Latest news with #BMWiX
India Today
23-05-2025
- Automotive
- India Today
Xiaomi YU7 unveiled, deliveries to commence from July
Xiaomi EV has introduced its first-ever SUV, the Xiaomi YU7. Launched on May 22, 2025, the YU7 combines sleek design, advanced technology, and exceptional range, with the entry-level model offering a class-leading 835 km (CLTC). Set to compete with premium electric SUVs like the Tesla Model X and BMW iX, the YU7 will be available for purchase starting July Xiaomi YU7 is offered in three variants: Standard, Pro, and Max. The Standard variant, powered by a 96.3kWh battery, with 835km range (CLTC). The four-wheel-drive Pro (96.3kWh) and Max (101.7kWh) variants offer 760km and 770km ranges, respectively. While Xiaomi has not yet disclosed exact pricing, the YU7 is positioned as a premium option in the luxury SUV and featuresIn terms of dimensions, the Xiaomi YU7 measures 4,999 mm in length, 1,996 mm in width, and 1,600 mm in height, along with a 3,000 mm wheelbase. Key design elements include: Proportions and Styling: A 3:1 wheel-to-body ratio and a 3.11 clamshell aluminum hood, the largest in mass-produced vehicles, enhance its premium Innovations: Redesigned waterdrop headlights with air channels and ultra-red halo taillights (>632 nm) for superior nighttime A drag coefficient of Cd 0.245, achieved through 10 air channels, 19 optimised vents, and an active grille with 100 adjustable louvers, adding 59 km to its Door Handles: An infotainment-controlled 'Auto-Flush' system extends handles automatically, improving convenience and YU7 is available in three vibrant colors: Emerald Green, with a gemstone-inspired dual-layer finish, Titanium Silver, and Lava and technology advertisement The YU7's 'Dual-Zone Surround Luxury Cabin' blends comfort and cutting-edge tech:HyperVision Panoramic Display: A 1.1-meter triple Mini LED screen with 108 PPD resolution and 1,200 nits brightness, projecting navigation, media, and vehicle data with minimal space: Roomy Interior: Provides 100mm of headroom in the front, 73mm of legroom in the rear, and a total storage capacity of 1,970 litres. This includes a 141-litre front trunk and a main cargo space of 678 litres, which can be expanded to 1,758 litres by folding down the rear seats. Thoughtful storage solutions add an extra 71 litres of space within interior Features: Dual zero-gravity front seats with 10-point massage and 135 reclining rear seats for premium Powered by a 4 nm Snapdragon 8 Gen 3 chip and NVIDIA DRIVE AGX Thor (700 TOPS), the YU7 supports Wi-Fi 7, dual 5G, and Xiaomi's 'Human x Car x Home' IoT YU7 Max delivers 690PS, 508kW peak power, and a 0-100 km/h sprint in 3.23 seconds, powered by the HyperEngine V6s Plus. Its 800V silicon carbide platform supports a 5.2C charging rate, achieving a 10% to 80% charge in 12 minutes. The chassis, equipped with front double wishbone and rear five-link suspension, closed dual-chamber air springs, and Brembo four-piston calipers, ensures a 33.9 m braking distance from 100 km/ advertisementThe YU7 features an upgraded armor-cage steel-aluminum hybrid body with 2200 MPa ultra-high-strength steel, improving side-impact protection by up to 52.4%. A 1500 MPa crossbeam and bulletproof battery coating enhance underbody safety. The vehicle's torsional rigidity of 47,610 Nm/deg and 50+ C-NCAP/C-IASI crash test certifications ensure top-tier drivingAll YU7 variants include advanced driver assistance systems, powered by NVIDIA DRIVE AGX Thor, LiDAR, 4D millimeter-wave radar, and 11 high-definition cameras, offering precise obstacle detection and reliable performance in challenging to Auto Today Magazine
Forbes
22-05-2025
- Automotive
- Forbes
