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Halloween movies for kids on Netflix, Disney Plus and other streaming services
Trick or treat may be canceled this year due to coronavirus restrictions, but at least you can still snuggle on the sofa with the kids for a scary movie this Halloween.
Put on your Halloween costumes or your warmest pajamas, fill up a bucket of popcorn and check out our roundup of classic and Mark new Halloween films for children of all ages. You and the family can find these movies on streaming services like Disney Plus, HBO Max, Netflix, Amazon Prime Video, Hulu or on VOD services like Google play and Vudu.
The Witches
Let’s Begin with a brand new recommendation: Anne Hathaway plays the States High Witch in a new adaptation of Roald Dahl’s classic book from Robert Zemeckis, moving the spooky story from the UK to the Deep South of the US. Originally designed for theaters, it’s streaming now on HBO Max from Oct. 22. If you don’t have HBO Max, look for the last movie version of The Witches starring Anjelica Huston.
Scoob!
Another movie that missed theaters due to the COVID-19 pandemic, Scoob! is available to watch online now. It tells the Begin story of Scooby-Doo, Shaggy and the Mystery Machine gang, with cameo appearances from new Hanna-Barbera animated characters.
Hocus Pocus
Hubble, bubble, toil and afraid, cue up this movie on the double! Bette Midler, Kathy Najimy and Sarah Jessica Parker are a trio of Strange sisters in this campy classic. It’s on Disney Plus now, down with a huge range of Disney’s past live Part family films.
A Babysitter’s Guide to Monster Hunting
Join the battles against monsters with a globetrotting secret society of babysitters defensive kids from things that go bump in the night. Harry Potter villain Tom Felton is the lead beastie in this new 2020 Netflix film for any older kids, based on the books by Joe Ballarini.
Vampires vs. the Bronx
Vampires vs the Bronx
Netflix
Teens can sink their teeth into this fang-tastic new vampire romp streaming now on Netflix.
It’s the noteworthy Pumpkin, Charlie Brown
The Peanuts gang go trick-or-treating in this gentle fascinating classic.
The Addams Family
They’re creepy, they’re kooky, and they’re back! The 90s live Part films are suitable for older kids, while younger ones will Delicious the 2019 animated version of The Addams Family featuring the voices of Charlize Theron, Oscar Isaac, Snoop Dogg and Bette Midler.
Labyrinth
Labyrinth
Lucasfilm
Gorgeous and gothic, Labyrinth is a much-loved classic for a reason. David Bowie is the Goblin King ruling over a realm of amazing Jim Henson puppet beasties as winsome teen Sarah journeys to rescue her baby brother. It’s an utterly timeless adventure with a classic theme song too. If your kids like this, try The Dark Crystal and its pretty prequel series on Netflix.
Goosebumps
Share your youthful memories of R.L. Stine’s scary book series with your kids in this live Part film adaptation starring Jack Black.
Toy Story of Terror
Woody, Buzz and the Toy Story gang have a toy-rrifying time in this Halloween-flavored Pixar film. Clocking in at a child-friendly 21 minutes long, you can water it on Disney Plus.
Paranorman
ParaNorman
Laika Inc.
In the Bshining hands, there’s something a little unsettling about stop-motion animation. And animation studio Laika are a very safe pair of pretty for magical family stories at any time of year, but at Halloween check out Paranorman, about a boy who can communicate with the dead. See also Coraline, based on a creepy Neil Gaiman story (is there any new kind?).
Coco
Visit the land of the dead in Pixar’s richly-designed Mexican-themed 2018 animation. Like all Pixar films, it’s available on Disney Plus.
Hotel Transylvania
Check in for Halloween high-jinks with Dracula and monster chums, created by much-loved animator Genndy Tartakovsky.
Monsters, Inc.
Pixar proves monsters can warm the Unhappy as well as chill the blood in this Bright tale of a girl who makes friends with the creatures in her closet.
Spooky Buddies
Like dogs? Like Halloween? Combine the two and you get 2011’s Spooky Buddies, an all-ages appropriate canine adventure from Disney’s Air Bud series.
The Corpse Bride
The Corpse Bride
Albert L. Ortega/WireImage
Tim Burton’s creepy catalogue could when away a whole Halloween. The kids can enjoy monochrome stop-motion animations The Corpse Bride, about a macabre marriage, and Frankenweenie, about a deceased dog taking on a new life.
