Trumpeted as the pinnacle of its hugely profitable X family of SUVs that is paired with the best of what its legendary M division has to offer, the mandate for the new BMW XM is a lofty one.
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Unleashed in the 50th year of BMW’s esteemed Motorsport skunkworks department and weighing 1 500 kg more than its M1 coupé forebear, this plug-in hybrid is only the second vehicle in BMW’s history to be developed entirely by its M division. Sharing its CLAR platform with other particularly large members of the BMW family, it has been a long time since a test car we have driven has drawn so much attention from onlookers. From thumbs-ups and wide smiles, to grimaces and the quick shielding of young children’s eyes by their concerned parents, it is safe to say the XM’s exterior aesthetics are strikingly controversial.
That said, its LED-backlit grille, liberal use of gold trim and accents, vertically stacked exhaust tailpipes and optional 23-inch alloy wheels make it difficult to argue that as a statement of intent, the XM is a resounding success. Consider, too, that BMW is targeting the US and China for more than half of this model’s annual sales. These two markets historically have not been shy to show off individual status. For comparison, the XM is 175 mm longer and presents a slightly lower profile than a current-gen X5. As wide as its more familiar stablemate, the new car’s wheelbase has been stretched by 130 mm, notably with a view to house a 25,7 kWh battery pack below the passenger cabin. Interestingly, for reasons of packaging, luggage space is slightly down on what is available in an X5.
If the exterior is a collection of bold, carved-from-a-block-of-granite creases, the XM’s interior is a study in luxury and opulence blended with sporty purpose. We would go so far as to suggest the choice of materials – such as vintage leather, polished trim and metals, and the 3D-effect soft-touch roof lining – bests what is fitted in the latest 7 Series.
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Strictly a five-seater, the XM’s cabin has been split into two distinct zones. The front seats offer pleasing lateral bolstering and support, together with the obligatory ventilation and heating, while the rear seats have been designed for maximum relaxation, including removable cushions. Ambient lighting throughout, together with a high-end audio system, completes the effect. At the business end, BMW’s flagship SUV hosts the brand’s newest iDrive 8 curved infotainment setup and full digital instrumentation, while the sight of two red M-branded buttons within thumb reach on the steering wheel serves as a reminder that this is clearly a member of the M family … or rather, the most powerful M car ever produced.
Fitted with BMW’s renowned S68 twin-turbocharged 4,4-litre V8 engine, the XM is additionally equipped with a 145 kW/280 N.m electric motor housed within the eight-speed automatic transmission, with a combined 480 kW and 800 N.m of torque directed to all four wheels. Our best recorded 0–100 km/h sprint time for the 2 727 kg XM was just 4,30 seconds. Even more astonishing when you consider the mass is the figure of 2,89 seconds that we averaged over 10 emergency braking stops from 100 km/h back to a standstill. With the battery recharged via either progressive on-the-move regenerative braking or wall box, this juggernaut is able to drive up to 88 km in stealth-like all-electric mode.
It is also during these more leisurely excursions that one of the XM’s biggest drawbacks is most evident. Perhaps a result of the 23-inch low-profile tyres or the combination of these and the car’s standard steel springs paired with adaptive dampers and active anti-roll bars, the XM’s default ride quality will likely prove too firm for most South African road conditions.
Although it is possible to get accustomed to, rivals from Porsche, Mercedes and Range Rover provide superior everyday comfort compared with this BMW. There are two things to note about the dynamic ability of the XM. One is that a vehicle of this size and mass has no right to be able to dive into a corner, meet the apex and power towards the horizon with the poise of this massive M SUV. The other is that regardless of the levels of your cornering confidence – thanks to its presence on the road and, again, its mass, unlike in any other M car – the urge to head out and explore a quiet mountain pass simply isn’t there in the XM.
Verdict
Accepting that the XM exists as something of an assault on the senses, destined to appeal to markets with vastly different mindsets, driving conditions and expectations to ours, this amalgamation of skillsets from BMW is spectacular. Despite its love-it-or-loathe-it exterior styling, which commands attention on the road, this flagship SUV offers one of the most fascinatingly intricate and beautifully finished interiors in the business.
Then there is the fact it can complete its weekly commute with all-electric, emission-free ease before embarrassing many a modern sports car at a traffic light. As a shop window of future BMW M products (the next M5 will share this hybrid powertrain), the XM is an unequivocal success. Having said that, the fact that we chose to leave it out of our Performance Shootout road trip in favour of its less complex, lighter, more playful M2 stablemate means that, as enthusiasts, we are content to hold on for just a little longer to what we have come to know and love as ‘old-fashioned’ performance cars.