2023 BMW IX M60 Review

If you’re going to be stuck in a torrential downpour, few cars are better to be in than the 2023 BMW iX M60.

As I watch people dash from the coffee shop to their cars, dodging puddles larger than the squinty SAV, I think about how this new super-powered EV practically does it all. It’s even quicker than the already-speedy iX xDrive50. It piles on a lot of that car’s optional equipment, including the heated armrests that are keeping me oh-so comfy. The interior wouldn’t look out of place in a trendy downtown hotel.

BMW’s latest M-badged electric model is an impressive piece of kit then, no doubt. But when the regular models are so good—and in the case of the iX, they very much are—it can be hard to justify the extra outlay.

BMW launched the iX earlier this year in aforementioned xDrive50 guise. We liked it a whole bunch last spring, with credit going to the deft suspension tuning, wonderful cabin design, and impressively consistent electric drivetrain.

None of that changes dramatically for M60 duty. Underpinning the X5-sized electric crossover is a standard air suspension with rear axle steering, both of which were optional on the xDrive50. There are detail changes to the airy, ultra-modern cabin, but it’s still one of my absolute favorites, of any class. BMW has stuck to the same 105.2-kWh (usable) battery pack too, but upped the power of the dual electric motors. Horsepower jumps up 94 to 610 hp, and there’s a seismic 811 pound-feet of torque available during launch control. Naturally then, range is down, ranging from 274 to 288 miles (441 to 463 km) based on wheel size. It all comes wrapped up in that distinctive shape.

Sadly, none of that changes dramatically for M60 duty, either. Time with the iX has given me appreciation for certain parts of the design, sure. I like front and rear, separately, but there’s no cohesion connecting the respective sharp and soft of either end. This tester’s Storm Bay Metallic doesn’t help matters, either. The dual-color wheels excellent however, and the bronze highlights extend to various other exterior trim pieces. Those bits are available on the lesser car too, though; it’s only the wheels and blacked-out badges, and a set of blue brake calipers, that will tip off onlookers.

That under-the-radar status is something of a blessing. In a week where I’ll be meeting up with managing editor Mike Schlee in the Acme-oversized-hammer that is the Challenger Jailbreak, it’s easy to appreciate the iX’s visual and audible subtlety. Especially once one considers that the M60 can keep the muscle car honest right up to highway speeds, in anything less than utterly perfect weather.

Officially, the M60 will drop the dash to 62 mph (100 km/h) in just 3.8 seconds. Unofficially, it feels even quicker, which is pretty standard for modern BMWs these days. If the 50 is quick enough for you to have to catch your breath, the M60 is a science experiment aimed at compressing your lungs. My personal aspect ratio changed after a few runs of launch control.

I also had the good fortune to test the iX’s dynamic abilities in a controlled environment at a track. During the launch of the M4 CSL, BMW had a handful of journalists run an autocross in one of Mosport’s parking lots. When stacked up against an M240i, M340i, and M850i, the iX M60 held its own, posting similar times and garnering plenty of grins doing so. The seating position is so comparatively high, it’s like watching a racing game in third-person view. On fast-forward. On a bar stool. The grip is so serious, not to mention the added agility from the rear-wheel steering, that the lack of bolstering becomes very apparent. It’s a blast.

On the road, and in lesser driving modes, the M60 is nearly indistinguishable from the xDrive50. There’s a firmer edge to the ride, but nothing too dramatic. The air suspension is well-tuned to handle larger bumps, and all manner of noise is kept to a minimum. BMW’s one-pedal mode is one of the more aggressive out there, scraping back big chunks of otherwise wasted energy to extend the range.

I’ve said it before and I’ll say it again: the iX interior is one of the best I’ve had the pleasure of putting my buns in, no matter the price. BMW’s design teams are exploring textures, materials, and straight-up vibes in a way few other brands are doing. The basic design is the same as before in here, with a slimline dashboard, “floating” dual-screen layout, and that funky two-level center console.

Whereas the xDrive50 featured the super-cool microfiber and gray wool combo, this M60 goes for a more stealthy, sporty feel—appropriate, if less visually interesting. The blue perforated leather sure is soft, and the quilting wrapping right around the seat bases is a strong detail. The leather extends across the dashboard too, and encircles the wonderful open-pore wood of the center console.

Nearly everything looks and feels thought-out: look at the diagonal slash that makes up the door handle, and the parallel line on the center console. The crystal controls for the seat adjustments, now door-mounted for easier access. There are two ergonomic niggles I have, however. Firstly, the electronic door handles are awkwardly located, too far forward to get leverage, especially with the back of your hand. I’m also not sold on the cupholder placement; arms don’t bend that way, BMW.

Space is more than adequate for four adults. Four-zone climate control ensure everyone has their say, too. You can fit a fifth person in the middle, if they don’t mind knees touching.

iDrive 8.0 debuted on the iX, and it’s a system I still rate highly. Sharp graphics, quick responses, and seamless wireless mobile integration are its strengths. There is a learning curve, as the plethora of icons can be overwhelming at first, but customization does reward those who put in the effort. The crystal rotary knob is as satisfying to use as it is to look at.

Two other important tech features stand out in the iX M60. The electrochromatic roof is seriously cool, going from opaque to clear at the press of a button, but with a slight fade that really sells it to wowed passengers. It’s a nit-picky thing, but the instant action of the similar roof in the Toyota Venza spoils the magic. I’m not sure passengers will love the Iconic Sounds suite, however. It’s cool at first, especially the full, complex Sport mode noises, but like most systems of this type, it becomes annoying on steady-state highway slogs.

Charging for the iX can be up to 195 kilowatts on a DC fast charger, enough to do the 10–80 percent charge-up in around 40 minutes. You’re looking at closer to half a day on a Level 2 setup.

Opting for the M60 badge launches the iX cleanly into the six-figure realm, with a starting price of $109,895 ($124,230 CAD), including destination. There aren’t a lot of options beyond that, although BMW still charges extra for Driving Assistant Professional in Canada ($2,000 CAD). Specs differ slightly on either side of the border, but the closest analog for our Canadian-spec tester is $119,695 (as-tested price: $142,830 CAD).

That puts the iX in an interesting space. Other options include the ultra-classy new Range Rover, which treads a familiar path without an all-electric model (yet). Erstwhile competitor Mercedes has the slightly larger EQS SUV, which squeezes an extra row into a shape that has its own detractors. There’s also the original big-boned EV SUV, the Tesla Model X, if your tastes skew more towards gimmicky doors and the sort of build quality found in a 2 Series, not a 7.

The toughest competitor to the iX (M60) is … the iX (xDrive50). When you’re not pretending to set qualifying times in the world’s most unlikely Formula E fighter, the M60 just doesn’t feel much different from its little brother. The ways it does—a stiffer ride, reduced range—make it worse, too. Other BMW products see a larger gap between the diet Ms and the everyday models; think 330i versus M340i. Not wanting to get all rational in this rarified are, but you’re paying 30 percent more for 10 percent extra capability.