BMW iX Review 2025

BMW's first bespoke electric car since the BMW i3 has been facelifted, but it's still plenty divisive, while remaining plenty expensive. Is it worth it and is there enough here to see beyond that face? Find out in our full BMW iX review. 

Even amid a backdrop of ever-more daring designs from BMW, the BMW iX still stuck out like a sore thumb when it was first revealed in late 2020. The main reason was that huge front grille, which looked even more audacious than the eyebrow-raising front end we'd already seen by that point on the new BMW 4 Series. 

Some backlash was inevitable, but BMW clearly does not care one jot, as the updated version doesn't tone down those huge nostrils at all. You'd probably be hard-pressed to tell the difference between the old and new versions at a glance, but there are plenty of changes to notice once you look closer. 

The grille, while no more or less conspicuous than before, has a slightly different shape. The front and rear light clusters are new and so are the massive air vents on the front bumper. 

More important changes are found under the skin. Both of the battery options now have larger capacities, and the motors are more efficient than before. The result is an official range of well over 400 miles in the BMW iX xDrive60. 

That model may not sound familiar if you remember the previous line-up. That's because the xDrive40 has made way for the xDrive45, the xDrive50 is replaced by the aforementioned xDrive60 and at the top of the tree, the M60 has been switched for the new M70. That last one packs a 659PS punch. 

All of these changes are very necessary to keep the BMW iX relevant, because it now has more rivals to worry about than it did when launched. The likes of the Audi Q6 e-tron, the impressive Mercedes-Benz EQE SUV and the Polestar 3 have all emerged in the intervening years. There's also the Lotus Eletre.

Even before being updated the BMW iX looked like a strong contender in that company, having more visual identity (for better and worse) and a nicer cabin than the Audi or Mercedes, better practicality than the Polestar and a better-rounded feel than the Lotus. 

It's also great to drive, as you'd expect from a BMW, with sharp steering and an uncanny ability to shrug off its hefty weight figure in the corners. There also isn't a slow version, with even the xDrive45 proving pretty brisk. At least bystanders won't have to look at it for very long as it speeds past.  

BMW iX: Range and charging

Previously, the BMW iX's range figures varied wildly depending on the model, starting from as low as 264 miles and going all the way up to 383 miles. Things are a little closer now. The xDrive60 goes the furthest, managing 426 miles according to WLTP figures. 

The xDrive45 isn't drastically far behind with a figure of 374 miles, while the powerful BMW iX M70 manages 366 miles. Such figures need to be taken with a pinch of salt, of course. The real-world efficiency of the xDrive45 we drove wasn't stellar, at just over three miles per kWh, translating to a range of just under 300 miles.

DC rapid charging rates weren't improved as part of the facelift. The xDrive40 and 45 can each charge at up to 175kW, and for the xDrive50, 60, M60 and M70, it's 195kW.

Because the latter models use larger batteries, a 10-80% top-up is roughly the same across all versions of the iX at 34-35 minutes. The rapid charging capability of the iX is similar to the Mercedes EQE SUV, but a long way off the 270kW managed by the Audi Q6 e-tron and the 350kW offered by the Lotus Eletre. 

New for the updated model is 22kW AC charging capability, which could be handy for destination chargers, which are often a lot cheaper than rapid units. A full charge from one such unit takes about five hours in the xDrive45 and just under six in the other two models. 

Using a 7.4kW home wallbox, it takes nearly 13 hours to fully charge the xDrive45 from empty, and the best part of 15 hours for the xDrive60 and M60. It is three to four times that if plugged into a domestic three-pin socket, something generally best avoided. 

BMW makes some of the best handling cars in the business – but the BMW iX isn't one of them. But here that could be said to be a good thing.

Exceptional handling usually comes at the expense of comfort. And when you're developing a 2.5-tonne electric SUV, you'll need to take quite a lot of comfort away in order to improve agility. Especially when paired with large alloy wheels and low-profile tyres.

