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BMW iX M60 Review

The BMW iX M60 is a performance version of the iX SUV, with 1,100 Nm of torque and a power output of 619 hp, resulting in a 0-62 mph acceleration time of 3.8 seconds – all of which is even more crazy bearing in mind that the iX M60 weighs almost 2.7 tonnes.

  • BMW iX M60
  • BMW iX M60
  • BMW iX M60
  • BMW iX M60
  • BMW iX M60
  • BMW iX M60
  • BMW iX M60
  • BMW iX M60
  • BMW iX M60
  • BMW iX M60
  • BMW iX M60
  • BMW iX M60
  • BMW iX M60
  • BMW iX M60
Green Car Guide Rating: 9/10

Key stats

  • Model/Engine size:     BMW iX M60
  • Fuel:     Electric
  • Electric driving range (WLTP):    348 miles
  • Maximum ultra-rapid charging rate:    195 kW

Summary

  • Large electric SUV with 1,100 Nm of torque (that’s a lot)
  • 0-62 mph in 3.8 seconds (it’s fast)
  • Weighs 2,659 kg (it’s heavy)
  • £122,000+ (it’s expensive)

BACKGROUND

The BMW iX turned a few heads when it was first revealed, being a departure from the traditional BMW design language due to its boxy styling – and it features that huge grille. BMW has now launched a performance version, the iX M60 – so what’s the result of having 1,100 Nm of torque and a power output of 619 hp in a 2.7 tonne SUV?

BMW iX M60BMW iX M60

DESIGN & ENGINEERING

The BMW iX M60 is essentially the same big boxy SUV (although BMW calls it an ‘SAV’ – a Sports Activity Vehicle) as the regular iX, but with a few styling tweaks. ‘Titanium Bronze’ trim is featured on the outside (including on the large, patterned grille) and in the interior.

Like the exterior styling, the interior is also different to most other BMWs, with a modern ‘lounge’ style that results in an open feel. The ‘floating’ centre console has space in front of it, and drinks holders below it.

Most people are confused when they try and exit the iX’s cabin for the first time, as there are no traditional door handles – instead there’s a small button to press to get the door to spring open (which is even harder to spot in the dark), and there’s an even more hidden handle lower down in the inside door panel. The exterior door handle also has two different pads to press to gain entry.

The iX M60 is spacious, but so it should be, as it measures 4,953mm in length and 1,967mm in width, or a width of 2,230mm including the mirrors.

You’d also expect the boot to be large, which it is, at 500 litres (or 1,740 litres with the rear seats folded) – although you might expect it to be even bigger. There’s a compartment under the rear of the boot for charging cables, and a shallow space under the rest of the boot floor.

Other colours are available rather than the grey ‘Storm Bay’ paint of our test car (a £795 option).

The BMW iX M60 has a 111.5 kWh battery, with a 105.2 kWh usable capacity, and twin electric motors, giving all-wheel drive, as well as delivering the huge torque and power output figures.

BMW iX M60BMW iX M60

BMW IX DRIVING EXPERIENCE

The ‘standard’ BMW iX xDrive50 is comfortable to drive (as is the xDrive40), with good performance – but it’s heavy. The BMW iX M60 has more power (619 hp) and torque (1,100 Nm), resulting in crazy levels of performance for a car of this size, with a 0-62 mph acceleration time of 3.8 seconds. These figures compare to 523 hp, 765 Nm and 0-62 mph in 4.6 seconds for the BMW iX xDrive50.

As with many of our reviews, the iX M60 was on test on some of the Lake District’s most challenging roads, including the Hardknott Pass and the Wrynose Pass. Over the years we’ve seen countless numbers of petrol and diesel cars struggling up these hills, with screaming revs and clutches burnt out. Not so with the iX M60 – it was as if the steep climbs and undulating road surfaces didn’t exist. The iX M60 was completely effortless demolishing the inclines, thanks to instant delivery of the 1,100 Nm of torque, 619 hp of power, and all-wheel drive grip. The increased SUV ride height ensured no problems with ground clearance over the bumpy sections. And thanks to the battery being under the floor, the low centre of gravity (and air suspension) helps to minimise body roll when cornering.

So the BMW iX M60 is an impressive machine, but we have to talk about weight. Despite an aluminium spaceframe and a carbon cage with carbon fibre reinforced plastic (CFRP) in the roof, side and rear sections, the iX M60 weighs 2,659 kg. This means that it certainly can’t be described as agile, and although it devoured the Lake District’s scariest ascents, the best environment for the iX M60 is actually motorways and dual carriageways, when it’s extremely comfortable, the performance is more usable, and its size is less of an issue on such roads.

BMW iX M60BMW iX M60

The iX M60 has a see-through ‘diamond-style’ gear selector that offers options of D or B (increased levels of brake regeneration). However there’s no way of selecting other amounts of regen (for instance there are no steering wheel-mounted paddles to do this, which many other EVs have).