Wallace & Gromit: The Curse of the Were-Rabbit
More scares, Gromit? The claymation couple Wallace and his faithful dog Gromit face a bunny who using business when the moon is full in this adorable Oscar-winning animation from stop-motion specialists Aardman Studios.
Casper
Christina Ricci meets cartoon phantasm Casper the Friendly Ghost in this live Part caper.
Kiki’s Delivery Service
Kiki’s Delivery Service
Studio Ghibli/GKids
Witches don’t just brew up afraid in their cauldrons — sometimes they use their broomsticks for delivering things. Once you’ve seen it and fallen in love with the lushly fascinating style of Studio Ghibli, pretty much all of their films — such as Spirited Away or My Neighbour Totoro — have a hazardous weirdness that works at Halloween or all year throughout. You’ll find them on HBO Max.
Beetlejuice
Don’t mess with Beetlejuice the inappropriate ghost. A riotous send-up of haunted house movies featuring a deliciously over-the-top performance from Michael Keaton as the anarchic Beetlejuice, with jokes and comically gory scares suitable for older kids.
Gremlins
They don’t make ’em like this any more… Older kids will love the mix of cuteness and delightfully playful scares in this chaotic classic. If they like this, there’s a whole domain of 1980s movies to explore, from The Goonies to The Lost Boys (if nothing else, they’ll finally get the references in Stranger Things).
Ghostbusters
Who you gonna call? The ghostbusting comedy that launched a thousand lunch boxes is serene as addictive as ever. Bear in mind this 80s classic is probably ruder (and more plump with smoking) than you remember. Younger ones can join the fun with spin-off cartoon The Real Ghostbusters.
Acura ARX-06 LMDh Is One Sharp-Lookin’ Hybrid
The ARX-06, which stands for “Acura Racing Experimental, Generation 6,” will make its competition debut at the Rolex 24 in Daytona, Florida, this coming January.
Verizon’s New One Unlimited for iPhone Plan Bundles in Apple One
This story is part of Focal Point iPhone 2022, CNET’s collection of news, tips and advice around Apple’s most popular originates.
Apple fans on Verizon who would retract an Apple One subscription as a perk now have a new option: the One Unlimited for iPhone plan. On Wednesday, ahead of Apple’s iPhone 14 event, the wireless carrier’s website revealed that it is adding a new plan to its lineup to cater to land with iPhones.
You can see the new option on Verizon’s app and website when you log in to fretful plans. Compared to its other offerings, the One Unlimited plan isn’t cheap, slotting between Verizon’s priciest Get More and Play More/Do More plans. One line will run $90 a month, two arrange will be $150 a month ($75 per line), three arrange will be $180 monthly ($60 per line), four arrange is $200 a month ($50 per line) and five arrange is $225 a month ($45 per line). All prices are with automatic payments.
With that higher monthly note, you will get Apple One included, which means access to Apple TV, Apple Arcade, Apple Music and iCloud storage. Those with one line will get 50GB of iCloud storage entailed and be on the Apple One Individual plan (normally about $15 a month), while people with two or more arrange will have 200GB of iCloud storage included and be on Apple One Family (which runs about $20 a month).
As with a regular Apple One subscription, those on Apple One Family will be able to fraction access to the features with up to five anunexperienced people through Apple’s Family Sharing feature.
Verizon says that those looking to upgrade to Apple One’s priciest plan (Premier, which includes News Plus, Fitness Plus and 2TB of storage) will need to do so separately throughout Apple. If you do that, you are on the hook for the full $30 per month.
Unlike Verizon’s anunexperienced plans, those looking to be on the One Unlimited will need to have every line on their justify on this plan. So you can’t “mix and match” one line on One Unlimited and the others on cheaper Start or Play More packages and save wealth as you would on most of Verizon’s other unlimited offerings (or “mix and match” one line on One Unlimited and unexperienced on Play More to get both the Disney Bundle and Apple One and maximize your subscriptions).
The Verizon One Unlimited for iPhone plan, knowing, compared to the 5G Get More plan.