Test-Driving The 2025 BMW iX—From Caterpillar To Butterfly
BMW iX When sitting at traffic lights in a BMW iX in 2021, a van driver rolled down his window to shout 'Not the prettiest, is it?" Five minutes later, a gentleman asked me where he could buy one. It's continued to divide opinion since its release, but BMW has recently introduced some desirable changes to what could be their best car yet. There's no escaping the large kidney grille, but a new mesh pattern enhances things, and buyers can now specify an illuminated grille surround. Likewise, the black trapezoid (cheek) sections found previously below each headlight are now body-coloured on Sport models, and have been replaced entirely with sharp inlets on M Sport models; the headlights are new too. It's less visually awkward, and dare I say it: it's a handsome brute, but then, I've always harboured fondness for the iX. BMW iX £75,000 ($75,150) gets you the entry-level iX xDrive45, which adds 82 bhp and 125lb ft over its predecessor, the xDrive40. This means 408 bhp and 516lb ft, while BMW claims the larger 94.8Wh battery will return 374 miles, a 100-mile increase. Upgrading to M Sport costs £3,000 ($4,500), but this only adds extra trim bits and if you want the more powerful xDrive60, like the model tested here, you'll need to spend an additional £15,000, or $13,350 for those overseas. I was collected in a 7 Series so I didn't get lost in the Cotswolds countryside, which I did anyway, but that's another story. I was reclined; the massager attempting to loosen 30 years of back knots as the chair cooled my behind—bliss. 2025 BMW iX Wafting around the English countryside in the iX was almost as blissful. I wasn't reclined, the local 5-0 would frown at that, nor did I have a massive 31-inch TV to gawk at, but I was serene. My sound meter recorded 63 dB at 60mph as the wind whipped around its wing mirrors without a whisper, and at lower speeds, the meter dipped to 59 dB. Even with the monstrous 22-inch wheels fitted it was silent, but that's helped with BMW's foam absorption technology, which reduces tyre noise. It's eerily quiet. BMW iX boot The cabin is airy and light and you feel usefully perched forward. There's heaps of room and opening the boot reveals a large 1,750-liter cargo area. If you fancy a bit of fun, the iX will also oblige. It's no sports car, of course, but it will still corner precisely and respond to sharp steering inputs. The xDrive60 feeds 544 bhp and 564lb ft through all four wheels, meaning 0-to-62 mph takes 4.6 seconds; the top end is 124 mph. It's mighty fast for a 2,580kg SUV. I decided to go off-route and find Jeremy Clarkson's farm shop after watching every season of Clarkson's Farm. What was meant to be a 21-mile journey turned into a tour around the Cotswolds because of various road closures. BMW iX Exceeding 35 miles, I finally reached Clarkson's farm shop. After a quick browse through the aptly-named produce, I headed back to the venue where the efficiency readout showed 3.0mi/kWh on arrival. BMW claims the xDrive60 will return 426 miles thanks to its gargantuan 109.1kWh (usable) battery. It'll also charge at 11kW AC and DC is up to 195kW, meaning the 10-80% charge takes just 35 minutes for the latter. BMW has done a fine job at making the iX not only more appealing, but by giving it more power, and range, to boot. The entry-level Sport gets a Harman Kardon surround system, electrically adjustable front seats, steering wheel heating, all-wheel drive, a heat pump, and DC charging up to 175kW, a decent standard kit list. If you can, go for the xDrive60. You get more power, tech, charging capability, and range. Oh, and it looks much nicer. Follow me on Instagram.
