Best Electric Cars of 2023 and 2024

ALISTAIR WEAVER: Alistair Weaver here for Edmunds with the first full, independent, instrumented test of the BMW XM. The first standalone M car for 45 years is an eccentric SUV designed to pinch sales from the Mercedes G-Wagon and Porsche versions of the Porsche Cayenne. But can it justify the hype? Here at our test track, we're going to find out if this 644 horsepower, plug-in hybrid really can do 0 to 60 in 4.1 seconds as BMW claims. We're going to push it to the limit on the handling circuit to find out if this $160,000 Leviathan can justify its M badge. We're going to discover whether the so-called M Lounge really is a nice place to lounge. And finally, we're going to opine on whether the controversial styling is a work of art or not. [MUSIC PLAYING] And now without further ado, let's get on with it. [MUSIC PLAYING] We're about to kick off with the acceleration test. But before we get there, let's talk about how we ended up here. This really is the first vehicle since the iconic M1 in 1978 to be a ground up M car instead of just a go faster version of a more standard BMW. It's a trick that Mercedes has also been trying with AMG because if it sounds more grandiose, you can charge more. And charge more they certainly do. Built in South Carolina, the XM is the most expensive vehicle that BMW makes today costing over $30,000 more than the equivalent X5 or X6 M. For that, you get a fusion of BMW bits. The XM has the same wheelbase as the three-year-old X7, but it only seats five, and it's shorter and lower. Under the hood is BMW's familiar 4.4 liter twin turbo V8 plus an electric motor, an eight speed gearbox, and there's all wheel drive. And it is unbelievably heavy as we're about to find out. So we've rolled it onto the scales. The numbers are in. Brian, what's your best guess? BRIAN: 5,550 pounds. ALISTAIR WEAVER: So that's about the same as a Ram 1500, off the top of my head? Kurt? KURT: It is a hybrid-- a plug-in hybrid and it has all wheel drive, so I'll say 58. ALISTAIR WEAVER: 5,800. So heavier than a full sized truck. Rex? REX: I'm going with Price is Right numbers and I'm going to say 5,900 pounds and up him by 100. I think it's about TRX rapper. ALISTAIR WEAVER: 5,900. Edmund scales do not lie. Very expensive. 6,057 pounds. So 6,057 pounds. To put that into context, a typical Honda CRV weighs 3,750 pounds. A high trim Ram 1500-- about 5,700 pounds. And a Ford Raptor R-- a mere 6,003 pounds. So this five seater SUV is heavier than an off road performance truck. Madness. How will all that mass impact on performance? Let's find out. [MUSIC PLAYING] This is our test track where we measure every car that secures an official Edmunds rating. It's normal asphalt like the real world. And for those who care about these things, we're just outside LA at sea level. With its electric motor and gas engine working in harmony, the XM generates 644 horsepower and 590 pounds feet of torque. Versus 617 horsepower for the much lighter X5 and X6 competition. BMW says it's good for 0 to 60 in 4.1 seconds. But we never take their word for it. For consistency, all our numbers are run by members of our dedicated test team. So let's hand it over to one of the finest test drivers Edmunds has ever produced-- call sign Kurt. [CLAPS] [ENGINE REVVING] Let's take a look at the numbers. Drum roll, please. [TAPPING] 0 to 60-- 4 seconds dead, which is 0.1 faster than BMW claims but half a second down on our numbers for the X5 and X6 M competition. KURT: Anything that weighs over 6,000 pounds and does 0 to 60 in sub 5 seconds-- that's quick. ALISTAIR WEAVER: It hit the quarter mile in 12.1 seconds at 114 miles an hour-- still half a second down on an X5 M and only a smidgen faster than the more off road orientated G 63 AMG. Braking-- 104 feet is the best of our sample with the AMG lagging behind. On the skidpad, it recorded 0.98g-- better than the G-Wagon but less than the X5, X6 siblings. So what we have here then is a dedicated M car that's actually slower and less grippy than the cheaper M versions of BMW's family SUVs. But enough of the numbers. What does it feel like to drive? [ENGINE REVVING] Honestly, for an SUV that weighs this much, this disguises its enormous girth with remarkable finesse. There are so many electronics working to overpower the basic laws of physics. You've got electronic roll control, designed to keep the body flat during the corners. You've got fancy M2 differentials going on to help the all wheel drive system that's sending a bit more power in sport mode to the rear. You've got a lot to help you. And it does a very good job of posing as a sportscar on this track. The other thing that's working with me, particularly through these tight, twisty corners, is the four wheel steering, which the rear wheels can actually move in either direction to either improve the maneuverability or the agility and stability at speed. And that certainly helps to make the car feel smaller and more agile than it actually is-- more towards say an X3 than an X7. And that's genuinely impressive. So easy steering, which has a real precision. It's not quite Porsche good. Porsche remain the absolute masters of steering feel and control. But the M sport engineers are pretty good too. But this noise is a sort of weird hybrid-- if you'll pardon the pun-- of a genuine sound of VA to whir from the electric motor and then some artificial noise that are pumped into the cabin. It's kind of unusual. But I kind of like it. And I'm not a big purist for these things. And it sounds good. It sounds good. The other thing that might sound kind of strange to, say, in a vehicle with 600 horsepower is that it doesn't actually feel as fast as you might think. And obviously, that's all to do with its enormous weight. And I think BMW has recognized this because they're bringing out something called the Label Red this summer, which will have