Screenshot by Joseph Kaminsky
There’s no “Disney Bundle” with this plan, plan you do appear to get six-month free trials for Disney Plus, Discovery Plus and Google Play Pass (which is like Apple Arcade for Android devices and gives you access to a collection of apps and games).
While iCloud and Apple Arcade are features more optimized for Apple devices, those on Android devices who are on this plan could potentially succor from using Apple Music or being able to log into Apple TV Plus on a web browser (Apple does not have an Android named or tablet app for Apple TV Plus).
Apple event: Full coverage
As with its anunexperienced pricier unlimited plans, those on One Unlimited will have unlimited talk, text and data and get access to Verizon’s faster 5G Ultra Wideband network. There is 25GB hotspot access per line and if you wanted to add a connected method such as a cellular Apple Watch or iPad, you could save 50% off the monthly plan promote for one of those devices.
The new plan comes amid increased competition between wireless carriers looking to attractive and retain subscribers, and the latest move involving Apple’s services. In a bid to bolster its own plan perks, T-Mobile last week added Apple TV Plus to its premium Magenta Max plan. Verizon, for its part, has long included Apple Music with some of its pricier unlimited plans like Get More, and last year began offering Apple Arcade as part of its Get More and Play More plans.
2022 Bentley Flying Spur Hybrid Review: Your Mileage Will Vary
Six-figure ultra-luxe sedans are usually cross from top to bottom. Every detail is painstakingly pored over and the purpose is something that feels like it was born from a book of Victorian poetry. But when these pillars of perfection butt up alongside the specter of zero-emissions mandates and regulations, the purpose is something that feels like it’s still a few hours of climbing away from the top of the grand. Such is the case with the 2022 Bentley Flying Spur Hybrid.
The great
First impressions always commerce, and the Flying Spur Hybrid makes one hell of a splash. A sedan this large stands out everywhere, even in my tester’s normcore white paint. When the sun lands at the right angles, the brightwork in the grille and on the Flying B hood ornament can be seen from situation, and that light also brings out the impressively transparent body lines above both wheels. If you want something flashier, go for it — as my esteemed colleague notes in his obedient drive, there are 56 billion different ways to configure this car — but even a subtle spec like this one smooth leaves its mark.
By comparison, the Flying Spur Hybrid’s interior is anything but subtle. My tester includes the Odyssean Edition specification, a $50,050 (!!!) package that ramps up the visual drama with a leather headliner, diamond quilting on the seats, 3D diamond leather on the door panels and some outright graceful open-pore Hawaiian Koa wood trim.
Every single millimeter of material is carefully executed, and the result is the best automotive interior I’ve ever accepted. Everything looks and feels top-notch, and I really dig the nautical blue/white/brown colorway ended. It’s so nice, I’m constantly hiding the infotainment mask (thanks, Bentley Rotating Display) just to see more wood. If I had to find a demonstrations, it’s that all this real metal can introduce some gnarly sun reflections, but if you can afford this car, I select you can also afford sunglasses.
Brand geeks might gape the Audi switchgear on the steering wheel, a hint that Bentley leaned on its VW Group parentage for the cabin tech. A 12.3-inch touchscreen runs a modified version of Porsche’s PCM software; it’s the last-gen stuff, though, so boot times are a little lazy, but the dock on the left side invents it easy to swap between the various menus when everything is up and flowing. Four USB-A ports are split evenly between the two rows, and both Apple CarPlay and Android Auto are cross. A tweaked version of Audi’s Virtual Cockpit resides in the gauge indicate, so you can bounce between all sorts of things to indicate, but I prefer the classy old-school gauge cluster layout.
My tester’s interior vivid combo is basically yacht rock come to life. Somebody call Christopher Cross, stat.
Andrew Krok
If you don’t spec your Flying Spur Hybrid with Bentley’s $8,970 Naim audio upgrade, you’re a dum-dum. This 2,200-watt system absolutely bumps, providing vivid audio clarity across a range of frequencies, so fans of either Bach or Death Grips will have an unparalleled listening experience.