Tom's Guide
14-05-2025
- Automotive
- Tom's Guide
I just test drove the 2026 BMW iX — and it can change lanes with head gestures
One of the features I always look forward to trying out in every electric vehicle I test is adaptive cruise control, also known as smart cruise control. But the 2026 BMW iXtakes things to the next level. Yes, plenty of modern cars can automatically handle braking and acceleration to maintain cruising speed, but it's usually luxury EVs that go a step further by controlling the steering wheel and changing lanes. Just like other premium EVs, like the Rivian R1S, the BMW iX can essentially drive and switch lanes all on its own. However, what makes it unlike anything else I've come across is that its active lane change assist feature leverages head gestures to change lanes. The BMW iX's Driving Assist Plus will check to see if the lanes are clear on either side. When it senses this, there's an audible tone that indicates the option to change lanes — which I complete by briefly looking at the corresponding side mirror. I got to drive the new lineup for a day, which consists of the BMW iX xDrive45, iX xDrive60, and M70 xDrive — starting at $75,150, $88,500, and $111,500 respectively. They're certainly not cheap, but these fully electric SUVs come with premium features and conveniences that make the driving experience comfortable and seamless. Other premium EVs will only do change lanes when I trigger the corresponding turn signal, while more advanced systems like Super Cruise Control on the Cadillac Lyriq and Acura ZDX Type-S will automatically change lanes if it senses the left lane is clear. While I've come to appreciate Super Cruise Control, it can be unnerving when there's more congestion on the highway. I've come across situations when I could see a car in the rearview mirror speeding from way back, but the car would proceed to switch lanes because it's too far back for it to sense it — which makes it feel like it's cutting off that speeding car. Get instant access to breaking news, the hottest reviews, great deals and helpful tips. I prefer BMW's implementation because it gives me that extra layer of control and it just feels so much cooler to do. What's nice, too, is that Driving Assistant Plus comes standard in all of the 2026 BMW iX lineup. In addition to using the turn signals to trigger a lane change while assisted cruise control is activated, Driving Assist Plus will actively check to see if the lanes are clear on either side. When it does sense this, there's an audible tone that plays to indicate the option to change lanes and a notification on the driver display — which I complete by briefly looking at the corresponding side mirror. It won't change lanes unless I physically turn my head to look at the left or right mirrors. I can keep my head still and quickly glance at those mirrors to see if it's clear, but it won't do anything unless I move my head and keep it there for about 1.5 seconds. This is a much smarter implementation because it gives me the option to tell the car to switch lanes or not, plus I can decide if it should go to the left or right lane — rather than just the left that most other EVs do. And in the situation when I don't want to change lanes at all, I can just choose to remain in my lane. Just take a look at the clip above to see it in action, as I look to the left side mirror to trigger the lane change. Apart from that, I really like the tight handling and speedy performance of the entire lineup — including the iX xDrive45 with its 402 hp performance. There's more power with the iX M70 xDrive, naturally, that delivers upwards of 650 hp. Inside, I really love the spacious leg room for both the front and back seats. Also, they look stunning by blending modern luxury and technological sophistication. There's certainly a lot more to the 2026 BMW iX line that I can't uncover through a day's worth of driving, like its efficiency and charging speeds, but I can tell you without a doubt that it has one of the best adaptive cruise control systems around. The BMW iX's ability to drive on the highway all on its own is impressive, while the option to switch lanes with head gestures is a neat touch I can see myself using a lot.
