manufacturer legroom measurements for all three SUVs are within an inch of each other. The BMW has slightly less rear-seat legroom than the Audi, but more than the Jag.

At 35.5 cubic feet with the rear seats in place, and 77.9 cubic feet with the rear seats folded, the iX also has more cargo space than the e-tron or I-Pace. Those SUVs, along with the Model X, do offer frunks, though. Not only does the iX not have one, but the hood doesn’t open at all. If you want to refill the washer fluid, the opening is hidden behind a BMW emblem.

The iX has a minimalist interior layout that places the shifter, infotainment controller, wireless charging pad for smartphones, and a pair of cupholders on one pedestal-like structure between the front seats. It mostly works, although grabbing a drink means reaching down and around to the cupholders, which are near the floor. And while the crystal trim pieces look cool, they also generate a lot of glare.

BMW hasn’t quoted an official towing capacity, but it’s worth noting that the Model X can tow up to 5,000 pounds when properly equipped. Towing with any EV can be difficult though, as it severely impacts range. And good look finding a charging station that will accommodate trailers.

The iX gets BMW’s latest iDrive 8 infotainment system and Curved Display. The latter consists of a 12.3-inch digital instrument cluster and 14.9-inch touchscreen together in one freestanding housing. The system is supported by over-the-air (OTA) software updates.

Like other recent BMW infotainment systems, iDrive 8 can be operated using the rotary controller (an iDrive trademark since the first iteration of the system launched in 2001), touchscreen, voice control, or gesture controls. The latter are a bit of a gimmick, as it’s hard to perform the gestures in the exact way the system will recognize. The voice control was better, if a little slow to respond in our test car, and the touchscreen’s menus are simple enough that clicking through with the rotary controller was remarkably easy.

Wireless Apple CarPlay and Android Auto are standard, and BMW also offers 5G connectivity, digital key functionality, a head-up display, and an interior camera are also available. The camera is primarily for selfies, but BMW says it plans to add theft-protection features in the future. An 18-speaker Harman Kardon audio system is standard, but the iX can also be equipped with a 30-speaker Bowers & Wilkins system.

The Insurance Institute for Highway Safety (IIHS) and National Highway Traffic Safety Administration (NHTSA) haven’t published crash-test ratings for the 2022 iX, as it just hit the market recently. If good safety ratings are the top priority, note that the 2022 Audi e-tron received the IIHS’ highest “Top Safety Pick+” award.

Standard driver-assist features include forward collision warning (with vehicle, pedestrian, and cyclist detection), blind-spot monitoring, rear cross-traffic alert, Evasion Assist (helps steer to avoid a collision), and Speed Limit Assist, which automatically keeps speed within the local limit.

The optional Driving Assistant Professional system adds lane-keep assist and adaptive cruise control with stop-and-go functionality. The lane-keep assist will actually keep the car centered in its lane on highways without driver interaction. Also optional are parking sensors, Parking Assistant Plus, which can steer the car in and out of perpendicular and parallel spaces, and Back-Up Assistant, which tracks how the car was driven into a parking space and automatically reverses it out along the same path.

BMW’s driver-assist tech works well, but the automaker isn’t bringing anything new to the table with the iX. For example, BMW doesn’t have anything to match the BlueCruise system available in the less-expensive Ford Mustang Mach-E electric SUV.

With the standard 20-inch wheels, the iX xDrive50 has an EPA-rated 324-mile driving range and efficiency ratings of 86 MPGe combined (86 MPGe city, 87 MPGe highway). The optional 21-inch and 22-inch wheels reduce range to 305 miles and 315 miles, respectively, with slight decreases in MPGe.

With every version achieving over 300 miles of EPA-rated range, the iX xDrive50 has a big advantage over the Audi e-tron and Jaguar I-Pace, which are rated at 222 miles and 234 miles, respectively. The BMW is also pretty close to the Tesla Model X, which has a 330-mile maximum range.

When it’s time to replenish that range, BMW says the iX can charge at 11 kilowatts using a 240-volt Level 2 AC source, allowing for a full recharge in just under 11 hours. Standard 195-kW DC fast charging can take the battery pack from 10% to 40% capacity in about 40 minutes, according to BMW.

BMW provides a four-year, 50,000-mile, new vehicle warranty and an eight-year, 100,000-mile warranty for the battery pack. Four years of roadside assistance with unlimited mileage and three years or 36,000 miles (whichever comes first) of free scheduled maintenance are included as well.

Pricing starts at $84,195 including the mandatory $995 destination charge. Our test car had a few options, including the Dynamic Handling Package and its air suspension, Active Driving Assistant Professional, the Premium Package (including multi-function seats, Parking Assistant Plus, 5G connectivity, and more), ventilated front seats, and extra-cost paint, leather upholstery, and trim. Those items brought the as-tested price to $95,720.

The Jaguar I-Pace and Audi e-tron both start much lower than the BMW, but they offer less power and range. For close to the iX’s base price, you could actually get a tri-motor Audi e-tron S, but that version is still only 0.1 second quicker than the iX xDrive50 to 60 mph. The Tesla Model X offers slightly more range and quicker acceleration, but with a six-figure base price. The BMW also delivers a true luxury-car experience.

Like the Mercedes-Benz EQS sedan (which has its own three-row SUV variant coming), the iX justifies its MSRP by delivering a level of luxury that’s a cut above other EVs, regardless of range and other specs.