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BMW has revitalised its large electric luxury SUV, the iX. A smarter look is matched by bigger batteries with greater EV range, plus there's sharper handling and more power too. In short, this car now makes more of a statement - in more ways than one.
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Detailed ratings
Luxury Full Electric Cars
Background
Back in 2021, BMW's iX large luxury SUV was claimed to represent everything the brand knew about EV technology, which turned out to be quite a lot. This was the brand's very first 4WD EV and it used the fifth generation of the Bavarian maker's e-motor and battery technology, bolted into a carbonfibre-rich structure that at original launch was more innovative than anything we'd seen from the company since the i3. In other areas, the iX looked less advanced - with its combustion model-influenced CLAR platform and relatively old-tech 400V electrical infrastructure.
Those slight doubts we'd had at the original launch started to look a lot more acute four years into production, by which time the competition was starting to make this Bavarian model look a little dated, for all its futuristic looks. So the arrival of this significantly updated version of the iX for the 2025 Model Year was important. By then, this BMW had a portfolio of much tougher rivals to contend with, not only the Mercedes EQE SUV but also heavily evolved versions of the Polestar 3 and the Volvo EX90, with Porsche's Cayenne Electric readying to also join the fray in the premium part of the upper mid-sized segment.
But despite its welcome updates, this much improved iX still represents older-tech BMW EV technology, rather than the cutting-edge 800V electrical infrastructure that undergirds more recent Neue Klasse electric models from the brand like the slightly smaller but longer-ranging iX3. So is there still a significant place for this iX in the Munich maker's EV model line going forward? Here, we're going to find out.
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Range data
| Min | Max |
| Price | 75315 | 11421 |
| Max Speed (mph) | 124 | 155 |
| 0-62 mph (s) | 5.1 | 3.8 |
| Electric WLTP-Rated Driving Range (miles) | 366 | 366 |
| Length (mm) | 4953 | 4953 |
| Min | Max |
| Width (mm) | 1967 | 1967 |
| Height (mm) | 1695 | 1695 |
| Boot Capacity (l) | 500 | 500 |
| Power (ps) | 408 | 668 |
| Torque (lb ft) | 700 | 1015 |
Driving experience
Lots of engineering work's gone on as part of this update, with greater EV range and what BMW calls 'a major focus on driving dynamics'. As before, there's a choice of three iX variants, all using much the same twin-motor four wheel drive configuration - and they all get bigger batteries. Things kick off with the iX xDrive45, which now has a 100.1kWh battery (94.8kWh of which is usable, up from 71kWh with the previous xDrive40). The dual motor drivetrain of the iX xDrive45 now puts out a hearty 408hp and BMW quotes a 374 mile range (up from 257 miles with the old xDrive 40), which means that 62mph takes only 5.1s.
Next up is the mid-level iX model, the xDrive60, which has a 112kWh battery (108.9kWh of which is usable, up from 105.2kWh for the old xDrive50). The xDrive60 offers 544hp from its dual motor drive system and range is officially rated at 427 miles (up 34 miles on the previous model), with 62mph in 4.5s. Both these two mainstream versions top out at 124mph.
As before, the summit of the iX range is marked by an M version, but it's now called M70 rather than M60. This flagship variant's battery is basically much the same unit as that of the xDrive60, but the 668hp dual motor set-up (up from 619hp with the old M60) is considerably more powerful, taking this range-topper to 62mph in just 3.8s en route to 155mph. Range is up to 366 miles and this ultimate iX gets active rear steering and M Sport brakes.
As before, across the iX line-up bolted to the aluminium-intensive chassis is a suspension set-up featuring double wishbone (front) and multi-link (rear) springs. An Adaptive two-axle Air Suspension system is optional on mainstream models, as is Integral Active rear-wheel Steering, both features being standard with this top M70 version, which also gets anti-roll bars and uprated M Sport brakes. BMW says it's worked on the dampers in all iX models for extra cornering stability. The engineers have also worked on the chassis to allow for the extra power - and subtly altered the weight balance, a small change but necessary when you want to try and improve the way that this car handles its prodigious 2.6-tonne kerb weight.
