The M60’s electric powertrain is based on the same 111.5 kWh (105.2 kWh available) battery as the xDrive50 specification, with the same DC and AC charging rate estimates. The iX M60 can take up to 195 kilowatts of juice, adding about 90 miles of range in about 10 minutes or refilling from 10% to 80% in 40 minutes. BMW includes his Electrify America session for two years, a free 30-minute session for drivers to familiarize themselves with the network. An 11 kW domestic or Level 2 public AC charger will allow the owner to spend up to 11 hours recharging the battery.
The biggest difference between the M60 and xDrive50 variants is the output of the dual-motor electric powertrain. The M60 driver unleashes up to 610 hp rear his bias horsepower in sport mode, and with launch his control activated, a wiggle of his right foot produces up to 811 lb-ft of torque, 94 ponies more than the xDrive50. and 247 Twist his unit gain. Hit the accelerator and the M60 claims a nearly $25,000 higher price premium than the xDrive50 with exhilarating acceleration. The extra momentum shaved him nearly a second off the SUV’s 0-60 time, to just 3.6 seconds versus 4.4. Sure, it sucks.
Top speed increases from 124 mph to 155 mph (or 130 mph on all-season tyres), but that’s mostly for bragging rights for xDrive50 owners. Despite the iX M60’s impressive performance upgrades, this is no track car. Most of those miles are logged on public roads with pesky speed limits.
The iX M60’s fate as a hot commuter who spends his life hopping over highway expansion joints and dodging potholes in surface roads feels at odds with the SUV’s overly firm suspension tuning. increase. Standard equipment at this trim level includes rear-axle steering, air suspension (both optional on xDrive50) and M Sport brakes with blue calipers (not optional).
However, the M60’s air suspension has been retuned and combined with thicker stabilizer bars for more dynamic handling and a firmer ride. Of course, it sacrifices a bit of comfort, but when the road is smooth as glass, it’s not too bad. The best driving roads are off the beaten path that have proven to be tougher on roads and imperfections. i4 M50 sedanlimits your enjoyment and speed, even at the most docile comfort settings.
Available with 21″ or 22″ wheels. My example is equipped with the former, paired with performance summer tires, but all season is also available as a free option. The iX rides firm enough that you want all the rubber that gets between your spine and the road.
The larger wheels also come with a hit to range, dropping from an EPA estimate of 288 miles to a double deuce of 274 miles in 21 seconds. You’d be better off sticking with the xDrive50, which does 305-324 miles depending on your wheel/tire combination.
Visually, the M60 spec is differentiated with a unique front fascia that is much more aggressive than the xDrive50. It’s almost too aggressive, but in its defense, stronger angles and bold techno cheekbones balance out BMW’s new vertical kidney grille design. I’m not a fan of the iX’s design, but this is its best, most cohesive look.
Inside, the iX M60’s spacious, minimalist cabin is largely unchanged from the xDrive50. BMW does not equip its performance his variant with sports seats. This isn’t much of a concern when it comes to daily driving comfort, but I missed it when testing the SUV’s improved cornering capabilities.
My example includes the $300 blue seatbelts and the $3,000 executive package that adds glass and open pore wood controls to the center console. Wood looks natural when seen alone, but the iX cabin has no other wood and the more you look at it, the more uncomfortable it becomes. The Executive Package offers advanced driver assistance features such as Hands-Free Traffic Jam Assist, Hands-Free Parking Assist, Adaptive Cruise Control and Lane Keeping Assist, plus additional convenience features such as Soft Close Doors. Overall, it’s an option box worth checking, even if you don’t want a cosmetic “upgrade”.
iDrive 8, iconic sound
Drivers can choose to glide quietly or activate BMW’s iconic sound to fill the cabin with artificial powertrain noise. The M60 features a unique Sport Mode his tone that gets thirstier and louder than the base model for a more engaging experience when accelerating.iX’s since the last stint I was driving[マイ モード]Relax and expressive iconic sound themes have been added to the menu, allowing you to accelerate and brake to the sounds of the angelic chorus and sci-fi soundtrack. These modes are interesting and fun to show off to passengers, but are ultimately too bizarre to continue using.
My thoughts on BMW’s new iDrive 8 multimedia software have calmed down somewhat now that I’ve overcome its steep learning curve and embraced its complex but customizable interface. The system is built around a pair of massive displays that seem to float above the dashboard on stanchions. The left screen is a 12.3-inch digital instrument cluster, and the right screen is the larger 14.9-inch main touchscreen. The iDrive 8 is a responsive system, and like the rest of the iX’s cabin, the high-resolution screen looks great and can be customized with themes featuring nature-inspired imagery.
When you first look at the main menu, it’s an overwhelming mess of about 30 tiny icons jumbled together. Luckily, you can drag and drop these icons to organize them to your liking. Plus, save eight shortcuts to nearly any menu screen or infotainment feature in your Favorites menu for quick access by swiping down from the top of any screen. After making these selections, I rarely needed to go back to the main menu. I still think iDrive 7’s curated organization was a great out-of-the-box experience, but it turns out iDrive 8 could be more flexible over time.
In addition, there is standard wireless apple carplay Android Auto compatibility allows drivers to easily bypass BMW tech and use navigation and streaming apps on their phones. Quick pairing technology It’s compatible with both ecosystems, so you don’t even have to mess around with menus to get it paired and running.
The 2023 BMW iX M60 starts at $109,895, including a $995 destination charge, $24,800 more than the xDrive50 spec. Compared to his xDrive50 with the dynamic handling package upgrade, the delta still drops to a respectable $17,700. Add my example executive package and blue belt to bring the tested price to $113,195.
It feels like you’re paying a lot for considerably less when you factor in the comfort compromises and the heavy hit to range, and the iX M60 is definitely faster and more exhilarating.But it’s different from BMW i4 eDrive40 and the i4 M50 While the extra performance bolsters the sport sedan, the power comes at a too high price here. Most people who buy a car in this class will find the BMW iX xDrive50’s 516 horsepower and his 0-60 sprint of 4.4 seconds exciting enough to be far better value.