Car and Driver
13-05-2025
- Automotive
- Car and Driver
Driven: 2026 BMW iX Dials It Up—and Down
A plethora of automakers have rushed to introduce high-end electric SUVs, but they're now facing an unexpected slowdown in EV adoption, layered on top of which is the fresh chaos of on-again, off-again tariffs. BMW's iX landed well when it arrived for 2022 as the brand's entry into the luxury EV SUV fray and has been a Car and Driver Editors' Choice. The 2026 model year brings some changes—most welcome given the difficult environment—to BMW's battery-electric mid-size entry. Most significantly, the lineup grows from two models to three. BMW is adding the entry-level xDrive45; with a little bit of nameplate inflation, the two other variants become the xDrive60 and the M70 xDrive. That expansion lowers the price of entry by more than $12,000. The xDrive45 starts at $76,325, rising to $89,675 for the xDrive60, and topping out at $112,675 for the M70. Of course, those prices are before options. The xDrive45 and xDrive60 that we drove both carried roughly $20,000 worth of extras, while our sample iX M70's bottom line was swollen by $10,000 in options. The iX is still very much a high-dollar proposition. View Exterior Photos BMW Driving the iX Whereas previously the iX was either a 500-plus- or 600-plus-hp machine, the new base version makes 402 horsepower. Yet it hardly feels anemic. BMW posits a sub-five-second sprint to 60 for the base model, and it's plenty brisk in suburban traffic or when merging from a short on-ramp. The two upper models both add more horses to the corral this year: The xDrive60 pumps out 536 horsepower (a 20-hp increase over the 2025 xDrive50), and the M70 kicks that up to 650 ponies (40 more than the previous M60). All of the iX's variants offer two motors driving all four wheels. So far, at least, BMW hasn't followed Rivian and Tesla into the absurdist realm of three- or four-motor variants. Still, the xDrive60 and the M70 both can muster the kind of eye-widening, hold-on-tight throttle response that characterizes high-zoot EVs. BMW says the xDrive60 will reach 60 mph in 4.4 seconds and the M70 in 3.6. But that's sandbagging. How do we know? Because we got even-quicker times from the less powerful outgoing models: 4.0 seconds with the 516-hp xDrive50 and 3.2 with the 610-hp M60. The new versions should be at least as quick. View Exterior Photos BMW Not every EV that's capable of vision-blurring acceleration has the chassis to handle it, however. The iX does. Yes, there's some squat when you mat the right pedal, but the wheel doesn't squirm in your hands, and there are no seasick body motions. That's all the more remarkable because the iX is not some stiff-legged boy racer—even the M70, which gets its own specific tuning for the dampers and the anti-roll bars. We'll note that all three examples we drove were equipped with four-wheel air springs and adaptive dampers; they're standard on the M70 and a $1600 option (bundled with rear-wheel steering) on the xDrive45 and xDrive60. The hardware is impressive. Our route through New Jersey and New York saw a full spring bloom of bad pavement, yet the iX barely acknowledged it. Despite rolling on 22-inch wheels (xDrive45, xDrive60) and 23s (M70), the chassis transmitted no harshness to the cabin. No matter the drive mode, the iX is a blissful cruiser, smooth and quiet, with a more comfortable ride than any of BMW's conventional SUVs. Yet it's also composed and eager through curves. Lift-off regen is adaptive by default, although drivers who prefer consistency—count us in that camp—can choose Low (coasting), Medium, or High levels of regen. Oddly, the iX doesn't offer paddles to adjust regen, instead requiring a multi-layer dive into the central touchscreen. One-pedal driving, however, is more easily accessed by simply shifting into "B." The one-pedal mode is effective, but for those who don't use it, brake-pedal action is smooth enough that your passengers won't question whether you skipped driver's ed. And in past testing the iX brakes have proved strong, hauling this big BMW to a stop from 70 mph in just 158 feet. For when you'd rather lets the chips do the driving, the iX offers hands-free highway driving, up to 85 mph, as part of the Driving Assistance Professional package ($2550). Like other automakers' systems, the hands-free operation is available only on specific highways. The system's capabilities include the ability to suggest a lane change, which it will execute if the driver gives the go-ahead either with the turn signal or by looking into the side-view mirror. View Exterior Photos BMW Range Is Better but Not the Best For EVs, performance is as much about range as it is any conventional measures, and preliminary figures for the 2026 model show an improvement over last year. BMW credits the increase to more efficient inverters that use silicon-carbide technology (rather than just-plain silicon), as well as revised wheel bearings and lower-rolling-resistance tires. All three iX models can now clear the 300-mile hurdle: The M70 just makes it with 303 miles, while the xDrive45 delivers 312 miles, and the middle-child xDrive60 promises 364 miles. Of