Otherwise, it's much as before. There are 'High', 'Moderate' or 'Low' Brake Energy Regeneration settings. Plus activating driving position B with the selector lever generates so much off-throttle retardation that you'll virtually never have to use the brake pedal except when coming to a standstill. Using the alternative 'Adaptive' regen setting, the iX can also manage its own levels of brake recuperate to charge its battery on the move. When approaching a junction for example, the degree of recuperation will be increased. On the open road meanwhile, the coasting function sees the car 'freewheeling' with no drive power whenever the driver takes their foot off the accelerator.
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Design and build
If you know the iX, then you'll be aware from a glance that there have been some visual changes to this updated model - though you might struggle initially to pinpoint what they are. The key changes have taken place at the front, which moves closer into line with the brand's latest 'Neue Klasse' design language. To that end, the LED headlights are narrower and there's a revamped version of the large central kidney grille, which for extroverts can now be specified with optional frame illumination (standard on the top M70). There's a choice of 21,22 or 23-inch wheels.
Otherwise, it's as before, with external dimensions that are pretty similar to those of a BMW X5. Clever EV drivetrain packaging and a long wheelbase though, mean that interior cabin space is closer to that of an X7, though for the iX there's still no third row seating option. As previously, the shape is characterised by the lack of profile panelwork creases, plus there are frameless doors, a tapered glasshouse with an angled rear D-pillar and a fixed clamshell bonnet you can't open. Because there's no need for a radiator, the front grille houses the drive assistance system's cameras, radars and sensors. Under the skin, there's a unique-to-the-iX all-aluminium spaceframe chassis that's also fashioned from 'CFRP' 'Carbon Fibre Reinforced Plastic'.
Very little has changed inside, though 'M Sport'-spec cars gain revised multifunction seats and a restyled steering wheel. This remains an airy, futuristic-feeling cabin characterised by a flat floor and wide use of recycled materials. The instruments and infotainment functions are grouped together in a curved digital display. And there's no centre console, the main controls instead (a rocker to select the drive and an iDrive infotainment dial) set within the forward part of the high-set central armrest. Space in the back is generous, with lots of head and leg room. Boot space is rated at 500-litres, similar to the baseline capacity you get in an X5.
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Market and model
At the time of this review in Spring 2026, prices started at just over £75,000 for the entry-level xDrive45 'Sport'-spec variant - though you're probably going to want to find the extra £3,000 BMW wants to have this model with more dynamic-looking 'M Sport' trim. The bigger 108.9kWh battery xDrive60 comes only with 'M Sport' trim and at the time of this review, cost just over £93,000, while the top M70 xDrive we tried required just over £114,000 from you (actually around £8,000 less than its M60 predecessor).
At least you get plenty of kit for the sums being asked. All iX models come with Adaptive LED headlights with a High Beam Assistant, Comfort Access keyless entry, an automatic tailgate, power-folding mirrors, LED tail lamps, BMW's 'Parking Assistant' to steer you into spaces and the brand's 'IconicSounds Electric' powertrain noise system. Inside, you can expect to find a Head-up Display, heated seats for driver and front passenger, a heated steering wheel, a wireless charging mat, automatic air conditioning, a Sensatec faux leather-covered instrument panel and ambient lighting.
Plus of course you're well catered for with screens, the 'BMW Live Cockpit Professional' package including a 12.3-inch instrument display and a 14.9-inch central Control Display. The latter media set-up runs the brand's 'Operating System 8.5' software and incorporates 4G LTE Connectivity, an 'Intelligent Personal Assistant', 'In-Car Experiences', 'In-Car Gaming', 'Connected Package Pro' services (like news and weather) and 'Connected Navigation' with 'BMW Maps'.
