One scribe calls it a buffet of excess. For one analyst, it’s a transition, a bridge between BMW’s performance roots and an electrified future.

For BMW, the all-new XM showcases the company’s newly developed M Hybrid drive system that blends high-octane power with a low carbon footprint.

The XM, the first standalone model from BMW’s storied M performance brand since the M1 debuted decades ago, is an unapologetic play for the extreme SUV fan looking for a little green cred.

The XM gets its bona fides from a twin-turbocharged 4.4-liter V-8 engine that produces 483 hp and 479 pound-feet of torque. A single electric motor slotted between the engine and the eight-speed automatic transmission independently generates as much as 194 hp and 207 pound-feet of torque.

The 29.5-kilowatt-hour lithium ion battery pack provides roughly 30 miles of all-electric range at speeds of up to 87 mph.

The XM’s total peak output is 644 hp and 590 pound-feet of torque. Yet with an official sprint time of zero to 60 mph in 4.1 seconds, and a top speed of 168 mph, the all-wheel-drive XM won’t be as quick or as fast as the sportier BMW X6 M.

But it is loaded: Lounge-like rear bench seats, black-tinted rear side windows for privacy and deep pile carpeting. The heated seats include the side panels and back rests.

The visual highlight inside the cabin is the sweeping headliner with a three-dimensional prism structure. Fiber-optic light guides containing 100 LEDs are integrated into the headliner’s “picture frame” to produce a relief-like structure.

The in-cabin lighting is also more than just decoration; it can pulse to signal an incoming phone call or highlight the risk of a potential collision when opening a door.

BMW is also adding more oomph with an exclusive performance package. The 2024 XM Label Red, limited to 50 units, will crank out a maximum 748 hp and peak torque of 737 pound-feet from the twin-turbo V-8 hybrid drivetrain. The extra power comes from new tuning on the 4.4-liter engine. Pricing on the Label Red will be released later.

The XM is assembled at BMW’s factory in Spartanburg, S.C. Pricing starts at $159,995, including shipping. We’ve collected some early reviews.

“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. Overall power delivery is strong in Sport mode, with the immediate assistance of the electric motor lending the XM extra thrust out of tight turns while helping to fill in the torque interruptions between the transmission’s shifts. Those hoping for a deep V-8 rumble may be disappointed, though, as its active exhaust emits a raspy growl more befitting a V-6 (additional V-8 sound effects overlaid with an EV-like whir are piped through the stereo speakers).

“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 (individual captain’s chairs are not available) with its throw pillows and expansive 40.3 inches of legroom, we could feel a jitteriness filtering up through the chassis, spoiling the ambiance. Similarly, the flat rear seat’s lack of lateral support means you’ll need to brace yourself if your driver decides to have fun behind the wheel.”

— Mike Sutton, Car and Driver

“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.”

— Bradley Iger, Robb Report

“Though its big battery and powerful powertrain can make the XM feel like a pure-electric vehicle on the highway and around town, its party trick is its TikTok-friendly launch control. First, enter one of the two performance-focused M Modes. Next, make sure the all-wheel-drive system is set into the rear-biased Sport setting (there’s also a dune-friendly Sand setting we didn’t get to try), and that the transmission is both in automatic mode and set in its most aggressive of three shift settings. Finally, ensure that traction control is in Sport mode. And although the imaginary Cayenne Turbo S E-Hybrid lined up next to you has long since taken off (launch control order for the Porsche: Sport Plus mode, foot on brake, mash gas, go) you can then put your foot on the brake, firewall the throttle, acknowledge the launch control active message, then dump the brake and, finally, go.

“The first thing you hear is an audible clunk from the electronic rear limited-slip diff, right about the same time the electric motor snaps your neck into the XM’s padded headrest. Next, you’ll hear the V-8 roar, its power coming on right as the electric motor’s power begins to wane. By the time a BMW-estimated 4.1 seconds passes, you’re north of 60 mph and well on your way to triple-digit speeds. The coming XM Series Red with 735 ponies and pounds of twist — part of a planned series of, well, Series models — should crack the 3-second barrier.”

