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►New 2024 BMW iX2 review
►It’s the all-electric X2 crossover
►A BMW rival to the Audi Q4 et al
BMW probably hasn’t done this deliberately, but providing us back-to-back opportunities to drive the new iX2 electric SUV Coupe against its petrol-powered counterpart has made a good case for going electric. Tested in top-spec, twin-motor eDrive30 guise, the iX2 is fast, generally refined, and more satisfying than the conventional X2 M35i variant.
The swept-roof version of the BMW iX1, the iX2 is longer and lower, making the most of far more dramatically couped profile of the second-generation X2. It looks good by modern BMW standards, with relatively subtle detailing and a sharp but not overly aggressive look, enhanced by the UK’s standard M-Sport specification.
The pricing looks a little strong compared with a Tesla Model Y but stands up well against the Audi Q4 e-Tron Sportback, and the iX2 has a mix of talents that should turn the head of anyone considering either of those two.
At a glance
Pros: Smooth, powerful driving experience, improved ride quality, plenty of tech
Cons: Still a big price premium over petrol, lack of buttons
What’s new?
Well, there’s never been an iX2 before, so 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 in standstill traffic.
Compared with the X2, the iX2 has some additional bracing to help handle the extra 325kg of weight. Plus 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 230kW of power – equivalent to 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 classic 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 X2 M35i. But in regular driving, the iX2’s instant thrust and single speed transmission make it more of a demon around town and we can confirm it’s far from lacking over a mountain test route – though if you really give it a thumping the driving range will suffer (see below).
If all that’s a bit much you can instead order an iX2 eDrive20. This is a front-wheel drive 150kW 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, we managed to use 34% of the battery capacity in 54 miles, but there were quite a lot of deserted climbs, descents and switchbacks involved in that. How you drive an EV matters.
The eDrive30 gets a little more, claiming 273-297 miles per charge. All range predictions we have at this stage are BMW’s WLTP figures.
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?
With almost all of the incision of the X2 M35i but without the same degree of punishing ride quality. Which results in a generally much more pleasurable experience.
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.
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 iX2’s two-tonne kerbweight doesn’t do much to blunt its agility, but we suspect it contributes to the improved ride comfort. Helping smother surfaces imperfections more effectively and perhaps allowing the lower centre of gravity to control the body roll without resorting to the over-blown stiffness of the M35i. The iX2 can still spill your drink, but it won’t do so quite so often.
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.
These all fall under the heading ‘slightly weird’, but make for an interesting talking point with you passengers if nothing else.
What about the interior?
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. Similarly, the 525-1400-litre luggage capacity is reduced compared with the petrol models; there’s still room under the boot floor for the charging cables.
The BMW Curved Display looks good 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 same menu controls the artificial noises.
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 £51,615 for the eDrive20 and £57,445 for the eDrive30, the iX2 does make the Tesla Model Y seem rather reasonable.
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. Feels good verses the somewhat older Audi Q4 e-Tron Sportback, too.
BMW iX2 – the initial verdict
Advantage EV as far the X2 is concerned – on the evidence of the versions we’ve driven so far, the all-electric iX2 seems far preferable to the petrol-powered M35i, even with the latter’s added cache of being a fully-fledged M Performance model.
You do pay over £8000 extra for the privilege of plugging in to the UK’s somewhat variable charging network, but on the strength of our initial experience it’ll be worth it. And not just for the virtue signalling, the iX2 is a more rounded, more enjoyable car.
Specs below for the BMW iX2 eDrive30
