BMW ix5 425kW xDrive60 146kWh 5dr Auto

Ten Second Review

The iX5 is BMW's first really cutting-edge large luxury full-electric SUV. Building on the legacy of the brand's 400V iX, this electric X5 takes the concept of an EV crossover to the next level with a class-leadingly large battery.

Background

Pairing Neue Klasse EV technology and design with combustion-derived CLAR underpinnings, BMW's iX5 aims to redefine what a full-electric BMW Sports Activity Vehicle can be. The huge battery's driving range sets new class standard - but then so does this car's near-3 tonne kerb weight. The new 800V powertrain benefits from all kinds of more recent elements from BMW's sixth generation eDrive technology that sets this iX5 apart from the existing iX model it indirectly replaces. These include the cylindrical battery cells we first saw on the iX3, which took some careful packaging into a battery that's now integral to the chassis. A new kind of big BMW EV then. Does it set a new standard? Let's see.

Engines and Tech Spec

If, as we did, you thought that the 121kWh battery in Porsche's Cayenne Electric was pretty large, then we're not sure what you're going to make of the 141kWh pack in this iX5. That might be needlessly big for the kind of driving you're likely to do and if it is, then wait for the smaller-battery version BMW's likely to introduce in due course. This BEV BMW rides on the same evolved CLAR platform as combustion versions of this fifth generation X5 and as you'd hope, that big battery pack delivers a prodigious range figure - 525 miles, 22 miles better than the iX3, despite this larger model weighing half a tonne more. That beefy bulk (2,890kg, 600kg more than the diesel) requires a potent pair of motors, in this case developing 320hp at the rear and 242hp at the front, giving a total output of 578hp (more than the old X5 M petrol super-SUV), with 0-62mph taking just 4.6s en route 130mph courtesy of 805Nm of torque. There's the same cringingly-named 'Heart of Joy' control unit that's so effective in the iX3, with Dynamic Performance Control software that acts as the 'brain' of the car, coordinating the drivetrain, steering and braking systems. Rigidity is helped by the car's 'cell-to-pack' technology that integrates the battery pack as part of the chassis. All X5s run on air suspension and feature rear-wheel steering that can only turn the rear wheels up to 3.2-degrees; for perspective, a Range Rover manages 7.3-degrees. Top trim levels and M Performance models add an 'Active Roll Comfort' roll stabilisation system to this set-up.

Design and Build

The iX5 is intentionally almost identical in appearance to combustion X5s - as is now the trend with new EVs from the premium makers. This fifth generation of X5 may not have a proper Neue Klasse platform but it does very much have a Neue Klasse look - clearly related to the iX3 model that started this generation of EV-orientated BMWs. Which means muscular rear haunches and a wrap-around front light panel with distinctive vertical kidney grilles. That 'face' can feature headlights illuminating in an eye-catching 'double-X' design, which glows yellow with M Performance models. Small nodules at the base of the windows replace conventional door handles and the wheels are between 21 and 23-inches in size. The rear has the usual full-width light strip but is most notable for the fact that the Range Rover-like two-piece tailgate of previous models (that many owners really liked) has been ditched for a conventional hatch. There's even more of a Neue Klasse design theme at the wheel, which means the traditional driver display has been replaced by a full-width 'Panoramic i-Drive' set-up that runs along the windscreen base. This more futuristic arrangement also includes an unusual multi-function steering wheel and a weirdly trapezoidally-shaped centre screen - in this case 17.8-inches in size. What's different from the iX3 is that to suit the current segment fashion, BMW has added a third passenger-side screen (also strangely shaped). As you'd hope, it all feels rather more high-end than in an iX3, with intricate door card stitching, natural materials like slate and glass used to lift the premium vibe and a new kind of ambient lighting integrated into a metallic band that runs behind the main screens and into the doors. As before, there's a high centre console and leather or suede-effect fabric is wrapped around most of the dashboard and the doors. As you'd expect, there's loads of cabin storage space, with a couple of large central cup holders and a big centre storage area. Below the dashboard, there's a MagSafe wireless charging pad for iPhone users. There's plenty of space to stretch out in the second row, though the seat bases don't slide. The rear backrest is at a slightly more reclined angle than before, though to be able to recline it (by 2-degrees), you'll need the optional Luxury Seating Package. BMW seems to have no plans to offer the optional third sitting row that could be had on previous generation X fives. Boot capacity is rated at 665-litres, expanding to 1,850-litres with the 40:20:40-split rear bench folded. Betraying its shared combustion underpinnings, the iX5 has no under-bonnet 'frunk'.

