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BMW iX xDrive 40 review: the pick of the iX range?

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BMW iX xDrive 40 review: the pick of the iX range? | Top Gear

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The BMW iX 40 is £20,000 grand cheaper than the longer-range 50, and it’s the one to have

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BMW iX xDrive 40 review: the pick of the iX range?

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What is it? The ‘baby’ of the BMW iX range has arrived in the UK, meaning the smallest (71kWh of usable electrons) battery version of BMW’s five-seat, pure electric SUV. The most modest version of the machine the company is touting as a ‘technology flagship’. Just for reference this is the 322bhp variant with 257 miles of range, and there’s an iX 50 with a massive 105.2kWh power pack that sports 523bhp and 380 miles of ability in the standard (and in no way real) world WLTP tests.

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The BMW iX 40 is £20,000 grand cheaper than the longer-range 50, and it’s the one to have

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BMW iX xDrive 40 review: the pick of the iX range?

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BMW iX xDrive 40 review: the pick of the iX range?

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The BMW iX 40 is £20,000 grand cheaper than the longer-range 50, and it’s the one to have

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000 grand cheaper than the longer-range 50

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What is it?The ‘baby’ of the BMW iX range has arrived in the UK

# data.attributes.metatag[].attributes.content.reviewBody[]
meaning the smallest (71kWh of usable electrons) battery version of BMW’s five-seat

# data.attributes.metatag[].attributes.content.reviewBody[]
pure electric SUV. The most modest version of the machine the company is touting as a ‘technology flagship’. Just for reference this is the 322bhp variant with 257 miles of range

# data.attributes.metatag[].attributes.content.reviewBody[]
and there’s an iX 50 with a massive 105.2kWh power pack that sports 523bhp and 380 miles of ability in the standard (and in no way real) world WLTP tests. Later

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there’ll be an iX 60M slated with the same massive battery and much more than 600bhp

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the first time BMW has conflated the ‘i’

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‘X’ and ‘M’ brands in one vehicle. No word on range for that big unit

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but likely not too much less than the 50.So what do we get?Well

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even for the base iX 40 you’re presented with a car that seems to pour figurative petrol all over internet comments sections and strike a match; a divisive grille that isn’t one

# data.attributes.metatag[].attributes.content.reviewBody[]
sometimes awkward large SUV that depends largely on colour choice to make it seem less so. TG will leave it up to you to figure out if you can stand the styling

# data.attributes.metatag[].attributes.content.reviewBody[]
but take a look at different colour options before you make a snap judgement. That enormous butterfly of a front ‘grille’ has special self-healing properties

# data.attributes.metatag[].attributes.content.reviewBody[]
by the way.So despite looking like a stonechip Viking shield

# data.attributes.metatag[].attributes.content.reviewBody[]
it should shrug off little gravel pings. Even then

# data.attributes.metatag[].attributes.content.reviewBody[]
some of the other details are good; super-slim head and taillights

# data.attributes.metatag[].attributes.content.reviewBody[]
a neat little kick in the rear three-quarter roof/windowline that reminds us of the i3 city car. Actually

# data.attributes.metatag[].attributes.content.reviewBody[]
don’t remind us of the i3 - a car that better than anything embodies BMW at its forward-thinking best. The iX’s sometimes lumpen rear end rams home the nostalgic missed point

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but at least it’s a conversation starter.On a more positive note

# data.attributes.metatag[].attributes.content.reviewBody[]
the iX’s interior feels slightly avant-garde and it’s all the better for it. A mixture of materials

# data.attributes.metatag[].attributes.content.reviewBody[]
textures and colours that seems like a mish-mash but very much works after minimal exposure

# data.attributes.metatag[].attributes.content.reviewBody[]
although you have to set aside some time to work everything out and set all your favourite shortcuts for the giant multimedia set up. But more on that in a moment. What’s going on underneath?A lot of good things. The frame is actually carbon fibre - you can see the scales when you open the doors - and there’s much use of lightweight aluminium. Although not sure where that went

