Review: BMW’s First Electrified M Model Shifts Focus From Dynamic Performance to Tech and Style

When BMW established its motorsport division back in 1972, the small group was initially tasked with developing its race cars as well as low-volume, high-performance road cars, like the 3.0 CSL, in order to satisfy series’ homologation rules. The team’s role within the company expanded over the following years, and in 1978, BMW debuted the M1. A bona fide supercar, the mid-engined, tube-chassis wedge was not only the company’s first M-badged offering, it was also the only BMW road car to ever be developed exclusively by the M division. Until now, that is.

Like the M1, the XM represents a high-water mark for the brand. But in the age of electrification, the focus has shifted away from outright dynamic capability. Don’t get us wrong, XM’s total peak output is 644 hp and 590 ft lbs of torque, so performance is still a priority. Yet with an official sprint to 60 mph in 4.1 seconds and a top speed of 168 mph, the all-wheel-drive XM isn’t as quick or as fast as BMW’s own X6 M. And with a footprint similar to an X7 and a curb weight of over three tons, there’s little doubt that the XM would be dusted by an M4 CSL at the track or on a technical road.

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Instead, the XM earns its flagship status by way of bold styling and a raft of sophisticated technologies, both of which allow it to hit above its weight class. And as the M division’s first electrified effort, this PHEV also serves as a harbinger of things to come.

To deliver the sizable amount of thrust on tap, the XM is outfitted with a twin-turbocharged 4.4-liter V-8 that produces 483 hp and 479 ft lbs of torque, as well as a single electric motor that’s sandwiched between the engine and the eight-speed automatic transmission. The electric motor can produce as much as 194 hp and 207 ft lbs of torque on its own, and its 29.5 kwh lithium-ion battery pack offers roughly 30 miles of all-electric range at speeds of up to 87 mph. Although it takes about three hours to completely replenish the battery from flat to a full state of charge—due to its maximum charging rate of 7.4 kw— energy is also fed back into the battery during mixed power-train use thanks to the system’s recuperation efforts, so having to wait that long should be a relatively rare occurrence.

Aided by a torque-vectoring rear differential as well as rear-wheel steering and an active electromechanical anti-roll system (the latter of which can improve ride quality or curtail body motions as needed), the XM proved to be a surprisingly willing dance partner on the winding mountain roads we discovered just outside of Prescott, Ariz. The XM’s steering feel and communication are also among the best we’ve seen from BMW in recent years, and combined with the unflappable stopping power provided by the six-piston calipers and massive 20-inch rotors installed up front, it equates to a big SUV that performs like a proper M product when hustled.

Around town, this rolling showcase of technology illustrates both its merits and its shortcomings. The iDrive 8 infotainment system and BMW’s luxurious Curved Display screen setup, for example, are standard equipment here. While the system looks great and offers a wealth of features and customization options, BMW’s decision to get rid of physical buttons and knobs for basic tasks like fan speed and seat heaters was a recurring annoyance during our time with the XM, especially in situations where we needed to make an adjustment while on the move.