Indeed, in pretty much every metric you could choose to compare how the two perform – ride, handling, throttle response, steering weight – the BMW has either a slight or a significant edge.īoth of these machines weigh well over two tonnes, but the BMW does a much better job of hiding it. While it’s still undoubtedly an incredibly relaxing place in which to while away the miles, the iX has the measure of it. The ride height varies based on the drive mode selected in Efficiency mode, the suspension drops to its lowest setting to minimise aerodynamic drag and boost range.īarely three years ago, we were quite blown away by the levels of comfort and refinement that the e-tron offered. BMW’s dealers fared a little better, achieving an 11th-place finish out of 21, but here Audi disappointed again, taking 18th overall.Īir suspension is standard on all models, while S line versions and above get a sportier set-up.
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In the 2021 Driver Power survey, BMW and Audi took 23rd and 21st respectively in the manufacturers’ category, out of 29 makers. Premium buyers expect the highest level of after-sales experience and fault-free driving, and to that end, both of these brands lag behind the current standard. The BMW’s wireless charging pad for smartphones is large and neatly positioned below the iDrive controller on the centre console, while the Audi has a very deep glovebox.
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The floor is flat right across its full width, so foot room is generous, too.īoth cars score well for in-car storage, with each offering generous door bins. Even with the optional panoramic glass roof fitted to this test car, headroom is very impressive, so even for tall adults it’s a very comfortable place to sit. Knee room is vast, even more so than in the already very spacious Audi. Passenger space inside the iX is a strong point. Overall, it’s very hard to find fault with any aspect of the BMW’s driving experience. Acceleration always feels lively, but the pedal has enough travel to allow you to meter out the power very precisely at lower speeds, too. The feeling of agility is matched by a keen throttle response. Above it sits the xDrive50, which gets 523bhp and a much larger battery for a longer range. In this xDrive40 model, there’s 322bhp on offer. According to BMW, this means that the two-motor set-up in the iX not only delivers the powerful punch that we’re used to from electric vehicles, but also sustains its torque through a very broad spread of revs, so it shouldn’t tail off at higher speeds. There are no rare-earth metal magnets in the motor’s construction, either – instead the rotor is spun by a direct electrical feed.
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The iX uses the brand’s fifth-generation “eDrive” tech, which houses the motor, power electronics and transmission in a single unit. Under the skin, it’s the first BMW to use an all-new, scalable platform for electric vehicles, and here the iX is roughly the same size as an X5. It’s this car which is the most significant of the bunch from a technological standpoint.
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It’s not until recently that the range has expanded, though, with the iX3 SUV, 4 Series Gran Coupé-based i4, and now the iX. When the i3 city car was released in 2013, BMW was among the first brands to introduce a fully electric vehicle into series production.