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DJI Phantom 3 Professional Review: Stunning 4K Aerial Footage That Doesn't Break The Bank


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DJI Phantom 3 Professional review: Stunning 4K aerial footage that doesn't break the bank


DJI Phantom 3 Professional review: Stunning 4K aerial footage that doesn't break the bank

DJI's Phantom series have become a benchmark for consumer drones -- or quadcopters, if you prefer -- thanks to their simple setup, ease of flying and relatively low price. The current king of the lineup, the Phantom 3 Professional, raises the bar even higher with the addition of 4K video recording from its stabilised camera.

Its design is almost unchanged from the previous Phantom 2 series , with a chunky white plastic body, and it's still incredibly easy to learn to fly. It has improved image sensors too, which provide superior footage than previously available, and ground-scanning sensors to help it fly indoors. If you want to take your home movies to the next level, but don't want to fork out the many thousands for professional-level drones, the Phantom 3 is a superb starting point.

There are currently three versions of the drone available. The Phantom 3 Professional (which I review here) shoots video in 4K (3,820x2,160-pixel) resolution and retails for $1,259, £1,159 or AU$1,950. The Phantom 3 Advanced is functionally identical, but shoots video in 1080p (1,920x1,080); it costs $999, £899 or AU$1,550. Both of those debuted in April, but they were just joined by a third model, the more affordablePhantom 3 Standard ($799, £649 or AU$1,299), which strips away some of the better features of its sibling models and includes the same controller as the older Phantom 2 Vision+. (Meanwhile, DJI has also scheduled a press conference in Los Angeles later this month, making another new drone announcement likely.)

Ultimately, the Advanced is arguably the sweet spot, given the fact that its 1080p video will more than suffice for most eyes (discerning the extra detail on 4K displays is a challenge, to say the least). But for those who must have 4K, the Phantom 3 Pro delivers best-in-class video for many thousands less than you'll pay for professional drones.

Design

The Phantom 3 looks pretty much identical to DJI's previous Phantom models: a stout white plastic body, four rotors and narrow, fixed landing legs slung beneath. It's light enough to carry in one hand and, when you unscrew the rotor blades, it's just about small enough to fit into a decent-sized backpack. It's certainly more portable than the much larger Inspire 1 drone.

Andrew Hoyle/CNET

It feels as well built as before, with the capacity to survive both the odd bump into a wall or a small crash while you're getting the hang of flying it. I managed to fly it straight into the roof of my house where it plummeted three storeys to the grass below. Aside from a few cosmetic scuffs, it was absolutely fine, and continues to fly without any trouble.

The rotor blades are easily replaceable if you snap a few. Just unscrew them from the motors on each of the drone's four corners. You'll know how to do it already, since the blades are the only parts you need to assemble out of the box.

The controller is roughly similar to previous versions, with two main sticks and a clamp to hold a tablet -- I used my iPad Mini without a problem -- which acts as the display for the drone's camera via the DJI Pilot app. There are small, fold-down brackets to hold a smartphone, with the app optimised for use with the iPhone 5S , 6 and 6 Plus . It was easier, however, to view the footage and use the app's small on-screen buttons on the the tablet's larger screen. Android device support is thin, with just the Samsung Galaxy S5 and Note 3 , Sony Xperia Z3, Google Nexus 7 II , Google Nexus 9 , Xiaomi Mi 3 and ZTE Nubia Z7 mini listed.

Andrew Hoyle/CNET

On each top corner of the controller are buttons for starting and stopping recording and quickly changing camera settings like the exposure and angle of view. Using these physical controls is much easier than poking at the tiny on-screen controls while the drone is airborne.

Setup

Getting started with the drone is incredibly easy. When you take it out of the box, just start charging the battery and the controller (a supplied lead charges both through one plug), and download the DJI Pilot app onto your iOS or Android device.

Once everything is charged, switch on the controller and the drone, pop your phone or tablet into the bracket and connect your mobile device with its usual charging cable to the controller. Then, after a few simple steps on the app, you're connected and ready to go -- around five minutes of playing around had me up and running.

Before you take off for the first time, you can use the app as a training guide. You pilot a virtual drone around a field on-screen, allowing you to familiarise yourself with the main controls, without risking smashing your new toy into a tree. Even so, the first time you use it should be in a very open space, and you should stick to basic manoeuvres until you get the hang of it.

Andrew Hoyle/CNET

When you first get your drone, it's worth checking DJI's downloads site for any available firmware updates -- oddly, I didn't see an update notification in the app, even though there was one to download. Updating the camera firmware is a long process, albeit fairly straightforward. You'll need to pop the camera's microSD card into your computer, download the firmware, unzip it and put it on the card. After you insert the card back into the drone and turn it on, it'll take about 20 minutes to install it, bleeping the whole time.

Flying the drone

The DJI 3 is every bit as easy to fly as its predecessors. Even just 10 minutes of casual flying around an open area is sufficient time to learn the basics. It helps that the drone is incredibly responsive and can accelerate -- and, more importantly, decelerate -- extremely quickly. If you see you're getting too close to some trees, a quick movement on the stick will instantly change its course to get you out of trouble or simply return the sticks to neutral to stop it in its tracks.

