BMW’s only electric SUV adopts a new headlight and grill design for 2026, along with several interior upgrades, but it’s the latest model designations that bring confusion. What used to be a relatively straightforward lineup of xDrive40, xDrive50, and M60 has now morphed into xDrive45, xDrive60 and M70. Perhaps BMW wanted to show progress, and their marketing department clearly believes a smaller number expresses weakness. We often give Mercedes and Audi flak for juggling around their nomenclature more often than a money laundering restaurant, but it seems like BMW is not immune to this practice either. So what do these suffixes mean then? Absolutely nothing, but they do indicate that this iX is newer and harbours slightly more power and range thanks to optimized electronics. At this rate, we’ll be seeing an iX M100 in a few years.

No matter the model, the iX is powered by the same high-voltage lithium-ion battery but with differing rates of net usable energy: 100.1 kWh, 113.4 kWh, and 112.8 kWh, respectively. It drives an electric motor on each axle, and the iX xDrive60 we are testing receives a 20 hp bump over the xDrive50 it replaces, producing 536 hp and 564 lb-ft of torque but with the same 0-100 km/h time of 4.6 seconds. By comparison, the xDrive45 now outputs 402 hp, and the M70 generates a stonking 650 hp.

BMW notes that the iX is more efficient than before, thanks to silicon carbide semiconductor components that increase the power density of the drive system, and the increased range shows. BMW claims it will reach 586 km, significantly more than the 521 km from the 2022 iX xDrive50 we last tested. On our home turf, we achieved an impressive 520 km from a full charge.

Like other electric vehicles, the iX accelerates with ridiculous speed off the line, and doesn’t run out of steam until it hits triple-digit speeds. Even though the iX doesn’t have any of the typical BMW ingredients like an inline-six engine or RWD setup, it still drives very much like a BMW. Weighted but accurate steering bring depth and texture to the way the front end grooves with the road, the rear-wheel steering and adaptive two-axle air suspension bring stupendous body control and the ability to settle quickly after hitting deep divots on the road, and its dynamic-focused tuning means you can trim your corner line with heavy doses of throttle rather than relying on the brakes and the meat of the front tires. 

BMW has recalibrated the suspension, damping, and chassis control systems for 2026, and the added sharpness and road composure are apparent. The iX involves the driver more than you would initially expect from an EV, and more so than the languid and nautical Mercedes-Benz EQS 580 SUV. The artificial electric noises add a thrilling musical backdrop to your bouts of acceleration as well. If you think the heart-wrenching musicality of the beats belongs in the Interstellar of Dunkirk OST, that’s because Hans Zimmer composed these tones specifically for BMW. 

Those oversized, illuminated kidney grills have grown on us over time, and the manicured front end balances its silhouette nicely, giving the iX a more impactful presence on the road, particularly in the dark. It’s always lovely to see frameless windows implemented on a stylish SUV, and the new shade of Dune Grey complements those black accents well with dusky, desert beige tones. We call it the pug spec. 

With the M Sport Package equipped for $3,900, the squircle-shaped two-spoke steering wheel is replaced by a conventional rounded one that’s also used in the X2 and X3. Aesthetically pleasing and ergonomic to hold, it’s a star item, but like the X1 and X2, the steering column isn’t perfectly centered with the touchscreen and tilts slightly to the left. It’s clearly not a quality or misalignment issue, as it appears on every BMW SUV we’ve recently driven. While it ceased to bother us over time, OCD buyers beware. But we do have to praise BMW for the sheer range of steering column adjustability. No other automaker allows a wheel to telescope this close towards the driver, giving them a more flexible seating position. 

The front seats may not look any different from the outgoing model, but the side bolsters are thicker and offer more lateral support. Otherwise, they’re the same, plush seats with so much deep cushioning that it’s more comfortable than our living room couch. The quilted leather pattern and perforation add that extra layer of style, and the integrated headrests are at the optimal position for us, and we assume for most others as well. While there is no dedicated button for the massage function, the door panel does have a button that summons the selectable seat functions on the touchscreen. From there, you can choose the massage intensity, speed, and program, but frankly, the massage is relatively weak and far from therapeutic. 

When it comes to material quality, BMW appears to have fallen off their high horse. Without the Glass Controls ($900) option equipped, the iX cabin is a cheap plastic haven that makes you feel like you’re inside a thrift store. The window switchgear is scratchy black plastic, the same material you would find in the cheaper 2 Series (and unfortunately on the new M5 Sedan as well), and the casing around the center console is an even more inexpensive, hollow material that lacks sturdiness and substance. 

The worst culprit is the bare-bones seat controls on the door panel, which look like a 3D-printed homebrew hash job. This cut-rate plastic is also used for the gear toggle and center console release button, the latter of which is flimsy and shoddily attached, reminding us of a 90s GM vehicle. Even the key fob is laced with this downgraded material, meaning the first point of interaction with your new purchase has already been diluted down. It may sound harsh, but while this kind of fit and finish may be acceptable on a $40,000 MINI Cooper, it’s entirely unacceptable on a six-figure BMW iX, this particular vehicle costing $122,800 before taxes and duties. We invite you to visit a BMW showroom and experience these materials firsthand if you are interested in the iX. 

Upgrading to the Glass Controls will remedy these concerns, but not for the window switchgear or center console casing. It’s just disrespectful at this price bracket, especially when Genesis, Lexus, and even in some specific cases, Infiniti, are undercutting BMW in price and offering better quality materials. Better yet, take a look at the interior of the similarly priced Volvo EX90, and tell us we’re not crazy.

Interior quarrels aside, the BMW iX is still a handsome and engaging driving partner with all the dynamic features expected from an SUV wearing the blue roundel. With more range, more power, and more efficiency, it remains a top pick in the electric arena. And no matter the trim, we highly recommend the Glass Controls option, which properly elevates the cabin to justify its elevated six-figure price tag.

Specifications:

Model: 2026 BMW iX xDrive60
Paint Type: Dune Grey Metallic
Base Price: $94,900
Price as Tested: $122,800
Wheelbase(mm): 3,000
Length/Width/Height (mm): 4,953 / 1,967 / 1,696
Curb Weight (kg): 2,582
Powertrain: 113.4 kWh lithium-ion battery, two electric motors
Horsepower: 536 hp
Torque: 564 lb-ft
Transmission: Single-speed automatic
Drive Configuration: Dual electric motors, AWD
Claimed Electric Range: 586 km
Observed Electric Range: 520 km
Tires: Hankook iON evo SUV; 275/40R22