The 'M Sport' trim that most customers choose swaps out the base 'Sport' model's 20-inch wheels for larger 21-inch rims featuring M Sport brakes with blue calipers. And is also visually set apart by black high gloss bumper inserts. Inside, 'M Sport' trim gets you Alcantara and faux leather Sensatec-upholstered M multifunction seats, a three-spoke M leather steering wheel, an alcantara-clad dashboard, Dark Silver M trim finishers, an anthracite headliner, M-specific pedals and a Harmon Kardon Surround Sound Audio System.
As you'd hope given its six-figure price tag, the M70 xDrive flagship model comes very well equipped indeed. The wheels are big 22-inch M Aerodynamic Multicolour rims with M Sport red caliper brakes, there are 'M Lights Shadowline' bodywork enhancements, dark tail lamps, sun protection glass and the Extended High Gloss Shadowline front Kidney Grille has 'Iconic Glow' illumination. Bespoke M70 drive stuff includes Integral Active Steering and Adaptive two-axle Air Suspension. Inside this flagship model, it's as in a 'M Sport' variant but with the addition of front M Multifunctional sports seats and four-zone climate control.
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Cost of ownership
You're going to need to know about charging. The DC speeds have improved here as part of this update, but this is BMW's older 400V-based EV technology and, as a result, those speeds are in a different world from those that can be achieved by the far more capable 800V electrical infrastructure set-up fitted to the brand's only slightly smaller iX3 SUV, which can DC-charge at up the 400V if you can find a fast enough charger to do it. Since currently in the UK, ultra-rapid DC chargers of that sort are rarer than hens teeth, you might be still be satisfied with the much lower DC speeds this upgraded iX can offer, helped by the way that the brand has optimised battery pre-conditioning so that peak charging speeds can be reached faster. The base xDrive45 variant DC-charges at up to 175kW (up from 150kW for the old xDrive40), while the xDrive60 DC-charges at up to 195kW. The M70 DC-charges at up to 195kW. All iX variants DC charge from 10-80% in about 35 minutes.
What about charging at home? This of course you can manage via the usual BMW app or a comprehensive 'Charging' section of the centre screen. The base iX xDrive45 can be fully AC charged using a single-phase 7.4kW wallbox in 12 hours and 45 minutes, a time you could improve to 9 hours 45 minutes if you're able to use a three-phase 11kW supply. The bigger-battery iX xDrive60 can be fully AC charged using a single-phase 7.4kW wallbox in about 16 hours, a time you could improve to about 11 hours if you're able to use a three-phase 11kW supply. Should you happen to have that 11kW three-phase supply, it'd probably be worth paying BMW the extra it wants for its 'AC Charging Professional' feature (included in the optional 'Technology Pack'), which allows you to AC-charge at up to 22kW. This would lower your full AC charging time to just five hours with an xDrive45 - or to just five hours 45 minutes with the xDrive60. The top M70 model comes with 22kW AC charging capability as standard, so a full charge at five hours 45 minutes is possible at that rate, otherwise, it's just as with an xDrive60 - 16 hours with a 7.4kW wallbox or 11 hours with an 11kW supply.
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Summary
The game moves on quickly at the top of the EV segment, as BMW has found in the need to so thoroughly update this iX. The sharper looks will be a matter of taste, but all potential owners will appreciate the extra power, the greater efficiency and the larger, longer-ranging batteries.
But the game has moved on, as the massive Neue Klasse-tech improvements of BMW's iX3 have shown. The slightly compromised combustion-derived CLAR chassis (which shows in greater weight and smaller boot capacity) means this iX lags behind its only slightly smaller showroom sibling in almost every way that really matters. But the reality is that potential customers here probably won't be cross-shopping with an iX3, but with rivals like the Mercedes EQE SUV, the Audi Q6 e-tron and the Polestar 3. And against competitors like those, this BMW still looks a very credible option. Helped by the way that its dramatic cabin still feels faintly futuristic, with enough of a quality feel to justify the prodigious pricing.
Of course, whatever BMW is developing next to replace this iX will look very different in terms of EV technology. But that's for the future. Right here, right now, the extremely well-heeled family EV fanatic might still feel that this is where it's at.
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