— Christian Seabaugh, Motor Trend

“With a claimed curb weight of 6,026 pounds, the XM’s speed and lateral grip could never live up to true super SUVs like the Porsche Cayenne GT. Instead, the M SUV proves itself as the flagship of flagships in different ways.
“The interior is a step above every modern BMW I’ve driven, including the high-end Alpina models. The first thing you see is the funky headliner that BMW describes as a ‘three-dimensional prism structure.’ The backlit, Alcantara-covered display covers the entire length of the roof. Further down you’re greeted to a two-tone vintage leather upholstery that, at least in my test car’s case, was a stunning color combo of Deep Lagoon and Coffee. The front seats look great and feel amazing, with a standard massage function and plenty of adjustability. There’s also a giant curved screen on the dash that encapsulates a digital gauge cluster and the infotainment display. Fancy.
“The XM is even more fascinating in the rear. This thing has the exact same wheelbase as the X7, but comes without a third row. That means engineers could give rear occupants an enticing place to spend time. BMW calls the back seats the ‘M Lounge,’ but rather than pop in a couple of hardcore bucket-esque seats like in the M5 CS, designers took a totally different approach. The rear bench feels more like a couch, with little to no bolstering and acres of soft leather. You sit recessed, tucked just north of the XM’s D pillar. It makes for a supremely posh experience, though seat adjustments, massaging functions, and seat ventilation are noticeably absent. Another disappointment: a few of the interior switchgear pieces, including sections of the dash, the steering wheel, and a handful of climate control buttons, seem to be parts-bin items lifted directly from the much cheaper M2 — not something I expected on a vehicle that starts at $159,995.”

— Brian Silvestro, Road & Track

“Power delivery as a whole is impressive. The instant torque from the electric motor yields remarkable off-the-line quickness, and once the V-8 kicks in, the XM races rapidly to a redline of 7,000 RPM. Not that you need to be hammering it that hard for this SUV to force you into the seatback.

“Even when running only on electrons, the XM is sporty and engaging. The electric motor alone delivers 194 hp and 207 lb-ft, which is almost as much as you get on a base Volkswagen ID.4, and it comes with all of the same sporty drive settings found in hybrid drive mode. There’s even a custom Hans Zimmer acceleration soundtrack (à la the iX) that helps it feel more like a spaceship. The XM is good for around 30 miles of range at speeds of up to 87 miles per hour. Plugging in, the battery will recharge at up to 7.4 kilowatts and can reach 100 from zero in just over three hours.

“Despite its hefty curb weight, the XM is an absolute darling in the corners. Its perfect 50/50 weight distribution makes it feel agile, shrinking around the driver more readily than the comparable X5 M. There’s no understeer and barely any body roll, which is almost unimaginable in a 6,000-pound SUV. BMW opted for a traditional steel suspension here instead of air but added active anti-roll bars with a 48-volt electrical architecture and rear-wheel steering — 2.5 degrees worth in low and high-speed situations — to help cope with the hefty curb weight.

“The steering is exceptional. The XM has linear and well-weighted steering feel that does have a healthy dose of electronic power assist, but it still delivers actual feedback, not like the too-quick and twitchy setups of the M3 and M4. The wheel itself also feels a bit larger in diameter but a bit less chunky compared to other M models, which I personally prefer.”

— Jeff Perez, motor1.com

“The XM predisposes everyone to dislike it because it looks villainous. But BMW has form for bolshy-looking SUVs that then woo you with sports saloon-handling and mature cabins. What’s surprising about the XM is that it lacks the raw talent to earn its forgiveness. There’s a sense this car’s been asked to do too much — to ensnare too many different customer groups in a board meeting somewhere in Munich.

“It’s too stiff to be a luxury car, and too compromised to be a benchmark performance car. M cars used to be defined by high-revving motorsport-derived engines, and latterly by innate chassis balance and huge configurability. The XM isn’t just clumsy to look at: It also drives with a ham-fisted heavy hand.

“A X5M is a superior car to drive, an iX is infinitely preferable to travel in, and if you want a plug-in hybrid super-SUV Porsche’s aging Cayenne Turbo S e-Hybrid (set for a big update and range boost in summer 2023) is a much more rounded device. Each costs considerably less than the XM.

“Apparently order books are already bulging, which will be all the justification BMW needs to say it’s got the pitch for the XM spot on. And it’s far from alone: Purosangue, Urus, Bentayga, Cullinan … super-SUVs are money printers. Even if the hopelessly vulgar image seems woefully out of step with the cars the world really needs right now.

“Usually, we end up grudgingly respecting the engineering that lies beneath. The XM is the first X car not to enjoy that reprieve. BMW’s engineers have done their best, but the more you fiddle with the XM’s modes and try to unlock its potential, the more you might suspect the people who brought us the stunning M5 CS and superb M3 Touring have been sold down the river by the greed of the marketing department on this one.”

— Ollie Kew, Top Gear