BMW M4 vs BMW IX

What's the difference?

Brutal, bruising and utterly brilliant, the M4 CS will be an acquired taste due to its no-compromise approach, but those willing to take the leap will find a performance car like few others at their disposal.

If anyone was worried that it would be too late to get a decent bit of value out of an entry-level iX, there's reassuring news.

With more power, range and features added to the model and the cost remaining close to its former sticker price, the iX has held up well despite now existing in a more competitive environment.

The M4 CS is familiar in all the right ways, but definitely looks significantly jacked up compared to its lesser siblings.

Part of that is the extensive use of carbon everywhere, from its bonnet panels to its roof, front lip, side skirting and boot spoiler. But also because of its super-muscular angles and creases, including the huge dome in its bonnet.

Also exclusive to this M4 CS is the light treatment, with the front LEDs lighting up with yellow highlights the brand says are supposed to be reminiscent of GT racing cars.

At the back, the rear lights are flush with fibre optic lighting, lending a flowing and unique light signature that looks epic at night.

Inside, it's a sea of carbon, with the lightweight racing seats, the dash inserts and the centre console all lined in it. It is a perfectly finished space, though, and one that's also flecked with red, including a 12 o'clock band on the thick-rimmed steering wheel, the seat backs, the contrast stitching and the paddle shifts.

Be warned, though, it takes some acrobatics to climb into or out of the CS. The seat bottoms have these super high edges that double as grab handles, but require some awkward contortions to navigate.

In short, it looks angry, this M4 CS, inside and out.

The iX was a bit divisive upon its original launch, because it was one of the early adopters of BMW’s current ‘big grille’ era.

The good news for the iX is that many have adjusted their expectations on that front and it now feels pretty well at home in the brand’s line-up.

The addition of the 'Iconic Glow' grille surround might be a step too far for some, but overall the iX has aged well and its exterior design hasn’t changed much because of that.

The adaptive LED headlights have new DRL elements, and the M Sport pack is now standard, but if you were only casually familiar with the iX you’d have to be looking closely to spot the update.

The new colour palette for the iX also includes the pictured 'Arctic Race Blue metallic', though I’m personally a fan of the iX in all black, giving it a more monolithic look.

Inside, it’s a similar story - what was once perhaps ahead of its time is now the expectation in an electric SUV. Minimalism in terms of physical controls, but plenty of space.

Helping the feeling of spaciousness is the now-standard panoramic sunroof, though a lack of physical shade is one of the iX’s few interior let-downs. Instead, it can electrochromatically ‘shade’, which still lets in plenty of light.

At night, ambient lighting joins the glow of the iX’s rather large 14.9-inch multimedia touchscreen and 12.3-inch driver display.

It all boils down to how you classify practicality in a car like this. I mean, the basic stuff is all there – it's got two doors, four seats and a boot capacity of 440 litres.

It measures 4801mm in length, 1918mm in width and 1399mm in height, and room for front seat riders is good, but less so for anyone you squeeze into the back. There are even ISOFIX points for a child seat.

But if you consider practicality the practical pursuit of performance, then the M4 CS has plenty of perks.

The space on offer in both rows of the iX is a huge plus, and it might even be enough to make you look past some of the small downsides to the electric Bimmer’s interior.

The iX’s clever two-level central console has the phone charger pad and drinks holders down out of the way and means you can put distractions (phone) and your tall bottles out of the way. There's a slot above for your phone to sit upright with a gap under for charging, too.

The storage bin under the armrest also has plenty of space as well as a little shelf for smaller items you don't want to go hunting for, but the iX’s control panel and dial are still reflective and, at certain times of the day, this means distracting light getting in your eyes. 

Speaking of distracting, I have found BMW’s multimedia software to be less intuitive and more complicated with each major update, and ‘OS 8.5’ is no different. At this point, using the brand’s touchscreen feels like operating an iPad on the move, with dozens of menu tiles to sort through.

But back to the physical space that is the iX’s interior - the big EV makes a lot of sense as a family car, especially if your kids are old enough to appreciate (and keep clean) the fit and finish.

Not only does the drive have a nicely adjustable and comfortable sports seat thanks to the M Sport pack, there's also heating and a massage function.

