► The iX gets its first facelift
► Neue look inspired by BMW’s next-gen EVs
► More EV driving range and performance
Whether you love or hate the look of the BMW iX, it was undeniably ambitious for an electric SUV. BMW’s first bespoke EV platform since the futuristic i3 remains unique to the iX and its part carbon-fibre reinforced plastic structure is just as intriguing as when it debuted in 2021.
Next to a Mercedes EQC or an Audi Q8 e-tron of the same age, it looks like it’s from a different century and its residuals reflect that – it’s one of few EVs where used values haven’t fallen entirely off a cliff.
But, though it was once the best electric SUV you could buy, it’s no longer quite so forward-thinking next to newer competitors, including the Polestar 3. BMW is now giving it an upgrade that it hopes will keep it relevant, but does it succeed?
At a glance
Pros: Excellent to drive, fantastic interior quality, useful powertrain upgrades
Cons: Divisive styling remains, cabin doesn’t feel as special as it once did, average boot space
What’s new?
The iX gets a bit of a Neue Klasse makeover even before BMW’s new-era vehicles arrive. Inspired by the Neue Klasse X concept, which becomes the new iX3 in production form later in 2025, the iX gets some new headlights and redesigned bumpers.
The rather excessive grille continues to do it no favours, though new mesh patterns help improve things. All that goodness is then undone by being able to have an illuminated grille surround. Why on earth would you want to draw attention to it?! It is optional, thankfully.
While M Sport grade previously existed only in the UK to keep BMW’s chavtastic owners happy, it’s now become a proper trim level available for all countries and has been changed to make it more different inside and out from the standard car. As part of the changes, the M Sport no longer gets the iX’s cool squared-off steering wheel but rather a conventional wheel that feels like a backward step.
But by far the biggest changes are under the surface as each powertrain has been revised, with up to 40 per cent more range and more power across the board. It’s a big shift that helps to keep the BMW iX relevant.
What are the specs?
Three versions of the iX remain, but each gets a new name to reflect the additional battery size and power.
The xDrive40 becomes the xDrive45, with power increasing from 322bhp to 402bhp, dropping the 0-62mph time by a second to 5.1 seconds. But the biggest change here is the size of the battery, as while the 40 previously used a relatively small 71kWh battery, it now features a 30 per cent larger 94.8kWh unit that increases the claimed electric range from 257 miles to 374 miles. Remember this is the entry-level version, too.
For maximum range, you’ll want the xDrive60 model (previously called the xDrive50). Power increases marginally from 516bhp to 537bhp, with 0-62mph remaining the same at 4.6 seconds. It features the same battery pack as before, but BMW has managed to unlock more usable capacity from it, increasing from 105.2kWh to 109.2kWh.
Other efficiency changes include more eco-friendly headlights, higher-efficiency-labelled tyres and even new wheel bearings that help to increase the claimed range from 380 to 426 miles. It’s one of the longest of any electric SUV, and only just behind the 438-mile figure of the Polestar 3.
At the top of the line-up, the M60 xDrive becomes the M70. It’s the excessive one and though not exactly short of power previously with 611bhp, it now puts out a significant 650bhp though torque is slightly down at 749lb ft. The 0-62mph remains the same at 3.8 seconds. Only the M70 can hit the magic 155mph, the other models are limited to 124mph. Battery capacity is slightly higher than before at 108.9kWh, with BMW claiming a 366-mile range, up from 348 miles.
Charging speeds remain the same as before with a maximum 195kW DC charging speed, meaning 35 minutes is needed to get from 10 to 80 per cent on a rapid charger. As for AC charging, 11kW is standard and 22kW optional, though included on the M70.
How does it drive?
The only facelifted iX we’ve driven so far is the M70 model, which is the one you shouldn’t buy. It’s almost £40,000 more expensive than the cheapest model, can’t go quite as far on a charge and offers way more performance than it needs. That said, the pace is still phenomenal as it shoots off the line but is well-modulated and easy to use.
Its performance also doesn’t detract from the rest of the iX’s driving experience, either. Even despite the new 23-inch optional alloy wheels our test car rode on, the ride comfort is brilliant. It is quite soft for a BMW, and especially for an ‘M’ BMW, and quite floaty in its most comfort-oriented modes, riding on air suspension as standard here. But it’s very well-suited to an electric family SUV.