That's not to say the BMW iX is wayward. Part of the issue is that it's so refined, you're isolated from quite how fast you're going. You'll get to a bend quicker than you realise, attempt to take it a lot faster than you would in a petrol car and suddenly find the steering questioning your senses.

There's plenty of grip and traction on offer (all BMW iX models are four-wheel drive) – it will just roll about more than, say, a BMW i4.

The flip side of that is the excellent ride quality. The most expensive models come with air suspension, but even the standard steel springs of the cheaper versions cope with uneven road surfaces as well. 

For the facelift, there are some unspecified tweaks to help cope with the additional power and the different weight distribution of the new batteries, but really, it feels awfully similar to how it did before.  

Originally, the BMW iX was available as an xDrive40, xDrive50 or an M60, with power ranging from 326PS to a whopping 619PS. The xDrive40 uses a 71kWh battery pack, while the xDrive50 and M60 use a 105kWh unit. 

It's the entry-level model that's benefited the most from the iX's mid-life update. The xDrive40 has become the xDrive45, with its battery capacity going up by nearly a third to 94.8kWh and its power output jumping to 408PS, while the torque is rated at 700Nm.

This lops a second off the 0-62mph time, which is now 5.1 seconds. It's in this form that we tested the facelifted iX and it never left us wanting for more power.

It's brutally quick off the line and is fast enough to give a sustained feeling of brisk acceleration up to the national speed limit. We're a little less sure about the accompanying 'Iconic Sounds' piped through the speakers, which come courtesy of film composer Hans Zimmer, though. 

If you want more performance, there's the xDrive60 to consider. It has a more modest increase in battery capacity and performance relative to its predecessor, going up to 109kWh and 544PS and 765Nm of torque. 0-62mph takes just 4.6 seconds. 

The M70 also has a 109kWh battery, but its two motors and far punchier than the ones found in the xDrive60. You're looking at 659PS and – this isn't a typo – 1015Nm of torque. It needs just 3.8 seconds to reach 62mph from rest, and unlike the other two iXs, which are electronically limited to 124mph, the M70 will keep going until 155mph. 

Euro NCAP awarded the BMW iX five star for safety when it was tested in 2021.

Standard driver-assistance tech includes an autonomous emergency braking system that can detect pedestrians and cyclists. It can react in turning situations, too, to reduce the risk of a collision when turning across oncoming traffic.

The Driving Assistant Professional package is offered as an option, adding steering and lane guidance assistance.

The BMW iX can officially tow a braked trailer weighing up to 2500kg, which is very impressive for an electric vehicle. That's more than competitors (including the Tesla Model X), and ought to be enough to lug a heavy twin-axle caravan.

The BMW iX's cabin feels very spacious – more like the bigger BMW X7 in fact, rather than the similarly-sized BMW X5. That's helped by a large windscreen and a deep dashboard, while the optional panoramic sunroof of our test car added to the feeling of space.

Getting in and out is easy, while there's a load of headroom. This means you can crank up the seat if you want to lord it over other motorists. There isn't a centre tunnel running along the length of the car, while there's even open space left in front of the stylish centre console.

Three adults can be squeezed into the back without too much of a fuss (providing they're happy to rub shoulders), while large side windows afford passengers a good view out.

The boot can take 500 litres of luggage, which isn't as big as a BMW X5 but is comparable to electric alternatives. There's a fake floor, which reduces the height of the lip for lifting items over. Underneath, there's a useful storage area which could be used to keep your charging cables hidden away – although it's not as useful as keeping them in a 'frunk'. Unfortunately, this isn't available on the BMW iX.

BMW knows how to make an impressive interior and it certainly hasn't compromised on quality with its flagship electric SUV. It's similar to the cabin you'll find in cars like the BMW X5, albeit with some extra neat finishes and fancy technology.