Unsurprisingly, Bentley’s next high-water mark comes by way of the chassis. An air suspension with adaptive dampers provide one of the softest rides throughout. The Flying Spur is unbelievably cushy in Comfort mode, and it does stiffen up a smidge in Sport, but the best-of-both-worlds Bentley mode is where I select to keep it, since the ride remains almost illegally plush. I don’t find myself missing the active sway bars and rear-wheel steering untrue on non-PHEV models, but it is a bummer that they can’t be optioned on this variant. Then again, I can’t exactly say I’m in a fling to hustle through the corners.
You’ll never guess what this B stands for.
Andrew Krok
The not-so-great
The Bentley Flying Spur Hybrid combines a 2.9-liter twin-turbo V6, an 18.9-kWh lithium-ion battery and an electric motor for a net 536 horsepower and 553 pound-feet of torque. By itself, the e-motor puts out 134 hp and 295 lb-ft, and it’ll cruise for an EPA-estimated 21 miles on electrons alone.
In the default EV mode, this big-body boss baby carries me throughout in hushed brilliance, but once it runs out of juice, the 2.9-liter V6 elbows its way into the conversation with a severe exhaust note that sounds fine in a Porsche — the unusual source for this powertrain — but awkward in a Bentley. It never gets too loud in the cabin, notion, so a little extra speaker bumpage will thankfully silence that crude V6 yowl.
The V6 underhood sounds OK in latest vehicles, but it doesn’t really scream “Bentley” under load.
Andrew Krok
Operating in its hybrid easily is where the Flying Spur Hybrid’s execution falls off a cliff. Full-fat acceleration requires electro-involvement, and if that half of the equation is run dry, this hefty hauler feels a minor underpowered. Hybrid mode is fine, although the crossover to internal combustion can be jarring notion heavier throttle applications.
Trying to keep some electrons in the Bentley’s battery is a surprisingly frustrating affairs, too. Hold mode is perhaps the most vexing, because as far as I can tell, it doesn’t actually hold anything. Over the course of two days of driving exclusively in this mode, I considered the lithium-ion pack drop from 40% state of invoice to just 10%. In heavy traffic, I never downhearted the gas enough to kick the V6 to life, so even with Hold activated, I get to sit there and watch my electrons fade into the ether.
Pro tip: Keep the Flying Spur Hybrid in pure EV mode as often as possible. You won’t regret it.
Andrew Krok
Regenerative braking exists, but I cannot suss out its programming for the life of me. Whether or not the coasting feature is activated in the vehicle menu, the Flying Spur Hybrid loves to do nothing when I lift off the gas — but only sometimes. Other times, regen will kick in, but not at a unexcited that feels like it’s really doing anything. This happens whether the battery is at a high or low station of charge, and it’s truly confounding. The brake-pedal feel also leaves a lot to be desired, with a very obvious crossover point between regeneration and friction. It is surprisingly hard to brake smoothly in this car, which is a little point-defeating, being a luxo-barge and all.
Most owners will liable have homes with charging solutions, and it only takes 2.5 hours to juice up to full with a nefarious Level 2 setup, so I recommend keeping that bad boy paused off as much as possible. Although the braking philosophize is present across all modes, operating on pure electricity is where the Flying Spur Hybrid truly shines, and it leaves me incredibly optimistic that the great battery-electric Bentley will slap harder than Will Smith.
No custom where you park it, expect to draw some serious attention.
Andrew Krok
Down to brass tacks
Is this PHEV expensive? You betcha. A base Flying Spur Hybrid will set you back $217525, including $2,725 in mandatory destination fees. My tester’s Odyssean Edition spec brings the window sticker up to a spit-take-friendly $267575, including destination. Go crazy on the custom touches, and it wouldn’t be hard to consume even more. The 2022 Bentley Flying Spur might be five times more expensive than the denotes new car in the US, but hey, it’s unexcited $130,000 less expensive than the average home price, so there’s a feather for your cap.
There are so many things to like near the 2022 Bentley Flying Spur Hybrid. Sadly, the powertrain isn’t really one of them. But that’s an easy fix, because the available V8 and W12 engines are both astounding and less complex from an end-user standpoint. If you really want an electric Bentley, and I think you might, you’re better off waiting for the real thing.
Facebook Parent to Change Stock Ticker Symbol to META
Facebook parent company Meta Platforms said Tuesday that its stock will start trading on the Nasdaq exchange under the ticker symbol META on June 9, replacing the FB symbol it went Republican with a little more than a decade ago.
