I too was a little shocked when diving into registrations data. Always good to check these sorts of things, rather than rely on what group-speak may believe. Even more interesting was discovering that the XM has bombed in China. There, a mere 230 were bought during the first three quarters of this year. And yet the X7 sells well.
Another place where the XM’s similarly sized brother is relatively popular – the USA – is also not especially keen on M Division’s sole model. Sales for the year to the end of September totalled only 1,221 units. Americans do however favour the BMW over the Aston DBX. The XM also outsells the Audi A8 and even all Maseratis combined. So it’s doing OK its country of manufacture.
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The really big surprise was seeing just how many examples of this huge and hugely expensive SAV were delivered to Europe-based customers between 1 January and 30 September. It outsold the smart hashtag three, the Mustang, the Prius and the i7. In the case of the other big BMW, the margin was more than 1,000 vehicles, XM sales being 3,054 units.
CLAR platform, same as X7
Why was I looking at all these numbers? BMW GB kindly lent me a six-cylinder XM for a week, the 50e being the ‘cheap’ XM, and I wanted to know for myself how it’s doing worldwide. Before telling you how I found the temporary ownership experience let’s take a quick refresher on the essentials.
Built in South Carolina in the same plant as almost all of the company’s Sports Activity Vehicles, this one is meant to complement the equally big and expensive X7. Unlike that model, every XM is a plug-in hybrid and has only two rows of seats. The three variants from the 2024 launch were reduced to a mere pair this northern hemisphere summer.
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By GlobalData‘XM’ deleted leaving 50e and renamed Red Label
Originally, the all-turbo range was:
XM 50e: 350 kW & 700 Nm combined from a 3.0-litre I6 + motor
XM: 360 kW & 650 4.4-litre V8 + motor = 480 kW & 800 NM
XM Label Red (became Red Label): same powertrain but 500 kW & 1,000 Nm
Determined to keep pushing the links between its WEC programme and road cars, BMW relaunched the XM at this year’s 24 Hours of Le Mans back in June. That was when three became two. The 50e is unchanged, the Label Red/Red Label is now the Label and gains 50 kilowatts while the ‘XM’ (i.e. 480 kW and 800 Nm) has been dropped.
Motor integrated within the transmission
The outputs of the Label’s 4.4-litre biturbo V8 are 430 kW (585 PS), with the 145 kW (197 PS) motor integrated into a ZF-supplied eight-speed M Steptronic automatic transmission. Combined power and torque are now 550 kW (748 PS) and 1,000 Newton metres. Naturally, drive is to both axles, while the six-cylinder car, the 50e, also has its motor within the gearbox.
Is the V8 worth an extra 50,000 euro over the 50e? Yes really, that’s the price difference in Germany, or just about: €133,800 versus €183,400. Zero to 100 kn/h takes 3.8 seconds in the V8 variant, which doesn’t seem that quick does it? That’s because we’re talking weight which isn’t that far off the likes of the Volvo EX90. i.e. close to three tonnes once you add two occupants. Yikes. No wonder top speed is only 250 km/h though BMW will happily take some more money from you to lift this to 280 km/h via an option package.
Big inside too, especially in the back seat
There is an almost ridiculous amount of space inside the XM. Not only does it share a platform with the X7 but they have a lengthy wheelbase in common. Each is also between 5.1 and 5.2 metres long. So the PHEV with the brutish face is able to offer lots of lounging room as it only has two rows of seats.
The boot too is fantastically large with the caveat that the floor isn’t that low. Well, the PHEV system’s battery and a special differential which is exclusive to the Label have to go somewhere.
Something which is less than great has been cleverly made into a visual delight: there is no well below the boot’s floor for cables so BMW provides what looks like a high-end overnight bag. This is tethered to the side of the luggage compartment and even the cable looks snazzy.
Metal roof with a trick ceiling
Anyone who dismisses the M-SAV as not to their liking, should at least take a peek inside. Minds can surely be changed just by doing that. Not only has BMW managed to meld luxury and sports looks but the ceiling is something to behold.
The blue, violet and red signature colours of Motorsport division fade into one another on the sides of a long, soft headlining. Or you can choose your own tones. I settled on a soft pink. Anyone sitting in the back seats may feel as if they are in a Rolls-Royce for the race track. There are even some lovely branded cushions.
The XM handles incredibly well for something so long and heavy, though it is very wide (2,235 including mirrors) – we’re talking almost Ranger Raptor or Cayenne Electric in both size and mass. At 1,755 mm it isn’t that tall though and of course BMW has performed miracles with the steering feel. I also say it again with this company’s vehicles: how does the German OEM manage to keep launching models which never have steering-pull from the ADAS?
Looks you can (almost) love
I’m going to go out on a limb here and declare that I really quite like how the XM looks from certain angles. Even that front end grew on me, including the illuminated outlines for the grille. Forget the silly name (‘Iconic Glow’) and just enjoy the little light show every time you lock or unlock. And the hat-tip to the M1 which is the BMW roundel etched into either side of the back window? Well, once you realise what they represent, it’s a nice link.
Every time I got into the XM it felt special, just like the X7 does. Doors are all heavy the way those of German cars used to be, the carpeting is deep, the plastics feel lovely and even the long and large linked screens aren’t a turn-off.
Sports-luxury driver’s cockpit
Anyone who isn’t a fan of what Mercedes-Benz keeps doing will appreciate the middle ground which BMW seems to have found. And maybe for those of us who aren’t so sure about the Neue Klasse interior concept (that steering wheel is going to take me some time to get used to), the XM’s dashboard may even end up being a mid-2020s classic design from the firm.
Something perhaps unusual about the engine in the six-cylinder variant is that it’s B58. Which means just the one turbocharger, rather than a pair, as what’s below the bonnet of the M3, that engine’s code being S58. Capacity is 2,998 cc with outputs noted above.
Economy? Not quite 30 mpg on average
Running in EV mode, the 50e has a maximum WLTP range of 83 km and in real world conditions, around 40-50 miles seem achievable. The CO2 average is 32 g/km and 0-62 mph takes an official 5.2 seconds. Battery capacity is 25.7 kWh net (29.5 gross). I didn’t manage to average above 30 mpg though most miles were on motorways.
Both variants eschew air suspension in favour of steel and perhaps this could be the one area in which BMW could improve the driving dynamics. UK roads being mostly fair to appalling, the XM rides well but it can at times deliver the odd thump through the body. At least there isn’t much in the way of lean and I would have to say a Range Rover Sport – and in fact the X7 – is a touch sportier.
Conclusion
I fell totally for the XM and as someone who also adores the X7, this shouldn’t have come as a major surprise. You do need to choose your exterior colour carefully though, and that applies to the thick protector stripes too. Wheels also need to be as large as possible IMHO. And while I know that there is artificial noise going on, still the straight six sounds fantastic, which only adds to the sensation of this giant SUV being a big-time breaker of conventions.
The XM 50e is priced at GBP112,820 before options, with the Label costing from GBP154,800.
