VM Test Drive BMW iX2: Electric Rear Trick for Design Fans

Charging full speed ahead into the niche – until a new era begins in BMW’s midsize range with the so-called Neue Klasse, the company continues to roll out one model after another on a multi-drive platform, filling in the gaps. Closely related to the highly popular X1, whose electric variant iX1 is also selling exceptionally well, Munich now presents the iX2 for fans of sleek design. Up to the B-pillar, it is identical and shares the same technology, which is indeed very capable. After that, however, the roofline slopes more gently and then more steeply, leading BMW designers to even talk about a shooting brake or a coupé.

Well, it is still an SUV (in BMW speak, a "SAC – Sports Activity Coupé") and hence the design does not appear quite as "shooting" as in a flat wagon-coupé. Compared to the crisp and compact iX1, the design results in a somewhat "plump rear"; the additional five centimeters in length provide a slightly larger standard trunk, which when folded down actually offers less space, specifically 525 to 1,400 liters in the iX2 versus 490 to 1,495 liters in the iX1.

Furthermore, the sloping roofline of the five-centimeter lower SUV-coupé demands compromises in the rear: When entering, you have to "duck your head," and those who are 1.83 meters tall will feel somewhat cramped in the back. Generally, the space is adequate but not generous for a 4.55-meter vehicle. Also, the large cardan tunnel from the combustion engine world still protrudes into the automotive present and future. Under the extended, combustion-engine compatible hood, you search in vain for a frunk; here, the power electronics and ancillary components are arranged under a "combustion-engine-inspired" plastic cover.

Minimally Better Aerodynamics

At least the flat design of the iX2 brings a minimally better aerodynamics, with a 0.25 to 0.26 cW value compared to the iX1. With almost the same drag coefficient, it is not surprising that the range "here and there" is similar, with up to 449 to 439 max in WLTP, and practically identical. Formally, this corresponds to a consumption between 16.3 and 17.7 kWh/100 km, which we were able to replicate quite accurately on the hilly country roads of the test track with fine sections for utilizing the one-stage recuperation. With 16.8 kWh/100 km, we hit after 90 kilometers of sparing driving and with 17.8 kWh/100 km total consumption over 203 kilometers, after a significantly more sportive return journey.

Of course, this driving style is also mastered by the iX2 xDrive30, the only model available at launch, powered by two synchronous machines with its 230 kW boost power and now almost standard, small truck-like 494 Nm of torque. "Joy of Driving" certainly comes up, thanks to a well-balanced suspension, not as hard as Tesla's, a company-typical precise steering, a torsionally stiff body, and a powerful thrust that accelerates the 2.1-ton vehicle to 100 km/h in 5.6 seconds.

The Electric Speedster: Forget the Top Combustion Engine!

The 7,000 euro more expensive colleague from the old combustion world, called the X2 M35i xDrive, can hardly do better (5.4 s 0-100 km/h) and burns at least 8.1 l/100 km of fossil fuels in the process. If a combustion engine is to be in the fleet and one doesn't want to wait for the eDrive20 with front-wheel drive, 150 kW (250 Nm, 0-100 km/h 8.6 s) and a range of up to 478 kilometers (approx. 15.8 kWh/100 km) which is 7,000 euros cheaper than the iX1 and perfectly sufficient for everyday use and fleets, it is worth looking at the base X2 sDrive20, which at 46,000 euros gross (38,900 net) is a straight 10,000 euros cheaper than the top electric model. This should come in at 6.0 l/100 km with its three-cylinder turbo petrol engine combined with a 48-volt hybrid system, using hardly more fuel than the identically priced 18d diesel with 5.5 l/100 km.

Only at top speed do the fossils lead

With 210 or even 250 km/h Vmax, it should be significantly more in each case. It also honors BMW that they put the electric vehicle first in the price list. For the iX2, it wisely tops out at 180 km/h to avoid overstraining the energy reserves in the 64.8 kWh lithium-ion underfloor batteries. These are decently refilled with 130 kW in DC or 11 kW in AC (commendably optional also in 22 kW) at the tank cap position on the rear right, with 10 to 80 percent achievable in half an hour or an additional 120 kilometers in ten minutes.   

The consumption is generally fine, but with more highway usage it is likely to move towards 20 kWh/100 km. Thus, in terms of efficiency, Munich lags behind a Tesla Model 3, but also more recently behind a motorically updated Polestar 2, which the BMW also falls short of in terms of space and overall package.

Tiled: Confusing app landscape

The latter also in terms of usability: Because the engineer-driven confusing app landscape of the BMW infotainment system with its countless tiles requires the driver to have a precise knowledge of which term might hide the simple onboard computer, even after the update from OS8 to OS9. When you find it, at least it delivers thoroughly BMW-like detailed information. With the Polestar, a single press on the steering wheel gives an overview.

And on the screen of the China-Swede, a few symbols are enough to quickly grasp all functionalities, especially with Google voice assistance and e-route planning. This requires more effort with the BMW, although the voice assistance as well as the real-time 3D route guidance are at a high level, and the Munich-based company has recognized that future cars will be differentiated primarily by their software, which is taken into account with the Android Auto-based system that is supposed to be open to external apps.