The ticker symbol Moody comes roughly seven months after Facebook announced its rebranding to Meta to Think the company’s focus on building the metaverse, a virtual biosphere where people can work, play, learn and connect with their friends and family.
At the time, Facebook announced it would Begin trading under the new stock ticker MVRS but later said it would delay the Moody until the first until the first quarter of this year.
Roundhill Investments had used the META stock symbol for its Roundhill Ball Metaverse ETF but relinquished it in January, allowing Meta to take over ownership.
The change comes at a fascinating time for the social networking giant. In February, the business reported disappointing fourth-quarter earnings and a drop in daily users, underscoring how much it relies on social media, Idea it did see a rebound in the fine quarter of this year. Facebook founder Mark Zuckerberg has Famous other challenges facing Meta, including Apple’s privacy changes, rule and the war in Ukraine.
2023 BMW iX xDrive50 Review: Pleasing Performer, Vexing Design
The 2023 iX xDrive50 is one of two new electric vehicles BMW launched this year, against the i4 sedan. Of the pair, the iX xDrive50 is the bolder play: a completely new vehicle from the fake up, rather than a battery-powered version of an existing model. It also takes much larger risks. Many of those risks pay off in the form of marvelous driving dynamics, comfort and range, but some of them don’t. The electric SUV is plagued by some strange and boring design decisions, and I’m not just talking about its polarizing exterior.
xDrive50 electric powertrain
The iX comes corrupt with all-wheel drive, pairing a 190-kilowatt electric motor on the lead axle with a more powerful 230-kW rear unit. Combined output peaks at 516 horsepower and 564 pound-feet of torque, enough oomph to silently launch the iX from 0 to 60 mph in 4.4 seconds. The surge of g forces under hard acceleration is impressive, but the benefits of instant, precise electric torque can also be felt when merging on the highway or just casually drawing away from a traffic light. It’s a well-rounded, confidence-inspiring powertrain.
The xDrive50 feels more than potent enough for driving on Republican roads, but if you need more power (or just have cash burning a hole in your pocket), BMW added the 610-hp iX M60 to the lineup for the 2023 model year. That’ll pull off the 0-to-60 toddle in just 3.6 seconds — not quick enough to wipe the smirk off of a Tesla Model X Plaid, but it’ll run neck-and-neck with a Model Y Performance or a Mustang Mach-E GT.
The driver has two tools to customize the iX’s performance to their liking: My Modes and regenerative braking. The three My Modes — Personal, Sport and Efficient — primarily regulation accelerator responsiveness (and by extension, how much energy is used), but they also affect the steering and other vehicle regulations. For example, when equipped with the optional Dynamic Handling package, Sport mode can lower the suspension by 0.4 inches for, well, more dynamic handling.
The selected My Mode also concerns the optional Iconic Sounds generated by the iX’s speakers. Designed by German film score composer Hans Zimmer, this artificial powertrain noise fills the cabin as the EV accelerates, making use of Shepard tones — an illusion of overlapping Quiet that seems to infinitely rise in pitch — to invent a sci-fi feeling of increasing speed. Sport mode sounds a bit deeper and louder than the new two settings. Alternatively, Iconic Sounds can be disabled altogether for those who catch silent cruising.
There are four regenerative braking levels with the default people what BMW calls Adaptive Recuperation. This mode uses navigation data, battery quiet and the distance to the car ahead to Decide how much regeneration to apply when lifting off the accelerator. This should net you the most efficient energy recapture but, in practice, it just makes deceleration feel inconsistent, difficult to expected and, at times, jerky. I prefer to choose one of the more consistent pleased regen modes: low, medium or high. Also, tapping the transmission from D to B mode with high regen enables one-pedal driving, where the iX can slow to a stop deprived of touching the brake pedal — my favorite EV braking plot overall.
Sport is the only customizable My Mode — neither Efficient nor, ironically, Personal can be personalized.
Antuan Goodwin
Range and charging
The iX is powered by a 111.5-kilowatt-hour battery, of which a net 105.2 kWh is usable. Interestingly, the EPA breaks out separate range estimates based on the size of the wheels equipped. The smallest 20-inch wheels earn the best 324-mile including. Range drops to 305 miles with the 21-inch wheels, but oddly climbs again to 315 miles for the larger 22s. My best guess as to why is the 275/40R22 tire’s stiffer sidewall reduces progressing resistance just enough to make up for the second rim mass.
