Test of the electric car BMW iX xDrive50: For indulgence, not for savers

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Old vehicles drive the vehicle tester because it puts promised progress in relation to each other. Every time I rode my old Aprilia RSV Mille from 1998 against the newest and best, I was delighted-amazed: All in all, it’s still a really good bike. You already suspect what is coming next: the old Mercedes. Yes. Every time I drive my old (but at least two years younger than the Mille) C-Class in winter, I am delighted and amazed at how quickly the cabin warms up compared to the latest and greatest that the manufacturers lend me to test .

In the case of the internal combustion engine, part of the difference lies in the increased efficiency of the drive, and another in the heat requirement of the exhaust gas aftertreatment shortly after start-up. That is why many combustion engines heat up electrically, while electric cars do it purely electrically. That makes it all the more interesting that even well-insulated luxury electric cars often take significantly longer to warm up than the old Benz. You simply save the electricity, because maybe the driver will get out again anyway.

This behavior works well with smaller to medium-sized cars, depending on the battery size. But when we get into the area of ​​six-figure luxury nuggets, then let’s be honest: What’s that supposed to mean? BMW probably thought the same thing, because the iX welcomes winter guests by saying that they start heating when the door opens to get in. So it is clear what it’s about: comfort first. Consumption load.

Winter im iX
(Image: Clemens Gleich)

In a very similar driving profile, with very similar weather to the Mercedes EQS test, the iX consumed 37.2 kWh / 100 km gross including charging losses. It was wetter than when the Mercedes was tested (water on the road increases the driving resistance), the rest of the additional consumption is due to the obvious: the iX is a huge, heavy, tall and aerodynamically shaped vehicle.

It must have cost a lot of brainpower to trim this car to the measured consumption, because that is not bad in view of the accompanying circumstances. What should the BMW X5 driver miss here? Down the A71 for two hours, constantly standing with a lead foot on the accelerator, between refueling stops maybe. Otherwise everything is there, in abundance. Munich even took heed of the trailer load, which is often neglected in the case of e-cars, and lets the iX pull 2.5 tons.

The BMW virtue of driving fun was also included in the package. With a rich boost performance, rear-axle steering, skilful suspension set-up and good feedback, the iX puts you in a good mood while driving, despite the tonnage and high heels. So that the car is not annoying, BMW has almost all driving aids set in a wide range, with the result that the car is practically no longer annoying after a short adjustment period. Very commendable, yes: worth emulating.

At the other end of the spectrum is BMW’s “Assisted Driving”, that is, lane keeping plus distance cruise control reading signs. The system works so well that after a short period of getting used to it, I started using it all the time. It drives in compliance with the Road Traffic Act, makes few mistakes and takes on a significant part of the driving task, so that you arrive more relaxed. Shortcoming: sensitivity to weather. Even in winter rain without snow, the system on the A81 “temporarily” said goodbye according to the screen display. In practice, this means: The shutdown will pass when the triggering spray has passed.

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