The front passenger gets the same, and the second row is borderline palatial. There's heaps of kneeroom, headroom, and even space under the front seats at their lowest setting to slot your feet.

The four-zone climate controls mean arguments are avoided, there is of course a central armrest, though even with it folded up and a person in the centre there's enough room in the back to be comfortable. 

Behind that, the iX’s 500 litres of boot space could probably be expanded but at the expense of rear legroom, so it's acceptable. There is space under the floor for cables, but no space saver spare, just a repair kit.

There's a switch that allows you to fold the seats down from the tailgate, but you can also manually fold the middle seat for a 40/20/40 split rather than the more expected 60/40.

The sole entry-grade iX is the xDrive45 M Sport, which brings with it more than the original base xDrive40, but also a price a few thousand dollars higher.

It starts from $142,900 but can quickly become much more expensive when you start ticking options boxes. But in this market segment, it's not that unusual, especially considering recent arrivals like the Polestar 3. 

Given it’s only a little more expensive than before, the extra kit and higher grade that now forms the iX entry-point is impressive.

The 'M Sport' pack is now standard as the name suggests, plus there’s M trim inside like the steering wheel, the M seats and silver design highlights.

The LED lights are now adaptive and the glowing grille surround has also been added.

There’s also now a panoramic glass roof as standard, rather than an option, plus the steering wheel is heated and there’s now a tyre pressure monitor.

Aside from that, there’s plenty that carries over, like the wireless phone charging, wireless Android Auto and Apple CarPlay, 18-speaker surround sound by Harman Kardon, four-zone climate control and heated front seats.

There’s also an 'Executive Pack' which adds some comfort features like soft-close doors, privacy glass and front seat ventilation with rear seat heating. That one’s $6500.

Then there’s active steering, which brings the rear wheels into play for more manoeuvrability and stability for $3000.

Adaptive air suspension is $4000, while the most expensive option is a 30-speaker Bowers & Wilkins ‘Diamond’ surround sound system for $9500.

BMW has found yet more grunt lurking in its trusty 3.0-litre 'M TwinPower' six-cylinder petrol engine, with the M4 CS now pumping out 405kW and 650Nm.

That's a decent jump from the 390kW and 620Nm served up by the M4 Competition, and a giant leap from the outputs of the 'base' M4 – 353kW and 550Nm.

Predictably, then, the CS is the fastest of the lot, knocking off the run from 0-100km/h in 3.4 seconds, compared to 3.5 and 4.2 in the Competition and M4, respectively. The top speed is also dialled up to 302km/h.

All that power is channeled through an eight-speed automatic and sent to all four wheels on demand, with the help of an 'Active M Differential'.

The iX has, as the xDrive part of its name would suggest, a dual-motor electric set-up with all-wheel drive. 

Power and torque now total 300kW and 700Nm for the system in the xDrive45 M Sport, up from the 240kW and 630Nm on offer in the outgoing xDrive40.

BMW says the iX is now good to hit 100km/h from a standstill in 5.1 seconds, with its claimed top speed a nice, rounded 200km/h.

The M4 CS is fitted with a 59-litre fuel tank, which – given the BMW's official fuel claim of 10.2 litres per hundred kilometres – should deliver a driving range on a full tank of 541 kilometres.

But... BMW also says the regular M4 – you know, the one that makes 52 fewer kilowatts and 55Nm less torque – uses 10.1L/100km, so do with that information what you will.

The iX’s 94.8kWh battery allows a range up to 522km, but relatively low efficiency because of the size and weight.

Its 20kWh/100km is on the higher side of power use for cars around this size and this is part of the reason its huge battery capacity results in a fairly average driving range.

Maximum power input for DC fast charging is, however, up from 150kW to 175kW with the update, which is good news for those long drives.

The hardest and angriest M4 of all time is, perhaps unsurprisingly, hard and angry. This is a race track specialist, but because I don't happen to own one of those, my first experience with the barking (and barking mad) M4 CS was navigating my way back from BMW's inner-city dealership.

Like it or lump it, you're going to read some Porsche comparisons here, because you're talking not too far off base 911 Carrera money, and suddenly I find the two Germans doing battle for a spot in my dream garage.