Rolling refinement is outstanding, too, and it’s one of the quietest cars I’ve ever travelled in. That’s providing you turn off the Hans Zimmer sporty driving track that gives the iX a futuristic noise depending on the level of throttle. It’s quite pleasing if you’re pressing on but is best turning off for a slow commute or motorway cruise and enjoy the serene refinement instead.
But most surprising is how immediately agile it is for a 2.6-tone SUV, with precise steering that weighs up nicely in Sport mode. It’s excellent, though you don’t need the M70 for this level of agility as standard iX models (at least pre-facelift) were still excellent to drive. The one thing I’d change in the case of the M70 is the brakes, they just don’t have the bite they need for a car with 650bhp.
Other neat EV features include adaptive recuperation, which uses the sensors and nav data to control how much the iX slows when you lift off the accelerator. Works well, but I mostly just used B-mode for even greater regen and near-flawless one-pedal driving.
What’s it like inside?
In a word, outstanding, if not perhaps as special as it once was. M Sport models (which will be the most popular) now get a conventional and rather plain-looking steering wheel instead of the brilliant hexagonal shape used on all versions model. The good news, you still get it on the entry-level Sport trim.
There are stark joins between materials, and a fusion of soft quilted surfaces with hard, faceted crystal control elements for the iDrive and the electric seats. The latter is mounted on the door, which is unusual for a BMW and slightly unwise for this material, as when the sun hits them they send weird, trippy colours scampering about the cabin.
The screens themselves have such an impeccably high resolution, the colour scheme changes with what drive mode you’re in, and work well. The iX also retains the BMW control wheel for the iDrive in the centre console, adding a layer of usability and tactile buttons alongside just using the touchscreen. Interestingly, I defaulted to almost entirely using the latter.
Material quality is superb if a bit trim-dependant. Entry-level Sport models get artificial leather seats that look rather basic for a £75,000 car. M Sport trim brings new leather and Alcantara sports seats that are superb, but then you don’t get the nice steering wheel. It’s a shame you can’t combine the two.
Rear space is vast owing to the iX’s flat rear floor that offers loads in the way of headroom and legroom, but the boot is quite small for a car of this size at 500 litres, and it’s fairly shallow below the parcel shelf.
Before you buy (trims and rivals)
The iX comes in three trims – Sport, M Sport and M70. All get loads of equipment including adaptive LED headlights, electric heated front seats and a Harman Kardon sound system.
Sport models look rather cheap and basic on their standard 20-inch alloys, deliberately so you’ll upgrade to 21s for £1,700. BMW isn’t stupid. M Sport models are now far more distinguishable from the standard car with specific bumpers, new seats, various gloss black styling elements and new 21-inch alloy wheels.
The M70 sits at the top of the range and gets a specific air suspension setup, rear-wheel steering and that horrid illuminated grille surround, though you are mainly paying for its extra performance.
Prices start from £75,305 for a Sport, and though around £5,000 more than the outgoing car, it justifies that extra charge with its upgraded performance and range especially. An M Sport xDrive45 model would be my pick at £78,305.
The upgrades to the standard model also mean xDrive60 and M70 models are now completely surplus to needs, starting from £93,105 and £114,205 respectively.
The one option worth choosing is the £1,050 ‘Clear&Bold Interior Application’, which brings seat adjusters and a central rotary selector made from glass, with additional wood in the cabin. It sounds a bit extra until you experience it.
Pricing is very similar to rivals, too. The cheapest dual-motor Polestar 3 starts from £72,990 and a decidedly average Mercedes EQE SUV from £75,495.
Verdict
The BMW iX remains every bit as intriguing and impressive as it was back in 2021. The design remains controversial, though has improved as part of this Neue Klasse update, and the interior is still impressively classy and modern
But it’s the powertrain improvements that really bring the iX back up to speed and contention for best electric SUV honours. The entry-level model (already the best-seller) is all many would ever need in terms of range and performance, and you’d be daft to upgrade to the significantly more expensive versions. BMW’s EVs have consistently been ahead of Audi and Mercedes and nothing has changed here with this new iX.
*Specs are for BMW iX M70 xDrive*