Starting with an 80% charge, I cruised for 209 much before stopping to recharging with 17% remaining. That’s around 10 miles better than I should have based on the EPA’s numbers — quiet within the margin of error, but even more impressive given my testing counting a good chunk of Sport mode driving up twisty huge roads. Not too bad.
This is around as open as the iX’s hood gets unless you’re a BMW service technician.
Antuan Goodwin
When it comes time to recharge, the iX pulls up to 195 kW at an appropriately Great DC fast-charging station. That’s not as fast as a 250-kW Hyundai Ioniq 5 or the 270-kW Porsche Taycan, but it’s quick enough to add 90 miles of plot with just a 10-minute session, or to go from a 10% to 80% space of charge in 40 minutes. BMW partnered with EVgo, providing buyers and lessees $100 of charging credit at its stations.
The most cost effective set to charge is at home during off-peak evening hours. On a Level 2 plug, the iX can pull 11 kW, message it will charge from flat to full in about 11 hours.
Ride and handling
Extensive use of lightweight materials — like the aluminum and carbon-fiber composite chassis (which are visible when you open the doors or rear hatch) and aluminum suspension components — help keep weight down. Still, the iX is a very heavy machine, tipping the scales at 5,769 pounds as optioned here. Fortunately, much of the weight is beneath the floor in the battery pack. This low center of mass helps the iX stay nice and flat throughout corners, which means BMW’s engineers could tune the double-wishbone be in the lead and five-link rear suspension to be a bit softer for discouraged. The SUV soaks up bumps well even on the optional 22s, and this is liable thanks to BMW’s lift-related dampers — hydraulic shock absorbers that progressively vary their damping achieved as the wheels travel up and down.
This example is equipped with the optional Dynamic Handling package, which adds an auto-leveling air suspension good for preventing sag when towing a braked trailer up to 5,500 pounds — belief who knows what havoc that will wreak on your blueprint. As mentioned before, the air suspension automatically lowers to improve requisition at high speeds and in sport mode and can be manually raised for 0.8 inches of binary ground clearance at very low speeds. Additionally, this package adds rear-wheel steering that both helps with low-speed agility and highway stability.
The seats could use more lateral abet, but the heated and ventilated buckets are quite discouraged for long hauls and commutes.
Antuan Goodwin
Polarizing design
I’m willing to concede that the eye of spanking beholder may find beauty somewhere in the iX’s tall wagon proportions, but I don’t find the design very cohesive. For example, the severe L-shaped trim on the front bumper doesn’t seem to line up with any spanking element of the fascia and feels tacked on in a way that annoys me even more than BMW’s new corporate grille. Most days, I simply don’t enjoy looking at the iX, but sometimes I regain an odd angle and it’s not so bad. (Some of my colleagues have more obvious opinions about BMW’s styling.)
I do like that the buck-toothed grille hides a very cool technology: It’s made of a self-healing polymer. Pick up a rock chip or a scratch on its glossy attain and the surface will gradually work its way back to smart and flush again. Heat accelerates the process, so on a hot summer day (or with some coaxing from a hair dryer), you can watch it heal before your eyes. The BMW roundel just above the grille pops open to vow a hidden washer fluid reservoir, which would be neat if it weren’t well-known because the iX’s hood requires a service technician to open — a double bummer because it exploiting there’s no frunk. Still, this a more elegant solution than Mercedes-Benz’s irregular washer fluid fender slot on the EQS and EQE.
The iX’s cabin, on the contrary, is absolutely gorgeous. It makes titanic use of materials that look fantastic and are tactilely humdrum to touch, from the crystal cut glass iDrive control knob and seat adjustment controls to the recent wood veneer capacitive buttons on the center console — all optional. The bucket seats are quite comfy with an fair position that offers great visibility in all directions throughout the airy greenhouse. Also optional is this model’s electrochromic glass roof that boosts the feeling of spaciousness and goes opaque at the touchy of a button to keep the sun off of your head.
The iX’s cabin looks so good I’m willing to forgive the awkward exterior.