course, this is with the best-case tires. If you go for stickier and larger optional rubber, the ratings do go down. Still, those best-case range numbers are as good as or better than the EPA estimates for rival SUVs from Audi, Cadillac, Mercedes-Benz, Volvo, and Tesla. However, they can't match the best-performing variants of the Rivian R1S and Lucid Gravity, which exceed 400 miles. If the earlier iX is anything to go by—and it should be—then the 2026 iX's real-world range will likely come close to its EPA estimates. In our 75-mph highway range test of an earlier iX, we got 290 miles. View Interior Photos BMW At 100–113 kWh, battery size varies slightly by model. BMW claims a max recharge rate of 195 kilowatts for the two upper-trim models and 175 kilowatts for the base version—neither figure is spectacular. Looking toward Stuttgart (as you know BMW does), the iX beats the Mercedes EQE SUV models' 170-kW max but not the EQS SUV's 200 kilowatts. For further context, the Rivian R1S recharges at 220 kilowatts and the Volvo EX90 at 250 kilowatts, while the Lucid Gravity gulps electrons at up to 400 kilowatts. For Level 2 refills, all iX trims get an 11-kW AC charger, which again is pretty standard fare. Design Directions We're mostly charmed by this EV's avant-garde cabin, which sees only minor changes this year. The biggest is a new M Multifunctional seat, which offers additional adjustments including backrest width. Standard on the M70, it's part of the M Sport package interior option on the two lower trims. It also includes a three-spoke circular steering wheel, in place of the standard two-spoke hexagonal unit. View Interior Photos BMW Faux leather and microfiber are standard, while real leather costs extra on all models. A more intriguing—and less expensive—optional choice, however, is a wool/microfiber combo. With heated seats and even heated steering wheels now commonplace, the iX moves toward a fully heat-radiating interior with heating elements in the rear seats, door panels, center armrest, dashboard, and glove compartment. The panoramic glass roof (optional on the xDrive45, standard on the others) features electrochromic shading. BMW's glass switches (shifter, seat adjusters, and rotary controller) remain available. The iX's digital display merges infotainment and instrumentation into a single curved billboard-style screen that stands proud of the sloped dash. It runs BMW Operating System 8.5, which is not the brand's very latest, but it still allows for video streaming of YouTube or local channels, as well as gaming via the AirConsole platform. Or maybe you'd rather just look at art. If that's the case, call up either the Expressive or Digital Art modes, which splash abstract designs across the whole screen's expanse. View Interior Photos Joe Lorio | Car and Driver The best part about the iX interior, however, may be that when you're in it, you can't see the iX exterior. Whereas other BMW EVs (i4, i5, i7) share their platform and body with their gas-engine counterparts, the iX looks nothing like the similarly sized X5. Major bodywork changes were outside the scope of this update, but there are detail-level changes. The front fascia is reshaped, the frames of the outsized grille panels can now be illuminated, and there are angled headlight elements that reflect the grille panels' angled graphics. (The M Sport appearance package substitutes horizontal grille elements.) The sections of black bodywork are reduced, replaced by more body color. None of that makes the iX the most handsome entry in its competitive set, but this BMW has inner beauty. And we're not just talking about the splashy cabin design. There's a real cohesiveness to the way this EV drives, which combined with improved range numbers and (slightly) more accessible pricing should help BMW's top battery-electric offering as it navigates the stormy seas of the U.S. EV market. Specifications Specifications 2026 BMW iX Vehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon PRICE Base: xDrive45, $76,325; xDrive60, $89,675; M70 xDrive, $112,675 POWERTRAIN Front Motor: current-excited synchronous AC, 255 hp, 269 lb-ft Rear Motor: current-excited synchronous AC, 268–483 hp, 295–479 lb-ft Combined Power: 402–650 hp Combined Torque: 516–811 lb-ft Battery Pack: liquid-cooled lithium-ion, 100–113 kWh Onboard Charger: 11.0 kW Peak DC Fast-Charge Rate: 175–195 kW Transmissions, F/R: direct-drive DIMENSIONS Wheelbase: 118.1 in Length: 195.5 in Width: 77.6 in Height: 67.7 in Passenger Volume, F/R: 60/54 ft3 Cargo Volume, Behind F/R: 78/36 ft3 Curb Weight (C/D est): 5500–5900 lb PERFORMANCE (C/D EST) 60 mph: 3.1–4.5 sec 100 mph: 7.5–9.7 sec 1/4-Mile: 11.3–13.4 sec Top Speed: 124–155 mph EPA FUEL ECONOMY (C/D EST) Combined/City/Highway: 75–90/74–92/76–87 MPGe Range: 279–364 mi Reviewed by Joe Lorio Deputy Editor, Reviews and Features Joe Lorio has been obsessed with cars since his Matchbox days, and he got his first subscription to Car and Driver at age 11. Joe started his career at Automobile Magazine under David E. Davis Jr., and his work has also appeared on websites including Amazon Autos, Autoblog, AutoTrader, Hagerty, Hemmings, KBB, and TrueCar.