# data.attributes.metatag[].attributes.content.reviewBody[]
seeing as this ‘small battery’ iX still weighs getting on for two-and-a-half tonnes (the iX 50 is nearly 2.6

# data.attributes.metatag[].attributes.content.reviewBody[]
and both of those are without options). But no one really expects an EV to be particularly wispy.But the big news is that - to spoil things a bit - the iX 40 might well be the pick of the iX litter. Yes range equals convenience

# data.attributes.metatag[].attributes.content.reviewBody[]
but the 40’s 322bhp and 465lb ft of torque feels nicely judged. It’s pleasingly rapid too

# data.attributes.metatag[].attributes.content.reviewBody[]
dispatching the 0-62mph sprint in 6.1 seconds and on to a largely pointless 124mph. In fact

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the 40 has exactly the same motors as the 50 with less current

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so it would be interesting to see what kind of range an iX 40 with the bigger battery would be able to achieve. So it’s good to drive

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then?This entirely depends on what you mean by ‘good’. If ‘good’ means sporty

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then absolutely not. If ‘good’ means capable

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it’s really quite brilliant. Quite how BMW has managed to get this thing to ride so well on (optional) 22-inch wheels is incredible

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and even with dumb suspension (the iX 50 gets air

# data.attributes.metatag[].attributes.content.reviewBody[]
and four-wheel steering). Traction is never troubled

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even with the decent turn of pace that the iX40 is capable of providing

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and cornering is authoritative rather than fun. The steering

# data.attributes.metatag[].attributes.content.reviewBody[]
even for an electric car.It really would be good at making long journeys bearable - even more so because it hasn’t got that tempting EV jolt-acceleration built-in. It’s more of a cruiser

# data.attributes.metatag[].attributes.content.reviewBody[]
and encourages you into a more relaxed state of mind. This is a good thing; if you want a fast EV with a BMW badge

# data.attributes.metatag[].attributes.content.reviewBody[]
wait for the iX 60 or go for the forthcoming i4 saloon - there’ll be more dynamism baked into that one. But for a brisk electric SUV

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the 40 feels like the ‘right’ amount of power and torque.Both iX variants tow the same 2

# data.attributes.metatag[].attributes.content.reviewBody[]
500kg/750kg for braked/unbraked trailers; sometimes mass means more towing ability

# data.attributes.metatag[].attributes.content.reviewBody[]
but the difference isn’t big enough here. And both get the same boot space

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750 seats down. It’s a practical shape and car

# data.attributes.metatag[].attributes.content.reviewBody[]
but there’s no frunk/froot up front. Does the interior not give you a headache?It looks a bit like it might be a migraine

# data.attributes.metatag[].attributes.content.reviewBody[]
you get used to the iX’s spaceship qualities very quickly

# data.attributes.metatag[].attributes.content.reviewBody[]
and it grows on you over time. This feels progressive. Yes

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the hexagonal steering wheel is a bit weird but not a problem and yes

# data.attributes.metatag[].attributes.content.reviewBody[]
there is a widescreen telly plonked in front of you

# data.attributes.metatag[].attributes.content.reviewBody[]
but it feels forward-thinking. Especially with the absolutely massive touchscreen element on the left-hand side. Obviously there’s a tonne of tech to get to grips with

# data.attributes.metatag[].attributes.content.reviewBody[]
but initially everything works smoothly until you start to play with the many

# data.attributes.metatag[].attributes.content.reviewBody[]
setting the car up to suit your needs and most-often used menus. It’s worth spending some time with it

# data.attributes.metatag[].attributes.content.reviewBody[]
and then it becomes less overwhelming. One thing that did impress though; even on the iX 40 there’s accurate voice control (at least for this accent) and a glass iDrive rotary controller in the centre console - when it all got a bit too ‘swipey’ we just used that.The voice control doesn’t seem to work for everyone

# data.attributes.metatag[].attributes.content.reviewBody[]
but no complaints on the iX 40. And the 40-spec equipment list is chunky - it certainly didn’t feel like stuff was missing - including a cracking sound system

