2026 BMW iX M70: An Outrageously Quick EV Crossover

The iX is about as far from a traditional BMW as you can get. This is an electric crossover that’s outwardly more of a lifestyle vehicle for a techy family than one that emphasizes the driving experience. Like many BMWs over the last two decades, it seems like a departure from what the brand has done so successfully for so long in pursuit of something new and different. Yet, behind that huge kidney grill is a rather nice car.

BMW released the iX in 2022, around the same time as the i4. Unlike the i3 and i8, the i4 and iX represented a more traditional shift. The iX still makes heavy use of carbon fiber like those cars and has an advanced EV powertrain, but it traded in novelty for usability. It represented a shift in ethos. The i3 was the ultimate city car, the i8 a vision of an electrified supercar future. Both were brilliant, if a bit too far away from what traditional buyers were looking for at the time. The i4 looks like a 4-series Gran Coupe, the iX appears to be an X5 that’s been tailored for on-road comfort. Even if the styling is an acquired taste on both.

This is another example of BMW pushing design into an uncharted realm. It was created for a first impression; you’ll either fall in love or recoil in horror. Like when I first saw the G80 M3, I wonder who signed off on the iX design and thought this was a good idea. This 2026, which is the LCI version of the model, has seemingly doubled down on the look, with what appear to be even larger kidney grilles and no substantial changes to the polarizing look.

Here’s the thing, though, and I can’t believe I’m saying this. Years after the G80 M3’s debut, I now like the design. Maybe I’ve gotten used to seeing iXs around over the last few years, but I don’t think this one looks bad at all. I like the narrow lights and am thankful they didn’t go the same route as the 7-series and X7, with marker lights and lower, separate headlights. I’ve even gotten used to the large kidneys. And even if you still hate the way it looks, at least it’s interesting.

The interior is much less polarizing. There’s still iDrive and a digital dash. The seats in this M70 model are finished in Sensatec and have M stripes on them, I guess in an attempt to associate some motorsport heritage with an electric crossover. Still, they’re comfortable. And thanks to the iX being an EV, that allows BMW to latitude on the packaging. There’s no center tunnel so the front footwells feel open. The center console almost appears to float, rather than being attached to the floor. It may be nearly identical in size to an X5, but the interior feels far roomier and spacious.

It runs the latest version of iDrive 8, which allows touch operation or the traditional console-mounted wheel. For a system that was lambasted when it debuted in the E65 7-series, it has become the gold standard of in-car infotainment. It’s intuitive and easy-to-use, though there are now so many menus and options within the system that it’d be nice to see core functions, like climate control, moved back to physical buttons.

The real thing with EVs is that many of them are nearly the same to drive. They all tend to have instant torque, regenerative braking, and a real feeling of distance between the driver and driving experience. This iX, the M70, is broadly similar in that sense. It has 650 hp and 811 lb-ft of torque, outrageous numbers for a crossover like this. It is far quicker than it has any right to be, hitting 60 in less than four seconds. I also found it to be quite efficient, delivering excellent range over a week of driving. In fact, I used it for everything and it didn’t even deplete the battery to a place where I felt it needed to be charged.

The experience here is distinctly more EV than BMW; it’s aloof. The X5 is eminently more engaging to drive, while the iX makes its experience around tech and outrageous acceleration. Are EV crossover buyers looking for an engaging experience? In reality, probably not, even if it has a BMW badge on the nose. The ride quality is excellent, though, and the battery pack provides a low center of gravity, which means a car of this non-traditional shape can corner quite well. I also liked that the regenerative braking had multiple settings. There were settings that kept the amount consistent no matter the speed, and an adaptive level which took other factors into account, like surrounding traffic. I spent the majority of my time in that setting, and while 90 percent of the time it was perfect, the other 10 percent was frustration when it either seemed to slow for no reason or didn’t slow when I needed it to.

A rogue M badge appears. Photo: Travis Okulski

Now, the real thing here is need and the rapidly evolving EV market in the US. I think the iX makes a real case for itself as a family car. It’s smooth, spacious, intuitive, and a great place to spend time. The M70, with its $112,675 base price and $118,225 as-tested price tag, makes less sense. I don’t see the need for an M badged–even if it isn’t a true M–trim of this car.

In an EV crossover, you want range and efficiency. You want fast charging. The M70’s range is estimated at 283 to 303 miles per charge. The base model, the xDrive45, starts at $76,325 and can go an estimated 279 to 312 miles. It even hits 60 in 4.9 seconds. So for an extra $36,000, you knock 1.3 seconds off the acceleration times. The xDrive60 can go up to 363 miles on a charge and hits 60 in 4.4 seconds, all for $89,675. That seems to be the sweet spot.

For the BMW faithful, the iX might be a bit too big of a departure, yet the company has taken turns like this before. There was doubt when the i3 and i8 arrived, when the E65 7-series arrived, when the X5 arrived, even when the Isetta arrived. Those models are now a big part of the company’s history, as the iX will someday. For now, though, if you’re buying one and you don’t need to get to 60 in less than four seconds, save some money and go for the xDrive 60.

Photo: Travis Okulski