In terms of foundation alone, the BMW iX isn’t constructed like a regular car. Using a combination of aluminum, high-strength steel, and carbon fiber-reinforced plastics (BMW calls it Carbon Cage), the resulting body shell is 80 kilograms lighter than the brand’s own large SUV, the X5. Space-age its materials may be, but it is still a portly SUV with its 2,440-kilogram curb weight.

Then again, the culprit here is down to the 76.6-kWh battery pack. Now, that sizeable battery pack should equate to a maximum cruising range of 425 kilometers per WLTP estimates. In the Philippine setting, that drops down to 368 kilometers thanks to its 4.8 km/kWh figure (average speed of 17 km/h).

With 326 horsepower and 630 Nm on tap, the iX is quite fast for its size and weight. It won’t be lighting any dragstrip on fire, but jab down on the accelerator and there’s a satisfactory whoosh all the way to triple digit speeds. Straight-line performance is typical EV, but with an added twist. Normally, there’s no aural feedback that accompanies the surge in speed, but here, there’s a Hans Zimmer-composed soundtrack called BMW Iconic Sounds. It’s eerie with a very 2001: A Space Odyssey vibe. Thankfully, there are no killer onboard computers here.

Instead, what the complex computers on the BMW iX has done is to give it surprisingly good handling. In most situations, it’s adept at being tossed around. With a low center of gravity, it’s secure, planted, and composed through bends with just a slight hint of body roll. It’s only during more extreme maneuvers or through tight, twisty switchbacks (or anywhere where there’s a constant shift of weight) does its mass work against it. The steering too isn’t BMW finest, but at least there’s a good degree of precision engineered in.

If anything, long-distance cruising is what the BMW iX does best. With its adaptive dampers, the ride is flat and well-controlled. There are times it’ll get unsettled, especially over badly-patched roads, but nothing to upset its general composure. Also, the interior’s seriously quiet. There’s hardly any motor whine, while wind and road noise are well muted. If anything, the biggest complaint here is the lane-assist steering interference which is too hyperactive for Philippine roads.

So far, the iX stays close to what’s expected of a BMW: being excellent to drive. Granted driver involvement isn’t so high here, but because the calibration of the various controls and systems is so intuitive, it’s still quite satisfying. What’s all the fuss about then? Well, just look at it.

It’s not BMW’s finest work to be honest; heck, it’s not even close. It’s different though with the weirdness dialed up to eleven. The most controversial (aka ugliest) part here is the nose. That huge not-a-grille is covered in plastic that self-heals after scratching. Maybe BMW expects physical attacks? The schnoz aside, the rest of the car is unique but less contentious like the sealed off engine bay, frameless doors, aero-covered wheels, and electronically-actuated door handles.

Climb aboard and the same sort of weirdness is found inside. The materials are simply upscale and sustainable thanks to leather tanned using olive leaves and carpeting that uses partially recycled ocean plastic, but the way everything comes together pushes the envelop of car interior design to the fringes. Compared to the cockpit feel of traditional BMWs, this one goes for an open, straight-edged theme filled with diagonal detailing. It’s very lounge-like in its look and feel, down to the blended two-piece display that’s held up by bracketing akin to a living room LED TV.

The screen itself is one part instrument cluster (12.3-inch) and one part touchscreen (14.9-inch). It also happens to use the latest generation BMW iDrive system. The driver display itself is configurable (just don’t ask for traditional round dials), while the center screen is maximized with a tile-like structure that shows several widgets at once. Other functions are buried in a smartphone-like app drawer. Scrolling and tapping through them feels overwhelming at first, but given time, the entire menu is logically arranged. Plus, the sharp graphics and quick responses help lower the learning curve.

It’s also great that the BMW iX hasn’t done away with physical controls altogether. There’s still a rotary dial between the front seats. Scrolling through the menus with the click wheel is far easier than having to tap the screen on the move, but there are limitations. For instance, the wheel only understands clockwise or counterclockwise movements. Flicking the wheel to the left is always “Back,” while flicking it to the right is always “Confirm.”

Getting comfortable in the BMW iX is easy since the steering wheel and driver’s seat offer plenty of adjustment. The driving position is superb, but the front seats though don’t offer enough laterally support. Also, the once-piece seats have these hard inserts which can tend to knock heads from time to time.

Now, because it’s designed from the ground-up to be an EV, it manages to maximize space throughout. It’s extremely roomy front or back with a flat floor. There’s also an impressive amount of storage spaces dotting the cabin too. At the back, the cargo hold is generous, but not vast. The rakish tailgate also happens to reduce the effective length of the load bay, but thankfully the rear seats can be dropped in a 40/20/40 split. There’s also a compartment under the cargo hold, but that’s where things like the charger cable and even the tire inflator also go; the iX doesn’t use run-flats.

Controversy never seems to stray far from BMW these days, and the iX has certainly become part of that. It’s supposed to sit atop the company’s hierarchy as its technology flagship, but what everyone seems to talk about and remember is the sheer weirdness of its design. Still, get beyond the looks and there’s plenty to like. It offers a vast amount of tech and is beautifully appointed inside. It also happens to be spacious, comfortable, and quick.