over 700 horsepower, which will be the kind of M car if you like. But that will cost over $185,000. Blimey. So I do feel less good about-- well, the ride quality for one. This car has got steel springs when most of its rivals-- most luxury SUVs-- have got air suspension now. That's all about precision. And it's very much an M signature. The problem is-- the flip side is-- the ride quality is unacceptably stiff. And it doesn't matter whether you're on the 22 inch rims that this car has or the optional 23s. It just never really settles. Honestly, my three-year-old fidgets less than this car. And for a vehicle that really has sort of luxury, long distance aspirations, this is a sort of classic skiing car then. It's just unacceptably firm. My first few miles I found myself playing with the buttons trying to find a more comfortable setting only to realize that I was actually in the most comfortable option there was. And if you go into full stiff on the road, frankly, it's just miserable. You get three different hybrid modes. At the moment, I mean-- standard hybrid. I can also then, using the touchscreen, go into fully electric. Now this gives you sort of 30 to 40 miles of range in our experience. And because the electric motor is actually of a significant size, it generates 194 horsepower in its own right. This is actually quite a pleasant way to travel. And if you're the kind of person who lives in a city like LA like I do and has maybe a kind of 20 to 30 mile commute a day, honestly, you just drive around in electric mode. And all would be well with the world. You then have a third mode which is eControl. And this is about trying to keep the battery charged as you go about your business. That means that if, say, you're driving home late at night and you like your neighbors, you can switch to electric mode as you get home and whisper your way to the garage. I kinda like that. Let's put it back into hybrid because, let's face it, that's where you're going to spend most of your time. We should probably talk about the aesthetics. I like the vertically stacked exhaust pipes. That's cool. Should we look inside? [MUSIC PLAYING] Welcome to what BMW calls the exclusive M Lounge. In here you get some rather fabulous chunky M chairs, a familiar M steering wheel, and-- thank goodness-- some real carbon fiber, which saves valuable ounces in a vehicle weighing over 6,000 pounds. This screen is familiar to pretty much every new BMW. But you do get some unique graphics including a nice little Easter egg. When you scroll through to get to the tire pressures, you get a little motif from the original M 1. Here's what you could have won. I really like this vintage leather, which helps to justify the lofty price tag. But other bits are less convincing. The Bowers and Wilkins audio system is a $3,400 option. But this tweeter kind of looks like an aftermarket bolt on. And frankly, what's with this roof? You get this sort of weird diamond pattern and 100 LEDs that change their color according to driving mode. But frankly, I'd rather have a piece of glass. There also aren't that many options. At this level of the market, personalization is everything. But BMW offers just seven colors and a bit of gold trim bling. Gold trim-- that's really hard. Gold trim bling, ladies and gentleman. Gold trim bling-- and pretty much, that's your lot. Now it's time for a bit of pillow talk. Pillow talk-- get it? That was the director's joke. Anyway, moving swiftly on. This interior really is an automotive mullet. You get business in the front and casual in the rear. There's tons of leg and headroom. Remember, I'm six foot four. But what you don't get is an entertainment system, a massage function, even a sun blind. Instead it's just a pretty flat, pretty squidgy bench that doesn't adjust in any way, which for an M car is a bit strange. And it means that if your driver drives in a spirited fashion, this happens. KURT: How are you back there? Is everything all right? ALISTAIR WEAVER: I'm lounging in considerable comfort. But-- KURT: We're good. [ENGINE REVVING] ALISTAIR WEAVER: I'm a terrible passenger. [ENGINE REVVING] Whoa. [ENGINE REVVING] Oh! [LAUGHS] That is awful! Deeply unpleasant. [MUSIC PLAYING] Trunkspace I hear you say. Well, the load lip is exceptionally high. And there's less space in here than you'll find in either Porsche Cayenne or even a Lamborghini Urus. I have a couple of tiny kids and frankly, this would only just about work for me. Then there's this bag, which looks like an escapee from a lifestyle magazine. And it's actually tethered with a little carabiner to the back of the trunk. What is it for? Well, all it actually hides-- if I can unzip it in a timely fashion-- is the cable for the plug-in hybrid system. That's it. If you want a metaphor for the car, it's sitting right there. [MUSIC PLAYING] Let's take a look at the world famous Edmunds rating. Overall, we score the XM as 7.7-- marginally better than an Aston Martin DBX but behind the X5 M, the Alpina XB7, and the Lamborghini Urus. So M's sophomore album is a bit of a challenge. It's like the band members spent the last 45 years doing drugs and then had a massive fight. It's got steel springs to make it feel like an M3 but then a rear seat like a Rolls Royce. It's bold but a bit fake, couture but strangely mass market. Honestly, we spent the past few days trying to figure out what this vehicle is for and who's going to buy it. And we're still at a bit of a loss. It doesn't have the heritage and the off road chops of the Mercedes G-Wagon. It's not as customizable as a Cayenne. And it doesn't have the dynamic prowess to pose as a slightly less rich person's Lamborghini Urus. And yet, on the 405 yesterday somebody in an old BMW 540i drove alongside me, wound down his window, and went-- And I think that's why people are going to buy it-- because some people are going to love how it looks. [MUSIC PLAYING]