THE LINCHPIN
BMW IX XDRIVE50
Finally, we swapped seats for the ix, a vehicle that represents the new vanguard of EVS. Although its looks have received plenty of criticism, to say BMW is chuffed with how this car turned out would be the understatement of the decade. From its latest-generation powertrain to its radical cabin that’s more like a business class lounge than a car, it has the huge benefit of being the last to market, so BMW’S boffins knew exactly what they were up against, could set targets and build accordingly.
Making use of its innovative Carbon Core, it tips the scales at 2 585 kg which, ironically, makes it the heaviest vehicle here by quite some margin, but look beneath the skin and you soon realise it’s endowed with the biggest battery pack. That equates to the largest real-world range: 505 km versus 411 km and 380 km in the other two.
Don’t think this heft inordinately dulls performance either. From a standing start, we zapped to 100 km/h in 4,67 seconds, the quickest of the trio, and agility in the corners is not as compromised as we initially feared. The monovolume took off like a scalded cat the instant we buried the throttle pedal and lethargic handling was no issue as we sliced past the traffic circle just outside Cape Town Stadium. Even with minimal time at the helm, it’s patently clear this is the most together and harmonious to drive of the three. The rigidity of the carbon-fibre shell, ride quality – even on 22-inch wheels shod with low-profile tyres – and light but crisp steering were unmatched on the city route.
We had been ensconced in the luxurious but
Forget the looks, the ix is a true testimony to automotive progress.
conventional Mercedes and Jaguar all morning, so climbing into the BMW’S radical cabin jarred at first. However, we soon appreciated that the ix remains committed to the philosophy of the original ix concept car, which wanted to provide a lounge-like environment for passengers. There is a refreshing and notable step up in tactile quality between it and the austere Jaguar and cookie-cutter Mercedes-benz.
There is a brand-new curved driver’s display that spans 12,3 inches and sweeps across to the 14,9-inch central screen, eliminating any button clutter on the dash. These screens can be operated by touch or idrive OS 8,0 with its familiar controller positioned between the driver and passenger seat, finished in reclaimed wood in the ix. Better still, the gesture and voice control systems have been upgraded and actually work now.
The cabin ambience is unlike anything we’ve ever experienced in a car: from the style of the graphics, myriad colours, materials used and even the Hans Zimmer-crafted sound profile of each driving mode. The ix genuinely feels like a whole new type of mobility. The E-prix lap became almost secondary to what was happening on the inside … we were so at peace, we nearly forgot to hit the brakes for our emergency-stop test. The big Beemer came to a halt in an impressive 2,78 seconds and 37,5 m. Efficiency-wise, the ix splits the Jaguar and Mercedes with a figure of 16,8 kwh/100 km, which is perhaps par for the course considering the extra weight and power.