Digital Trends
13-05-2025
- Automotive
- Digital Trends
2026 BMW iX first drive: I expected BMW to tone things down, but thankfully it didn't
Table of Contents Table of Contents Still daring to be different Performance improves — but does it matter? More range, same charging speeds A refreshingly different interior with well-executed tech The base model is the one to have Electric cars have given automakers a rare opportunity to throw out design and engineering conventions in favor of something truly new, and few automakers have exploited that opportunity like BMW. The German automaker's first attempt at a volume-production electric vehicle was the BMW i3, a small hatchback that dispensed with all expectations of what a car wearing BMW's blue-and-white badge should be, with a novel shape and engineering to match its electric powertrain. While the i3 wasn't a sales success, its spirit lives on in an EV at the opposite end of the price and size spectrum. Recommended Videos Introduced for the 2022 model year, the BMW iX is a large SUV that sits near the top of the automaker's EV lineup. It's now been on sale long enough to warrant a mid-cycle refresh — or Lifecycle Impulse (LCI), in BMW speak — that brings numerous improvements while carrying forward the ethos of the i3. Still daring to be different Like the i3, the iX is hard to ignore. The original model's many detractors will be disappointed to learn that BMW has doubled down on the massive grille, which returns with optional illumination. More prominent air intakes on either side help balance it somewhat, though, while new headlights with prominent vertical elements give the refreshed iX a somewhat cross-eyed appearance. Still, it's nice to see a design that doesn't blend into traffic — from some angles at least. The real issue here isn't the grille, it's that there isn't much about the rest of the car that stands out. The thin taillights are unusual but subtle, and in profile view the iX's tall-but-curvy shape makes it seem like BMW's designers weren't sure whether they were working on an SUV or a minivan. The iX is hard to ignore. In addition to following a similar design path, the iX borrows some of the i3's impressive engineering. Its chassis uses a mix of aluminum, steel, and carbon fiber reinforced plastic (CFRP) similar to what was pioneered by the i3. But while CFRP should help reduce weight while retaining structural rigidity, although here the benefit is harder to see. BMW quotes a base curb weight of 5,567 pounds, which is not far off from a Mercedes-Benz EQE SUV with more conventional chassis construction. For 2026, the iX lineup expands with a new iX xDrive45 base model priced below the xDrive60 and M70 xDrive, which are updated replacements for last year's xDrive50 and M60 xDrive variants, respectively. The M70 xDrive has a slightly sportier appearance, with bigger front air intakes and a mini rear diffuser, but a similar look can be added to the other two models via an optional M Sport Package. Performance improves — but does it matter? All three 2026 iX models have dual-motor all-wheel drive powertrains, hence the 'xDrive' branding. The base iX xDrive45 uses a 100.1-kilowatt-hour (usable capacity) battery pack and is rated at 402 horsepower and 516 pound-feet of torque. The other two use a larger pack, with different software that brings usable capacity to 113.4 kWh for the xDrive60 and 112.8 kWh for the M70. Either way, it's more than the 109 kWh of all 2025 iX models. Output increases too. While there's no 2025-model-year analogue for the base xDrive45, the xDrive60's 536 hp is a 20-hp gain over the xDrive50 it replaces (torque remains unchanged at 546 lb-ft). The M70 produces 650 hp and 811 lb-ft, which are gains of 40 hp and 62 lb-ft over the M60 it replaces. However, this sportiest iX model isn't any quicker, still doing zero to 60 mph in 3.6 seconds, according to BMW. Precise steering makes getting the most out