# data.attributes.metatag[].attributes.content.reviewBody[]
warmed everything and plenty of toys. The proliferation of charging points (there are a pair of USB C points in the back of each front seat for passengers) means that no matter how ‘connected’ your family

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you should be covered.If I get the cheaper one with less range

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so that’s a truly hefty saving. And although the iX 50 gets 200kW charging ability

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you’ll have to find a charger big enough to feed it

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and they aren’t as common as you think. Certainly not as common as 150 and 50

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and the iX 40 will take 150kW anyway. So basically they’ll both get from 10 to 80 per cent in half an hour on the biggest charger you can find (but there’s more range going into the bigger battery

# data.attributes.metatag[].attributes.content.reviewBody[]
but only charge at the same rate on a smaller-than-200kW outlet.It’s not quite that simple

# data.attributes.metatag[].attributes.content.reviewBody[]
as charging slows for the last 20 per cent of the battery’s headroom

# data.attributes.metatag[].attributes.content.reviewBody[]
and the bigger battery will have more charge in it at 80 per cent (and so in effect give you more miles more quickly)

# data.attributes.metatag[].attributes.content.reviewBody[]
but the iX 40 will be easy enough to juice up.As far as range goes

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you’re probably looking at around 180 miles in cold-ish weather in mixed driving. If you charge at home and this is the family bus

# data.attributes.metatag[].attributes.content.reviewBody[]
then that should be enough. Not quite as convenient as petrol power in the odd situation

# data.attributes.metatag[].attributes.content.reviewBody[]
but good enough. Just. So the little one is the best

# data.attributes.metatag[].attributes.content.reviewBody[]
it certainly seems like it. Just how fast do you need your SUV to be? Just over six seconds to 62mph is fast enough in most people’s minds

# data.attributes.metatag[].attributes.content.reviewBody[]
and the fact that the iX 40 saves over £20k over the next one up should prick up a few ears

# data.attributes.metatag[].attributes.content.reviewBody[]
even for people with swollen bank balances. A brief look at the general leasing costs also throws a bit of light on things. The iX 40 should roll in somewhere around the £925-a-month mark

# data.attributes.metatag[].attributes.content.reviewBody[]
with the bigger-batteried 50 more like £1

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exceptionally quiet and with an interior that’s interesting

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largely functional and fun. Save the money

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What is it?

The ‘baby’ of the BMW iX range has arrived in the UK, meaning the smallest (71kWh of usable electrons) battery version of BMW’s five-seat, pure electric SUV. The most modest version of the machine the company is touting as a ‘technology flagship’. Just for reference this is the 322bhp variant with 257 miles of range, and there’s an iX 50 with a massive 105.2kWh power pack that sports 523bhp and 380 miles of ability in the standard (and in no way real) world WLTP tests. Later, there’ll be an iX 60M slated with the same massive battery and much more than 600bhp, the first time BMW has conflated the ‘i’, ‘X’ and ‘M’ brands in one vehicle. No word on range for that big unit, but likely not too much less than the 50.

So what do we get?

Well, even for the base iX 40 you’re presented with a car that seems to pour figurative petrol all over internet comments sections and strike a match; a divisive grille that isn’t one, a bulky, sometimes awkward large SUV that depends largely on colour choice to make it seem less so. TG will leave it up to you to figure out if you can stand the styling, but take a look at different colour options before you make a snap judgement. That enormous butterfly of a front ‘grille’ has special self-healing properties, by the way.

So despite looking like a stonechip Viking shield, it should shrug off little gravel pings. Even then, some of the other details are good; super-slim head and taillights, a neat little kick in the rear three-quarter roof/windowline that reminds us of the i3 city car. Actually, don’t remind us of the i3 - a car that better than anything embodies BMW at its forward-thinking best. The iX’s sometimes lumpen rear end rams home the nostalgic missed point, but at least it’s a conversation starter.

On a more positive note, the iX’s interior feels slightly avant-garde and it’s all the better for it. A mixture of materials, textures and colours that seems like a mish-mash but very much works after minimal exposure, although you have to set aside some time to work everything out and set all your favourite shortcuts for the giant multimedia set up. But more on that in a moment.

