In trying to appease people with a multitude of tastes, BMW M's plug-in-hybrid SUV flagship loses focus.
, few have the XM's electric-only capability. A large lithium-ion battery with 19.2 kWh of usable capacity resides under the floor and should be good for around 30 miles of EV range. EPA figures have yet to be released, but fuel economy will vary from thirsty to thrifty depending on how you drive it. In Electric mode , we could briskly accelerate away from stops and merge onto the highway without stirring the gas engine.
Driven like an M car on twisty mountain roads, the XM adheres to family tradition. We wish more new BMWs had such smooth, progressive steering, with welcome feedback and a gentle buildup of effort in corners. While the XM's sheer mass keeps it from feeling overtly racy, adaptive dampers, 48-volt active anti-roll bars, and rear-axle steering help keep it flat and poised around bends.
However, the decision to go with conventional coil springs rather than more compliant air springs—a call that favors chassis precision over comfort—is problematic for a vehicle that also features a spacious back seat that BMW refers to as an M Lounge. Though far from harsh, the XM's ride is busy over small, high-frequency bumps, even in Comfort mode on the smooth Arizona pavement of our drive route. Sprawled out on the cushy rear bench with its throw pillows and expansive 40.
That's not to say the XM's beautifully finished cabin doesn't ooze wealth. There are artful forms, soft leather, and available contrasting color schemes that tastefully flow from the seats to the door panels and up to the geometrically sculpted headliner ringed by ambient lighting.
We imagine the XM's intended clientele—80 percent of which BMW expects to find in the U.S. and China, with many being new customers to the brand—won't feel too miffed about it not being as quick and sybaritic as it could be. The XM's many indulgences, including its respectable EV capability, can be had for thousands less than, say, a
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