► New 2024 BMW iX2 review
► A BMW rival to the Audi Q4 et al
► CAR’s first UK test of electric SUV
The designs may not be to everyone’s tastes, but it’s fair to say BMW makes some of the best electric SUVs, with a focus on quality and an engaging driving experience working wonders – especially on cars like the iX. It’s still rapidly growing its EV line-up, and that means we now get to drive the iX2.
As you can probably tell from the name, it’s the electric version of BMW’s new X2. With that in mind it adopts a much larger profile and far more tech than its predecessor, as well as the firm’s typically controversial styling to go with it. That rear end especially is… challenging, even for Munich’s current standards.
It’s also the sleeker derivative to the more practicality focused iX1, and now has a more coupe-like profile usually seen from BMW’s evenly-numbered SUVs, such as the X4 and X6. Key rivals include the Audi Q4 Sportback e-tron and Volvo EC40 (previously the C40), and, of course, the Tesla Model Y.
We were left impressed when we tested the new BMW iX2 overseas earlier in the year, but now it’s landed on UK soil, is it quite so appealing?
Should I buy a BMW iX2? No. Even if you ignore the looks – and you should – there are still better cars out there such as Skoda Enyaq Coupe – and BMW’s own iX1.
At a glance
Pros: Smooth and powerful, plenty of tech, much more space than before
Cons: Expensive, iffy ride quality
What’s new?
This is the first time BMW has built an electric version of its smallest Sports Activity Coupe – a BMW-ism for coupe SUV that we enjoy deploying because the acronym is SAC.
It’s no token effort, either. There are as many electric drivetrain options for the X2 as there are petrol engines, and while admittedly that’s only two of each, BMW is not one of those carmakers now shying away from the electric future. In fact, BMW UK expects nine out of 10 X2s sold to be iX2 variants by the time this model cycle is done.
The iX2 also features the latest BMW Operating System 9 infotainment system, which as well as ditching the rotary iDrive controller in favour of touch and voice control is now so smartphone influenced you can add video streaming and gaming apps for all those times you’re stuck charging in an empty car park.
Compared with the X2, the iX2 has some additional bracing to help handle the extra 325kg of weight. It also gets a raised floor in the passenger compartment and a smaller boot, due to the need to stash a sizeable 64.8kWh battery pack.
What are the specs?
The dual-motor iX2 eDrive30 produces 309bhp and 364lb ft of torque. This is fifth-generation BMW eDrive technology, so it’s also a little more progressive and satisfying than the on/off style of delivery some other electric cars favour.
The 0-62mph time is 5.6sec and top speed is electronically limited to 112mph. That’s a touch slower off the line and quite a bit more restrictive on the autobahn than the 5.4sec, 155mph petrol X2 M35i. But in regular driving, the iX2’s instant thrust and single speed transmission make it pretty brisk. Merging on a short slip road or beating Fiesta STs away from the traffic are both dispatched in ease.
If all that’s a bit much you can instead order an iX2 eDrive20, which we haven’t yet tried. This is a front-wheel drive single-motor variant that delivers 201bhp and 184lb ft, does 0-62mph in 8.6sec and is limited to 105mph. Again, this is marginally slower than the equivalent sDrive20i petrol. We haven’t driven it yet.
Range and charging specs
Officially, the iX2 eDrive30 claims 259-266 miles per charge. In practice, on a mix of UK roads and driving, we were averaging more like 200 miles from a charge. Of course, how you drive an EV matters, but that’s a pretty average range for a £60,000 electric SUV.
The eDrive30 gets a little more, claiming 273-297 miles per charge, so we suspect around 225 miles in real-world conditions and depending on the strength of your right foot.
There’s an 11kW AC charger onboard as standard, which will give you a full charge in 6.5 hours if you’re lucky enough to have a suitable supply; 22kW AC is also offered. Most UK wallboxes are 7kW, so you’re looking at 10 hours plus on one of those.
These days 130kW DC fast charging doesn’t sound that impressive, but BMW claims some clever software and says 10-80 per cent is possible in 29 minutes. At maximum juice you can add 46 miles in 10 minutes.