What’s going on underneath?

A lot of good things. The frame is actually carbon fibre - you can see the scales when you open the doors - and there’s much use of lightweight aluminium. Although not sure where that went, seeing as this ‘small battery’ iX still weighs getting on for two-and-a-half tonnes (the iX 50 is nearly 2.6, and both of those are without options). But no one really expects an EV to be particularly wispy.

But the big news is that - to spoil things a bit - the iX 40 might well be the pick of the iX litter. Yes range equals convenience, but the 40’s 322bhp and 465lb ft of torque feels nicely judged. It’s pleasingly rapid too, dispatching the 0-62mph sprint in 6.1 seconds and on to a largely pointless 124mph. In fact, the 40 has exactly the same motors as the 50 with less current, so it would be interesting to see what kind of range an iX 40 with the bigger battery would be able to achieve.

So it’s good to drive, then?

This entirely depends on what you mean by ‘good’. If ‘good’ means sporty, then absolutely not. If ‘good’ means capable, comfortable and soothing, then yes, it’s really quite brilliant. Quite how BMW has managed to get this thing to ride so well on (optional) 22-inch wheels is incredible, even on quite gnarly road surfaces, and even with dumb suspension (the iX 50 gets air, and four-wheel steering). Traction is never troubled, even with the decent turn of pace that the iX40 is capable of providing, and cornering is authoritative rather than fun. The steering, by the way, is surprisingly good, and the general hush noticeable, even for an electric car.

It really would be good at making long journeys bearable - even more so because it hasn’t got that tempting EV jolt-acceleration built-in. It’s more of a cruiser, and encourages you into a more relaxed state of mind. This is a good thing; if you want a fast EV with a BMW badge, you either upgrade to the iX 50, wait for the iX 60 or go for the forthcoming i4 saloon - there’ll be more dynamism baked into that one. But for a brisk electric SUV, the 40 feels like the ‘right’ amount of power and torque.

Both iX variants tow the same 2,500kg/750kg for braked/unbraked trailers; sometimes mass means more towing ability, but the difference isn’t big enough here. And both get the same boot space, with 500-litres seats up, 1,750 seats down. It’s a practical shape and car, but there’s no frunk/froot up front.

Does the interior not give you a headache?

It looks a bit like it might be a migraine, but once inside, you get used to the iX’s spaceship qualities very quickly, and it grows on you over time. This feels progressive. Yes, the hexagonal steering wheel is a bit weird but not a problem and yes, there is a widescreen telly plonked in front of you, but it feels forward-thinking. Especially with the absolutely massive touchscreen element on the left-hand side.

Obviously there’s a tonne of tech to get to grips with, but initially everything works smoothly until you start to play with the many, many options, setting the car up to suit your needs and most-often used menus. It’s worth spending some time with it, and then it becomes less overwhelming. One thing that did impress though; even on the iX 40 there’s accurate voice control (at least for this accent) and a glass iDrive rotary controller in the centre console - when it all got a bit too ‘swipey’ we just used that.

The voice control doesn’t seem to work for everyone, but no complaints on the iX 40. And the 40-spec equipment list is chunky - it certainly didn’t feel like stuff was missing - including a cracking sound system, a plethora of cameras and ADAS systems, warmed everything and plenty of toys. The proliferation of charging points (there are a pair of USB C points in the back of each front seat for passengers) means that no matter how ‘connected’ your family, you should be covered.

If I get the cheaper one with less range, will that be a hassle?

Well, the iX 50 lists at £91,905 and the 40 at £69,850 without options, so that’s a truly hefty saving. And although the iX 50 gets 200kW charging ability, you’ll have to find a charger big enough to feed it, and they aren’t as common as you think. Certainly not as common as 150 and 50, and the iX 40 will take 150kW anyway. So basically they’ll both get from 10 to 80 per cent in half an hour on the biggest charger you can find (but there’s more range going into the bigger battery, obviously), but only charge at the same rate on a smaller-than-200kW outlet.