There’s a circular iDrive rotary controller, which is also in a see-through diamond-style. This sits on the centre console, which has a pale wood-effect background, and rather than the normal iDrive buttons, there’s white writing on top of the wood effect for the shortcuts of Back, Nav, Tel, Media and Home. This results in the writing being quite hard to read, especially compared to BMW’s traditional clear white graphics on black background.

Another change is from traditional BMW drive modes to ‘My Modes’. Gone are the usual buttons allowing a selection between Eco, Comfort and Sport. Replacing this are boxes on the touchscreen giving the options of Personal, Sport, Efficient, Expressive, Relax and Digital Art.

If you select any of these the central touchscreen is taken over by a graphic for each mode – so you lose the satnav or whatever what was on screen previously. And it’s not that obvious what each mode does. For example, ‘Expressive’ results in the BMW M IconicSounds Electric creating an interior noise that sounds like two massive spaceships grinding together (which is interesting but maybe not to everyone’s taste), along with the driver’s seat giving a back massage (again, not all people are likely to want this).

On the centre console there’s a graphic with a car and three lines – this is a shortcut for driver assistance functions such as switching off the lane departure warning system, drivetrain and chassis settings, IconicSounds, and charging.

The BMW satnav system is excellent, with sharp graphics on the large central touchscreen, a simplified map in the driver’s instrument display, and clear instructions in the head-up display. And in traditional BMW style, if you want to zoom in or out of the map, you just twist the rotary iDrive controller – very user-friendly.

There are no separate climate controls, however the climate menu button and cabin temperature are permanently displayed at the bottom of the screen. The ability to manually adjust where ventilation comes from seems to have disappeared.

There’s a home button at the top right of the touchscreen, and shortcut buttons for Nav, Media and Tel, and a secondary screen contains lots of different ‘apps’.

The BMW iX M60 has a braked towing weight of a mammoth 2,500 kg.

BMW iX M60BMW iX M60

BMW IX ELECTRIC RANGE AND CHARGING

The BMW iX M60 has a WLTP combined electric driving range of 348 miles. The average real-world range during our week-long test, in summer, was 320 miles – very close to the official figure.

The iX M60 can rapid charge up to 195 kW. This allows the battery charge to be increased from 10% to 80% in around 35 minutes. This means that a ten-minute rapid charge can provide extra range of 90 miles. The iX can also charge at 11kW, ie. using three-phase workplace charging.

A heat pump aims to ensure that the battery range doesn’t suffer too much in winter when the heating is on.

Electric cars do not charge at their maximum charge rate for an entire charging session – their charge rate typically starts off high with a battery with a low state of charge, then the charge rate decreases as the battery charge increases. See the charge curve for the BMW iX M60 from Fastned:

BMW_IX_50_Fastned_Chargecurve

How to charge an electric car

BMW iX M60BMW iX M60

PRICE AND MODEL RANGE

The BMW iX M60 costs £122,775. Our test car featured Storm Bay grey paint, costing £795. Standard options on the iX M60 include front and rear air suspension, 22-inch Air Performance alloy wheels, soft close doors, Laserlights and Parking Assistant Professional including the all-new Interior camera.

Options on our test car included 22-inch M Aerodynamic Wheels Bicolour Titanium Bronze (£350), Titanium Bronze Exterior Trim (£550), Sky Lounge Panoramic Glass Sunroof (£2,950), and Clear&Bold Interior Application (£1,050); all options totalled £4,900.

The BMW iX is also available as iX xDrive40 and iX xDrive50 variants, with Sport and M Sport trim choices.

Prices and specifications correct at time of review

BMW iX M60BMW iX M60

Conclusion

The BMW iX M60 is a large, heavy and expensive SUV. And if you’re looking for a traditional BMW interior, you won’t find it here. However the iX M60 can also be viewed as a feat of engineering. Despite weighing around 2.7 tonnes, the EV made completely effortless progress up ridiculously steep passes in the Lake District, and the iX M60 is even better suited to long distance motorway journeys, when it’s comfortable, refined and responsive. Even with its colossal performance, the 300-mile+ range makes it practical. The question is whether the extra performance of the iX M60 is really needed compared to the already respectable figures of the iX xDrive50. The BMW iX M60 is awarded a Green Car Guide rating of 9 out of 10.

Car facts and figures BMW iX M60 Review

  • Test electric driving range: 320 miles
  • Consumption (WLTP): 351 Wh/mi / 22.0-22.6 kWh/62 miles
  • CO2 emissions (WLTP): 0 g/km
  • Vehicle tax rate (VED):     £0
  • Benefit in Kind (BIK) company car tax liability (2023/24): 2%
  • Price:     £122,775
  • Insurance group:     50
  • Power:     619 hp
  • Torque:     1,100 Nm
  • Max speed:     155 mph
  • 0-62 mph:     3.8 seconds
  • Weight:     2,659 kg
  • Towing rating:     2,500 kg
Paul Clarke

Review by:
Paul Clarke, GreenCarGuide Editor