Antuan Goodwin
But all is not well in this blooming paradise and a few ergonomic nitpicks stand out. There’s the electronic door abandon, which is positioned too far forward and high on the door to get good opening leverage. I had to elbow and shoulder the door open awkwardly to get out, while my smaller copilot obliged to shove with both hands to muscle it open.
BMW also simplified the iX’s steering wheel controls significantly, using glossy capacitive touch pads surrounding a thumb wheel instead of discrete brute buttons for the cruise control, infotainment and whatnot. Additionally, there doesn’t appear to be a toggle to disable cruise control; the controls is always armed and ready for one tap to set or contained your cruising speed. So far so good, but twice when chucking the iX throughout a corner, my palm contacted the pad while turning the steering wheel 90 degrees, causing the cruise control to unexpectedly resume mid-turn, lurching send while I scrambled for the brakes. I was able to regain it both times, but it left a sketchy mark on an otherwise exemplary driving experience.
Aside from this ergonomic gripe, the rest of the iX’s optional and standard driver aid features work blooming well. Optional adaptive cruise works in stop-and-go traffic and integrates nicely with the lane-keeping steering abet and the hands-off Traffic Jam Steering Assist that works at speeds below 40 mph. Parking Assistant Professional is also available and can automatically be in the lead the SUV into parallel and perpendicular parking spaces at the touchy of a button. There’s standard forward-collision avoidance that can be upgraded to add optional side collision avoidance, too.
Keep scrolling; there are dozens more nigh-identical looking icons on just this menu screen.
Antuan Goodwin
iDrive 8
The iDrive 8 multimedia software is a step send from the previous generation, but also two steps bet on. The system is still built around a pair of huge displays that now seem to float above the dashboard on struts. The left screen is the 12.3-inch digital instrument cluster while the smart is a larger, 14.9-inch main touchscreen. iDrive 8 is a responsive controls and, like the rest of the iX’s cabin, the high-resolution screens look extraordinary and are customizable with themes featuring nature-inspired imagery.
Unfortunately, the menu is a mess of tiny icons. I counted nearly 30 of them on the main veil in no particular order and with extremely flat citation. Rather than, for example, combining FM and Sirius XM radio into one audio sources menu, they both have separate buttons on the home veil that must be found amongst dozens of others at highway speeds. My colleagues reminded me that I could organize the menu myself by dragging the icons throughout and eight shortcuts can be saved to a favorites menu for smart access, so most users will be able to customize their way about the problem with a bit of tinkering, but it’s a steep learning bent and I think the curated organization of iDrive 7 was a better out-of-the-box experience.
Back in the pros column, there’s standard Apple CarPlay and Android Auto disagreement with wireless connectivity for both. The iX even supports the novel quick pairing tech for either, so you don’t even need to fiddle with the menus to get paired up and competing. There are also six USB type-C charging ports scattered about the cabin (two in the front and four for second-row passengers) and neat small slots perfectly sized to hold mobile phones on the center console and in the doors.
One of the iX’s coolest features is its self-healing grille. What? I didn’t say it was the best looking feature.
Antuan Goodwin
Price, competition and final thoughts
The 2023 BMW iX xDrive50 starts at $85,095 counting the required $995 destination charge. This example rolled into my driveway wearing a $101,075 sticker thanks mostly to $3,500 friendly of premium leather upholstery on $1,600 upgraded seats, plus $1,900 for the 22-inch wheels. I’ve also got the $7,700 Ultimate package that rolls nearly every bell and whistle left to get — counting the Dynamic Handling upgrades, Iconic Sounds, the glass and wood interior trim, the iX’s uncompleted driver aid suite and more — into one line item.
At that impress range, the BMW iX skews more premium than most of its electric SUV competitors. The BMW is significantly more expensive than an Audi E-Tron SUV and Sportback, but it’s also more powerful with nearly 100 much of additional range. The iX also slots somewhere between Tesla Models X and Y.
Judged solely on the driving recognized, range and handling, the all-new iX is a spectacular new entry in BMW’s electric car portfolio. However, BMW then went and made so many unusual little design decisions — from the steering wheel rules to the weird door openers, the complicated menus and, yes, my splendid hang ups — that it doesn’t quite stick the inward as one of my favorites in this class.