It’s not quite that simple, as charging slows for the last 20 per cent of the battery’s headroom, and the bigger battery will have more charge in it at 80 per cent (and so in effect give you more miles more quickly), but the iX 40 will be easy enough to juice up.

As far as range goes, let’s be realistic here, you’re probably looking at around 180 miles in cold-ish weather in mixed driving. If you charge at home and this is the family bus, then that should be enough. Not quite as convenient as petrol power in the odd situation, but good enough. Just.

So the little one is the best, then?

On a fairly brief encounter, it certainly seems like it. Just how fast do you need your SUV to be? Just over six seconds to 62mph is fast enough in most people’s minds, and the fact that the iX 40 saves over £20k over the next one up should prick up a few ears, even for people with swollen bank balances. A brief look at the general leasing costs also throws a bit of light on things. The iX 40 should roll in somewhere around the £925-a-month mark, with the bigger-batteried 50 more like £1,200. But more than that, it’s smooth, exceptionally quiet and with an interior that’s interesting, largely functional and fun. Save the money, go for the cheaper option.

# data.attributes.body.processed
What is it?

The ‘baby’ of the BMW iX range has arrived in the UK, meaning the smallest (71kWh of usable electrons) battery version of BMW’s five-seat, pure electric SUV. The most modest version of the machine the company is touting as a ‘technology flagship’. Just for reference this is the 322bhp variant with 257 miles of range, and there’s an iX 50 with a massive 105.2kWh power pack that sports 523bhp and 380 miles of ability in the standard (and in no way real) world WLTP tests. Later, there’ll be an iX 60M slated with the same massive battery and much more than 600bhp, the first time BMW has conflated the ‘i’, ‘X’ and ‘M’ brands in one vehicle. No word on range for that big unit, but likely not too much less than the 50.

So what do we get?

Well, even for the base iX 40 you’re presented with a car that seems to pour figurative petrol all over internet comments sections and strike a match; a divisive grille that isn’t one, a bulky, sometimes awkward large SUV that depends largely on colour choice to make it seem less so. TG will leave it up to you to figure out if you can stand the styling, but take a look at different colour options before you make a snap judgement. That enormous butterfly of a front ‘grille’ has special self-healing properties, by the way.

So despite looking like a stonechip Viking shield, it should shrug off little gravel pings. Even then, some of the other details are good; super-slim head and taillights, a neat little kick in the rear three-quarter roof/windowline that reminds us of the i3 city car. Actually, don’t remind us of the i3 - a car that better than anything embodies BMW at its forward-thinking best. The iX’s sometimes lumpen rear end rams home the nostalgic missed point, but at least it’s a conversation starter.

On a more positive note, the iX’s interior feels slightly avant-garde and it’s all the better for it. A mixture of materials, textures and colours that seems like a mish-mash but very much works after minimal exposure, although you have to set aside some time to work everything out and set all your favourite shortcuts for the giant multimedia set up. But more on that in a moment.

What’s going on underneath?

A lot of good things. The frame is actually carbon fibre - you can see the scales when you open the doors - and there’s much use of lightweight aluminium. Although not sure where that went, seeing as this ‘small battery’ iX still weighs getting on for two-and-a-half tonnes (the iX 50 is nearly 2.6, and both of those are without options). But no one really expects an EV to be particularly wispy.

But the big news is that - to spoil things a bit - the iX 40 might well be the pick of the iX litter. Yes range equals convenience, but the 40’s 322bhp and 465lb ft of torque feels nicely judged. It’s pleasingly rapid too, dispatching the 0-62mph sprint in 6.1 seconds and on to a largely pointless 124mph. In fact, the 40 has exactly the same motors as the 50 with less current, so it would be interesting to see what kind of range an iX 40 with the bigger battery would be able to achieve.

So it’s good to drive, then?

