Today, every automotive enthusiast knows that when we speak about BMW M, we speak about serious performance machinery. It is no coincidence that 52 years ago the M division was created to manage BMW’s motorsport activities. That is how the first standalone M model was born – the legendary BMW M1. A mid-engined supercar produced in just over 400 units to homologate its racing counterpart.
From there followed decades of success with heavily reworked versions of standard BMW models, beginning with the E28 M5. Interestingly, these were all derivatives. Until recently, the M1 remained the only “purebred” M car. Not anymore.
Now there is a second standalone M model – the BMW XM.
Дизайн
When I first saw the XM, my reaction was a mixture of confusion and mild disgust. Today, I would describe its design as simply scandalous.
The front end reminds me of the villains from Angry Birds. The signature BMW kidney grille is enormous and, to make matters worse, illuminated – undeniably kitsch. The rest is a complex mix of sharp lines, dramatic details and indecent dimensions: 5.1 metres long and 2 metres wide.
Scandalous? Absolutely.
But then again, the XM is the most expensive model in BMW’s range. Prices in Bulgaria start at around €174,000, while the tested car approaches €200,000. This is not an ordinary car for ordinary people.
The XM is meant to be extravagant. I suspect many buyers will be recently successful individuals – “new money” customers who still feel the euphoria of financial achievement and want to express it. In that context, the XM’s appearance makes perfect sense.
The side profile, in fact, appeals to me. It delivers a clear impression of muscle and strong character. I am generally not a fan of SUVs and often find it difficult to create a classic SUV silhouette with genuine identity. Here, it works. The large side trim element enhances the dynamic lines, and in gold it adds a touch of theatrical flair. The Cape York Green paint of this test car (from the standard palette) suits it particularly well.
The massive 23-inch wheels look almost conceptual rather than production-ready. Interestingly, their centre caps do not feature the traditional roundel but a simple BMW script. The downside? Tyres are special-order items.
At the rear, the design is equally unconventional. At first glance, it seems there is no BMW badge at all. In fact, there are two – positioned on the upper corners of the rear window, referencing the original BMW M1. Even the upper window line subtly mirrors the rear deck shape of that iconic supercar.
Overall, despite my reservations about the illuminated grille, I find the XM’s design bold, powerful and genuinely different.
Интериор
Inside, the XM feels as though it came from a bespoke tuning studio rather than a mainstream manufacturer. This is particularly true for the Merino Deep Lagoon leather combination (around €2,600 option), blending vintage brown and deep blue.
The headliner is one of the strongest highlights – sculpted Alcantara surfaces with ambient lighting creating a dramatic effect. From the rear seats, the atmosphere feels almost limousine-like, bordering on bachelor-party theatrics.
The rear bench is generous and luxurious. Two cushions enhance the lounge-like character, and the seamless flow of leather from seats into door panels creates a cohesive, high-quality impression. Door pockets are large, legroom is abundant, and there are multiple charging outlets. Accessories such as coat hooks or tablet holders can be added.
There is a genuine conflict here: the rear seats tempt you to be driven. But this is a BMW M – and M cars are bought by people who want to drive.
Up front, the layout is more traditional BMW. The large curved display housing the digital instrument cluster and infotainment system looks elegant. Graphics and response times are excellent, though operation requires familiarisation.
Unlike other BMW models, there is no physical button for heated steering. You must navigate menus or use voice commands. The same applies to most functions. It is not ideal – especially when you are on a call or speaking with passengers.
The optional Bowers & Wilkins Diamond Surround System (around €4,600) with 1,475 watts and 20 speakers sounds exceptional.
Build quality and materials are at a very high level. Subjectively, however, the more minimalist interior of the BMW iX M60 feels even more cohesive.
The red M1 and M2 buttons on the steering wheel allow quick access to customised driving modes – a detail I appreciate greatly. The matte carbon fibre trim also fits the car’s character well.
The XM’s interior is extravagant, occasionally excessive – but perfectly aligned with the spirit of the car.
On the Road
Pressing the start button does not awaken a roaring V8. The XM starts silently on electric power. Yes, this flagship M model is a plug-in hybrid.
The 4.4-litre V8 works alongside an electric motor integrated into the transmission, producing 197 hp on its own. Combined output is a mighty 653 hp and 800 Nm. The 29.5 kWh battery enables up to 80 km of electric range on paper (around 60 km realistically).
Curb weight stands at 2,710 kg. For perspective, even a Rolls-Royce Cullinan is slightly lighter.
Acceleration from 0–100 km/h takes 4.3 seconds. Official combined consumption claims 1.5 l/100 km plus 30 kWh, though in reality you should expect 15–20 l/100 km once the battery is depleted.
In the city, the XM can behave surprisingly civilised. Visibility is good, rear-wheel steering aids manoeuvrability, and BMW’s parking system remains among the best available. At low speeds, the cabin feels well insulated thanks to double glazing, including at the rear.
Ride comfort is good for an M car, though suspension remains firm. Sofia’s imperfect roads are still noticeable. Very wide tyres sometimes amplify body reactions over uneven surfaces.
One annoyance: even gentle throttle inputs can feel abrupt. During tight uphill manoeuvres, the aggressive calibration felt unnecessary.
On the motorway, pressing the accelerator awakens the V8 with dramatic sound – partially enhanced through the speakers. However, in automatic mode, there is a slight delay before full acceleration, largely due to gearbox response. Manual shifting improves immediacy.
At speed, the XM is comfortable but not ultra-luxurious. Road and aerodynamic noise are more noticeable than in true luxury SUVs.
On a winding road toward Poibrène, the XM initially disguises its weight impressively. It turns eagerly and remains composed under moderate pace.
Push harder, however, and things become intimidating. In Sport mode with MDM stability setting, traction limits arrive quickly. The immense torque combined with massive weight generates significant inertia. Steering is precise but not as sharp as expected from an M flagship.
It is entertaining. It is dramatic. But it does not deliver the traditional M purity.
Conclusion
The XM does not behave like a traditional M car under serious driving. But then again, it is not a traditional M model.
It is something different. A flagship not only for M, but for BMW as a whole. It blends luxury, performance, technology and individuality.
The result will not appeal to everyone. Yet in today’s SUV-oriented world, there is space for such excess.
Personally, I liked the XM. It is excessive in every dimension – price, size, power, weight. But luxury itself is often excessive and extravagant. My time with the XM was enjoyable. It impressed me.
Eng. Tsvetan Iliev