of the chassis easy. The M70 is still appreciably quicker than the xDrive45 and xDrive60, which reach 60 mph in a BMW-estimated 4.9 seconds and 4.4 seconds, respectively. But from the driver's seat, all three models felt plenty quick. Even switching directly from the M70 to the xDrive45 didn't feel like a downgrade; the base model was more than capable of mashing bodies into seats. There wasn't a dramatic difference in handling and ride quality, but that's because BMW set such a high bar with the pre-facelift iX. This isn't the sportiest BMW, but corners gracefully, with precise steering that makes getting the most out of the chassis easy. And it does that while retaining the cushioned ride of a true luxury car — even on the newly-optional 23-inch wheels. Much of this is due to rear-axle steering and adaptive air suspension that are standard on the M70, but can be added to the two lower-tier models with the Dynamic Handling Package. So again, it's hard to justify the top-dog M70 when it comes to real-world driving. More range, same charging speeds The iX also boasts range improvements across the lineup. BMW estimates 340 miles for the xDrive60, 312 miles for the xDrive45, and 302 miles for the M70 xDrive. To put that in perspective, the 2025 iX topped out at 309 miles with a pack slightly larger than the one in the xDrive45. And the M60 xDrive — the equivalent to 2026's M70 — could only muster 285 miles per charge. BMW didn't address charging, however. The xDrive60 and M70 still DC fast charge at 195 kilowatts like all 2025 models, while the xDrive45 reaches 175 kW. That's still enough for a 10%-80% charge in 35 minutes, BMW claims, and the standard 11-kW AC onboard charger has a more competitive power rate. It should make overnight recharges at home a nonissue. A refreshingly different interior with well-executed tech The interior and tech features haven't changed much, but that's because they were already far ahead of the curve. In the spirit of the i3, the iX shows off what's possible, but this time it's a lead the rest of BMW's lineup actually followed. Since its 2022-model-year launch, the iX's curved dashboard display — including a 12.3-inch digital instrument cluster and 14.9-inch touchscreen in one housing — has cropped up in other BMW models. It returns for 2026 looking as good as ever, and the iDrive infotainment system is fairly easy to navigate (wireless Apple CarPlay and Android Auto remain standard as well). The stage for this tech is a cabin radically different to other BMW models. An angled dashboard and door panels provide visual interest while opening up space, as does the minimal center console that floats between the front seats. Available crystal controls further add to the whimsical atmosphere. For 2026, those wanting a more stereotypically BMW appearance can also spec an M Sport Package with a chunky steering wheel and seats with extra bolstering. The base model is the one to have The iX was a great luxury EV at its launch, and the enhancements for 2026 help it keep pace with rivals. But most significant is the iX xDrive45 model's base price of $76,325—$11,920 less than the least-expensive 2025 model. That also makes the 2026 iX cheaper than rivals like the Mercedes-Benz EQE SUV and Volvo EX90, while offering more range than an equivalently-priced Rivian R1S. BMW also keeps pricing in check for the other two iX grades. The xDrive60 starts at $89,675—$1,430 less than the xDrive50 model it replaces. The M70 xDrive costs $112,675—the same as the equivalent M60 model from 2025. While the xDrive60 offers more range, and both it and the M70 offer more power and a higher DC fast-charging power rate, the actual driving experience isn't different enough to warrant upgrading from the xDrive45. That model's lower base price leaves plenty of headroom for options, so you can spec it how you want without FOMO. And in today's car-buying environment, that feels like a major win.