This entirely depends on what you mean by ‘good’. If ‘good’ means sporty, then absolutely not. If ‘good’ means capable, comfortable and soothing, then yes, it’s really quite brilliant. Quite how BMW has managed to get this thing to ride so well on (optional) 22-inch wheels is incredible, even on quite gnarly road surfaces, and even with dumb suspension (the iX 50 gets air, and four-wheel steering). Traction is never troubled, even with the decent turn of pace that the iX40 is capable of providing, and cornering is authoritative rather than fun. The steering, by the way, is surprisingly good, and the general hush noticeable, even for an electric car.

It really would be good at making long journeys bearable - even more so because it hasn’t got that tempting EV jolt-acceleration built-in. It’s more of a cruiser, and encourages you into a more relaxed state of mind. This is a good thing; if you want a fast EV with a BMW badge, you either upgrade to the iX 50, wait for the iX 60 or go for the forthcoming i4 saloon - there’ll be more dynamism baked into that one. But for a brisk electric SUV, the 40 feels like the ‘right’ amount of power and torque.

Both iX variants tow the same 2,500kg/750kg for braked/unbraked trailers; sometimes mass means more towing ability, but the difference isn’t big enough here. And both get the same boot space, with 500-litres seats up, 1,750 seats down. It’s a practical shape and car, but there’s no frunk/froot up front.

Does the interior not give you a headache?

It looks a bit like it might be a migraine, but once inside, you get used to the iX’s spaceship qualities very quickly, and it grows on you over time. This feels progressive. Yes, the hexagonal steering wheel is a bit weird but not a problem and yes, there is a widescreen telly plonked in front of you, but it feels forward-thinking. Especially with the absolutely massive touchscreen element on the left-hand side.

Obviously there’s a tonne of tech to get to grips with, but initially everything works smoothly until you start to play with the many, many options, setting the car up to suit your needs and most-often used menus. It’s worth spending some time with it, and then it becomes less overwhelming. One thing that did impress though; even on the iX 40 there’s accurate voice control (at least for this accent) and a glass iDrive rotary controller in the centre console - when it all got a bit too ‘swipey’ we just used that.

The voice control doesn’t seem to work for everyone, but no complaints on the iX 40. And the 40-spec equipment list is chunky - it certainly didn’t feel like stuff was missing - including a cracking sound system, a plethora of cameras and ADAS systems, warmed everything and plenty of toys. The proliferation of charging points (there are a pair of USB C points in the back of each front seat for passengers) means that no matter how ‘connected’ your family, you should be covered.

If I get the cheaper one with less range, will that be a hassle?

Well, the iX 50 lists at £91,905 and the 40 at £69,850 without options, so that’s a truly hefty saving. And although the iX 50 gets 200kW charging ability, you’ll have to find a charger big enough to feed it, and they aren’t as common as you think. Certainly not as common as 150 and 50, and the iX 40 will take 150kW anyway. So basically they’ll both get from 10 to 80 per cent in half an hour on the biggest charger you can find (but there’s more range going into the bigger battery, obviously), but only charge at the same rate on a smaller-than-200kW outlet.

It’s not quite that simple, as charging slows for the last 20 per cent of the battery’s headroom, and the bigger battery will have more charge in it at 80 per cent (and so in effect give you more miles more quickly), but the iX 40 will be easy enough to juice up.

As far as range goes, let’s be realistic here, you’re probably looking at around 180 miles in cold-ish weather in mixed driving. If you charge at home and this is the family bus, then that should be enough. Not quite as convenient as petrol power in the odd situation, but good enough. Just.

So the little one is the best, then?

On a fairly brief encounter, it certainly seems like it. Just how fast do you need your SUV to be? Just over six seconds to 62mph is fast enough in most people’s minds, and the fact that the iX 40 saves over £20k over the next one up should prick up a few ears, even for people with swollen bank balances. A brief look at the general leasing costs also throws a bit of light on things. The iX 40 should roll in somewhere around the £925-a-month mark, with the bigger-batteried 50 more like £1,200. But more than that, it’s smooth, exceptionally quiet and with an interior that’s interesting, largely functional and fun. Save the money, go for the cheaper option.

# data.attributes.field_standfirst
The BMW iX 40 is £20,000 grand cheaper than the longer-range 50, and it’s the one to have