How does it drive?
While we still prefer driving the electric iX2 to the petrol M35i, this electric SUV is one that’s not so impressive on rough British roads as smooth Portuguese tarmac. Not a big surprise, admittedly. On big 20-inch alloy wheels, it doesn’t ride well at all, feeling unsettled and fidgety, and was truly undone by a mid-corner bump that is felt quite sharply through the steering. It’s by no means uncomfortable but lacks the suppleness of BMW iX, which successfully mixes sportiness with comfort.
The steering is quick and there’s enough immediacy and tenaciousness that you can cover ground here every bit as fast as the two electric motors will allow, all-wheel drive traction making this sure-footed and predictable. All UK models get M Adaptive suspension as standard, which is 15mm lower than the regular set-up and complemented by a sharper steering ratio. It also has some of the best electric car brakes, with genuine one-pedal drive and performance that’s easy to modulate.
Sure, a Tesla Model Y can go faster – the Performance variant does 0-60mph in 3.5sec – but chuck in a few challenging corners and we’d rather be behind the wheel of one of these.
The powertrain is convincingly rapid, and though we occasionally experienced a kind of torque pulse that would threaten to throw us off line, the chassis and steering took this in their stride. Refinement, on the other hand, is very surface dependent – there’s both wind noise and road roar, though you can choose to drown this out with a choice of artificial driving sounds created with the help of Hans Zimmer.
What about the interior?
The interior is largely the same as the regular X2, with the exception of the slightly raised floor. You’ll probably only notice this if you’ve driven both, but it does mean a touch less foot and knee room in the rear. You can still get at least a couple of adults back there, but the middle-seat passenger will get irritated by a lump in the headlining caused by the aerial in the roof. It’s odd that it made it into production like this.
Similarly, the 525-1400-litre luggage capacity is reduced compared with the petrol models, but still a great size and considerably larger than the old X2. There’s still room under the boot floor for the charging cables.
The BMW Curved Display looks good and work well if you like things modern, but the lack of buttons for the climate control is the kind of predictably bad news we’re all probably used to by now. BMW does give you a switch that takes you straight to the menu where you can turn off the EU-mandated speed limit exceeded bong, so that’s nice. The ‘Hey BMW’ voice assistant is also one of the best around, actually responding to the demands you ask for, unlike many. That’s even with a thick Yorkshire accent to contend with.
In place of conventional driving modes, the iX2 has a choice of settings that do other things as well – such as changing the ambient lighting and even automatically kicking the massaging seats into life. We can’t imagine too many people will regularly be switching between Expressive, Relax and Digital Art modes, but these are only optional extras; the standard Personal, Sport and Efficient modes are more obviously versatile.
Before you buy (trims and rivals)
All iX2s come in M Sport specification in the UK, which means Shadowline exterior trim, various M flourishes on the inside and a good roster of standard equipment. This includes BMW navigation, Android Auto, Apple CarPlay and 19-inch alloy wheels. This helps ease the pain of the pricing somewhat; starting at £50,050 for the eDrive20 and £53,970 for the eDrive30. The Tesla Model Y seems like a steal at £44,990, in comparison.
However, the BMW’s interior is much more nicely put together, and the whole car has a far greater depth to its impression of quality. Unless you really need the extra range and performance available from the Tesla, we think the iX2 is the more convincing package.
Be mindful of the iX2’s chunky options list, though. By the time you’ve selected a few options packs, it can be well beyond £60,000, a price that it can’t justify.
Verdict
If you’re looking at a new X2, the electric iX2 is the one to have, at least next to the faux-sporty M35i version. It drives better than many of its rivals, while the high-end, tech-heavy interior feels a step up next to rivals from Audi and Tesla.
But don’t think it’s perfect. The ride quality leaves a lot to be desired, the range is average at best and there’s a general feel that it just can’t quite justify the price BMW is asking for it. As with most coupe-SUVs, the rational choice is to go for BMW’s cheaper iX1 instead. But if you’re able to brush off your inner badge snob, Skoda’s Enyaq Coupe is a much better all-rounder.
Specs below for the BMW iX2 eDrive30