They threatened us with a concept, and now the production version of the BMW XM is finally here. Here’s all you need to know about BMW’s super SUV.
Designed to celebrate 50 years of the famous M Sport division, the BMW XM seems like a rather odd tribute at first glance. After all, M Sport is known for some of the most iconic European performance cars ever built, so why would you honour that with a cumbersome, controversially styled SUV? Well, while us enthusiasts may be disappointed by such a decision, the fact is that it is merely a reflection upon the modern motoring industry as a whole. SUVs sell well, and despite its aggressively offensive looks, I have no doubt that it’ll appeal to the target market. From a business perspective, it makes total sense.
However, if the XM is to be taken at all seriously as a proper M-car – and bear in mind, this is the first bespoke M model since the M1 supercar – then somewhere within its DNA, there must be an injection of sporting prowess. And it turns out, there is.
Let’s start off with the powertrain. Behind those oversized nostril grilles, you’ll find a 4.4-litre twin-turbo hybrid V8, which churns out 653hp and promises to be “classically high-revving”. On paper, that’s actually quite a tantalising prospect, and despite its heft, means that the XM can complete the 0-62mph sprint in just 4.3 seconds: something no doubt aided by the all-wheel drive system. Not content with that, BMW have teased that an even crazier version of the XM’s powertrain will arrive in Autumn 2023. The ‘Label Red’ XM is set to become the most powerful M-car ever, boasting 748hp and 553lb ft of torque.
As is always the case with this new generation of super SUVs, the tricky part isn’t endowing them with supercar levels of engine power. The real head-scratcher is how to make all that weight feel rewarding to drive in anything other than a straight line.
BMW’s solution to this problem comprises of double-wishbone suspension at the front and a five-link axle at the rear, enhanced by electronic dampers and anti-roll systems. There’s a lot of adjustability built into the car too. Keen drivers can take control over various elements of its set-up, all through the onboard computer. This allows you to change everything from the basics like suspension and steering feedback, to more complex issues like energy recuperation. As a result, the XM’s driver has the ability to change its personality considerably, from a firm performance machine to a more comfortable cruiser. Obviously, it’ll have its limits at either end of the spectrum, but this is certainly a car that you can tailor to your own personal driving style.
On top of the impressive engineering underpinning it all, you do get the sense that BMW is trying to add as much ‘spectacle’ as possible to the XM, and in my book that’s a good thing. People will debate its exterior qualities until the end of time, but however you feel about it, it’s certainly imposing enough to feel special. On the inside, the driver-focused cabin perhaps isn’t as eye-catching as the outside would lead you to believe, but it’s nonetheless an exceedingly luxurious place to be. Lighter two-tone upholstery options are the way to go if you want to make the XM feel as spacious and roomy as it really is.
BMW hasn’t just worked on the cabin’s visuals and ergonomics though. The noise of the XM is another key part of its persona. As you climb the rev range, you’ll not only be treated to the sound of eight cylinders, but also an electronic harmony of sorts composed by Hans Zimmer. This sci-fi sound will be most prominent, however, when you put the car into its fully electric mode. The XM has a range of 50-55 miles on battery power alone, which could be useful for daily urban commutes.
Overall then, if you get past its Marmite aesthetics and excessive footprint, then you have to admit that the XM has all the hallmarks that you’d want from a BMW flagship. But is it really worthy of being the main tribute to M Sport’s 50th anniversary? Sorry, but we’re still not fully convinced about that.