First things first, the BMW won't be much chop for daily driving for most people. Happily, I have a sickness for uncomfortable sports cars. It tells me that no compromises have been made in the pursuit of punishing performance.

A good thing, too, because the BMW, at city speeds, can be punishing. Everything feels heavy, the seats aren't overly comfortable – especially the hard bits that tend to dig in when cornering – and it stiff-arms its way over road imperfections, that exhaust booming and barking as it does.

Again, I loved it, and you probably will, too. But it's still not the kind of car I'd relish sitting in the morning peak hour rush in.

But escape the confines of the city and the BMW M4 CS suddenly makes a whole heap of sense. The acceleration is genuinely brutal, and wonderfully theatrical, with that quad-tipped titanium exhaust barking and snarling as you rocket towards 100km/h.

The steering is brilliant, with feedback fed to your wrists via that thick-rimmed wheel, and the entire experience feels sharp, super engaging and edgy.

You can push the M4 hard and fast, and I'm certain my limited talents would run out far before the BMW's would, but there's this thrilling sense of peril sparked by the aggression of the experience, that I love.

It's like the magic of a roller-coaster, I guess. Even if you know nothing is going to happen, you never really know, right? And in that lies the magic.

But back to original question, this or a Porsche 911? There's no doubt a Carrera is a better all-rounder, in terms of comfy commuting and race track fun, but this angry M4 is all shouty theatrics, all of the time.

I bloody love it.

The BMW iX was a relatively early entry into the catalogue of electric cars I’ve driven and because of that it had a couple of (in hindsight) unfair criticisms levelled at it.

For a start, it felt heavier than expected and its ride quality didn’t feel up to BMW’s standards - both things that plenty of electric SUVs have struggled with since.

But its drivetrain, design, and interior all impressed, aside from perhaps some of the aforementioned interior reflections.

Now years on, and the iX has aged well.

Some of the mechanicals and suspension also copped a tweak along with the entry iX now being a more powerful ‘45’. The result is a big electric SUV that holds up better than I remember.

‘Smooth’ is the key word that comes to mind in regards to a lot of the iX’s characteristics. While it’s still not perfect and feels heavy, the iX rides well in comparison to many SUVs on the market, including some of its close rivals.

Perhaps key to this is the fact its standard 21-inch wheels leave plenty of tyre to help the suspension soak up sharp edges on bumps, while we’re sure BMW’s handling engineers have learned more about getting the best out of a big, heavy electric vehicle in the last couple of years.

Road noise is well-muted as a result, and the shape of the iX doesn’t seem to lend itself to excessive wind noise. Even when you’re getting rather quick.

Despite being a 2525kg beast, its 5.1-second sprint to 100km/h is in the muscle car realm - the last of Holden’s V8 Commodores would do about that, for reference.

Its acceleration is also nicely progressive, rather than giving you an almighty but unnecessary jolt of torque right as you put your foot down. But once there’s traction and you’re rolling, the xDrive45 is impressive.

Meanwhile, its cornering and braking still reveal the heft behind the iX, it’s not something you can chuck around like a go-kart, but that’s also not really its area.

Anyone familiar with BMW’s steering characteristics will find the slightly higher force required for its weight (and thickness of the steering wheel rim) standard, though it’s still unnecessarily on the heavier side.

The BMW iX holds a five-star ANCAP rating, which it earned under slightly more lenient testing back in 2021.

Seven airbags, auto emergency braking with cyclist and pedestrian detection up to 80km/h, lane-assist, rear-cross traffic alert and intersection assist, plus a surround view parking camera all help immensely.

The M4 CS is covered by BMW's five-year, unlimited-kilometre warranty, with condition-based servicing available in packs, which will cost you $3530 over five years/80,000km, or $2900 over four years/60,000km.

BMW offers a five-year/unlimited kilometre warranty with an eight-year/160,000km warranty on the battery.

BMW servicing takes place as needed rather than on a schedule, meaning you’ll be alerted via the car or app when a service is required in the near future.

For the iX a six-year all-inclusive service pack costs $3475, regardless of how many km you drive.

BMW has 54 servicing dealers listed in Australia, with each capital city covered and many more locations in the eastern states.