What's even more impressive is that the BMW iX's interior takes a sustainable approach. You'll find FSC-approved wood in there, as well as leather tanned with olive leaf extracts and carpets made from recycled fishing nets. But you can't tell – none of the materials look out of place, while pretty much everything feels soft to touch. You'll find a few hard plastics low down in the cabin, but these just feel like they'll stand years of being kicked and stood on.

All BMW iX models come with an impressive, curved screen which stretches across from the centre of the dashboard to behind the steering wheel. It's actually made up of two separate screens – a 14.9-inch touchscreen infotainment display and a 12.3-inch digital instrument cluster.

The graphics on the central infotainment system are ultra sharp, while responses are quick and it's an easy system to navigate. Like most BMW models, the BMW iX comes with a rotary controller which can easily be used by the driver's left hand – making it much easier (and safer) to scroll through submenus on the move.

If you're more used to shouting at Siri or asking Alexa, you can also use the 'hey BMW' intelligent personal assistant. This will even understand vague requests such as 'I'm cold' or 'take me home'.

Buying a BMW iX and paying the full up-front cost is an expensive business. It's around £75,500 or £78,500 for an xDrive45, depending on whether you want Sport or M Sport trim, while the M Sport-only xDrive60 is just over £93,000. Are you sitting down? Good, because we need to let you know that it's over £114,000 for the top-of-the-range M70. 

It's shockingly easy to make things even more expensive, too. Alpine White is the only free colour choice, with other hues starting from £900 and if you want the new 23-inch wheels added as part of the facelift, that's over £4000 on top of the RRP. There are plenty of option packs running into thousands of pounds, as well. 

A Mercedes EQE SUV offers far fewer opportunities to liberate extra cash on options, but it has a more expensive starting point than the iX at about £90,000. The Audi Q6 e-tron undercuts both, starting at just over £60,000, but it's a bit smaller. The Q8 e-tron was a more direct competitor, but is no longer in production. 

You can get hold of a BMW iX for a lot less than £75k+, of course. Many will be attracted to the car's Benefit in Kind (BIK) company car tax rate of just 3%, the same as other EVs, which will make for a low monthly salary sacrifice. Or there's always the option of going used, with early BMW iXs now starting at well under £30,000. 

The earlier, smaller battery versions of the BMW iX will cost about £20 to fully charge on a typical electricity tariff, or £27-30 for others. It's worth finding a provider which offers a lower per kWh cost at certain times, and charging tactically, which could cut those figures in half.

It's definitely worth avoiding public rapid chargers if you can, with some now costing as much as 90p per kWh. That will make your EV costlier to run than a lot of petrol-powered cars. 

Unfortunately, EVs no longer escape Vehicle Excise Duty (VED), so it's the same £195 a year for the iX's car tax as it is for any other car. Examples registered after 1 April 2025 will also be liable for the government's premium car tax supplement of £425 annually from years two to six. 

Insurance will likely be expensive. Most versions are in insurance group 50, the highest of the lot. The only exceptions are the xDrive40 Sport in group 47 and the 40 M Sport in group 50. 

There are two main trim levels for the iX called Sport and M Sport. You only get the choice between the two on the iX xDrive45, however, with the xDrive60 only available as an M Sport. The M70 is more of a model in its own right rather than a trim level. 

The iX Sport comes with the following equipment fitted as standard:

• 20-inch alloy wheels
• Automatic tailgate
• Interior ambient lighting
• Heated front seats
• Heated steering wheel
• Adaptive LED highlights
• Adaptive cruise control
• 14.9-inch infotainment screen
• 12.3-inch digital instrument cluster
• Android Auto/Apple CarPlay
• Harman Kardon surround sound system 

Upgrading to the iX M Sport adds the following equipment: 

• 21-inch alloy wheels
• M Sport styling
• M Sport brakes with blue-painted callipers
• Alcantara interior trim
• M Sport steering wheel

The M70 adds the following equipment:

• 22-inch alloy wheels
• Red-painted brake callipers
• Light-up grille
• Darkened rear tailights
• Four-zone climate control
• 'M' sports seats
• Air suspension