Market and Model

Expect to pay from around £85,000 for a base version of the iX5 60 xDrive, with top-spec variants edging up to around the £100,000 mark. There's the usual BMW trim choice between M Sport, M Sport Pro and M Performance models, which all benefit from a variety of model-specific design features. M Sport includes M roof rails in high-gloss Shadowline, the M Aerodynamics Package, sculpted front and rear bumpers and side skirts in body colour. It also brings M Adaptive suspension, 21-inch alloy wheels, M Sport brakes with dark blue calipers and the BMW M interior design package with Black/Atlas Grey sports seats in Veganza/Alcantara upholstery M Sport Pro models add additional features including 22-inch Trigon light-alloy wheels in Jet Black and M Sport brakes with red calipers. Other visual highlights include this variant's darker BMW Iconic Glow kidney grille with M Shadowline trim, exterior mirrors in high-gloss black and M-specific bumpers with a higher proportion painted in black. Inside, M Sport Pro models receive a model-specific steering wheel design and seat belts with M tricolour stitching. The flagship M Performance model stands out with M Yellow double-X headlights and a striking rear spoiler. This version additionally receives a darker illumination for the BMW Iconic Glow kidney grille, which is flanked by a unique horizontal light signature inspired by the BMW M "Seehaus" stripes. Further visual flourishes include M-specific high-gloss exterior mirrors with Seahaus stripes, and 22-inch alloy wheels wrapped in Sport tyres. Further customisation is possible via the M Performance Parts catalogue. Highlights include a carbon fibre M Performance front splitter, M Performance roof spoiler, M Performance rear diffuser and M Performance exterior mirror caps. M Performance wheel designs are also available.

Cost of Ownership

We gave you the iX5 model's 525 mile EV range in our 'Driving' section - easily better than the Porsche Cayenne Electric (399 miles) or the Mercedes EQE SUV (372 miles). DC charging speed is also class-leading, rated at 460kW if you can find a rapid public charger capable of operating at that rate. At this level, you'd need 23 minutes for a 10-80% DC charge, with 170 miles of range possible every 10 minutes. At home, an iX5 7.4kW AC full charge would require massive 22 hours 30 minutes, so you'd really need a three-phase 11kW AC supply as an iX5 owner, in which case a full charge would need 15 hours 15 minutes. As you'd expect, the iX5 offers intelligent heat pump tech. And charging-optimised route planning including automatic battery preparation to accelerate DC charging. If a destination is outside of the current predicted range, BMW Maps calculates a charging-optimised route including charging stops. The driver defines a preferred minimum state of charge for arrival at charging points and at the destination, with the ability to prioritise specific charging operators along the way. Battery preparation brings the high-voltage battery to the ideal temperature before DC charging, increasing charging power as soon as the vehicle is plugged in and reducing overall charging time.

Summary

With every launch in the segment for large electric SUVs, it seems that the standard is advanced still further. The iX5 needed to represent a significant step beyond the technology of its iX predecessor - and it does. But it could have been still further ahead of its competitors if it had been engineered as a bespoke EV. As it is, there are a few compromises in evidence here (the heavy weight and the lack of an under-bonnet 'frunk'), but these probably won't be deal-breakers for potential customers. Who will be attracted to this car because it offers much of the dynamic drive you get in a Porsche Cayenne Electric with significantly more EV mileage. Before signing for an iX5, we'd recommend you consider whether an X5 PHEV might not suit your needs even better. But if it doesn't and you can afford the hefty price tag, there's lots about this BEV BMW that will appeal.