At close range (up to around 30 metres, or 100 feet) I find it easy to pilot the drone simply by looking at it. Once it gets a bit further away -- or it's above you, visibly lost against the bright sky -- then it's more convenient to use the camera view on your tablet, seeing what it's seeing, to help navigate. It automatically corrects for wind, so slight gusts won't throw it off course, but trying to get closeup footage of a tornado is not a good idea.

Andrew Hoyle/CNET

New sensors on the bottom of the drone point down and detect patterns on the floor to lock on to, in order to remain stable when flying indoors, where a GPS signal (used for stability outdoors) isn't available. Although you could technically fly any of the previous drones indoors, the new sensors provide better stability, making it able to hover in a fixed location without any control from you. This made a big difference in my testing as I was able to fly the drone from inside my living room out of the window.

Of course, you have to be much more careful than when flying outdoors as there are various factors which make it less stable. Flying above a plain surface, for example, will give the cameras nothing to lock onto, and above about 2 metres (6 feet), it doesn't detect the ground at all and can easily start to drift off course. I managed to crash it inside the CNET office when I flew it about 6 metres (about 20 feet) above the floor and it wasn't able to hold its position. It was, thankfully, unharmed.

DJI reckons you can get around 20-23 minutes of flight time from a full charge of the drone's battery, which I'd say is accurate. It does depend on how vigorously you're flying though, so if you do plan on really hitting top speed at high altitudes, expect a little less time. Although that's pretty standard for this type of drone, it's still very limiting if you want to take it away to a specific location to capture footage.

The batteries are removable, and you can buy spares, but they'll set you back around £125, $149 or AU$205 each. Batteries compatible with previous models are not compatible with the Phantom 3.

Andrew Hoyle/CNET

A return-to-home function will automatically bring the drone safely back to your location to land when it detects that the batteries are critically low -- it won't simply fall out of the sky. You can also press the return to home button on screen and there's one on the controller too. It will automatically bring the drone back to the location it took off from, which is a handy failsafe option to have if you begin to lose sight of it and want to bring it back to you safely.

Camera

As with the predecessor, the camera is slung beneath the drone -- but this time with a bunch of significant upgrades. It has the same 1/2.3-inch sensor, although it's been tweaked to provide better dynamic range. Exposure is generally more balanced. Bright skies are kept under control, while the darker ground is kept easily visible.

The Phantom Vision 2's camera had a habit of either exposing for the bright sky, plunging the ground into shadow, or exposing for the ground, resulting in a washed-out sky. The Phantom 3 does a considerably better job, producing rich, well balanced footage.

Andrew Hoyle/CNET

The headline feature on the Professional model is its ability to shoot video in Ultra HD 4K resolution. It brings a tonne of detail when viewing the footage on a high resolution monitor, which is particularly noticeable when looking at small details on house roofs far below. The benefit of 4K footage isn't just to look crisp on a 4K monitor, it also gives you a lot of room to crop into the frame, while still maintaining full HD quality or better.

If you're shooting a specific object, this extra resolution allows you to digitally stabilise the footage, smoothing out any slight movements of the drone and ensuring the object stays perfectly central, without sacrificing any quality.

It can do this at frame rates of 24, 25 or 30 frames per second too, the latter of which will be great for long, smooth shots. If your shots require faster motion from the camera and the subject, then shooting at 60fps in Full HD will produce much smoother footage.

With the wheels on each corner of the controller you can tilt the camera up or down, and to pan simply turn the drone on its axis. You can point it exactly down, which gives a really neat view of the landscape, particularly when you take it really high. One of the main differences between this and the pricier DJI Inspire 1 drone is that there's no ability to control the camera using a second controller. If you want to shoot a subject with one person flying the drone past, with a second producer independently controlling the camera (which can pan and tilt in all directions), you'll need to splash more cash for the Inspire.

Andrew Hoyle/CNET

The lens on the camera has a 90-degree field of view, which is narrower than the previous version. That may seem a step down, but it's actually for a very good reason. The extreme wide angles used by the Phantom 2 caused distortion of the image, particularly at the corners, meaning a lot of digital correction had to be used, if the footage was for a professional purpose. It's particularly noticeable when panning around a horizon, as you can visibly see the horizon curving down at the edge.

The narrower angle does make a huge difference, with considerably less distortion of the image. As well as just producing nicer-looking footage for your Facebook feed, professionals among you will appreciate the time saved by not having to digitally correct it.

Andrew Hoyle/CNET

The camera is mounted on the same three-axis stabilising gimbal, which automatically corrects for any slight movements of the drone, and smoothing out vibrations from the rotors. It works incredibly well and results in much smoother footage, without the unpleasant jerks and bumps seen from drones that don't use stabilisation -- including DJI's Phantom 2.

Do keep in mind that when flying the drone at high speeds, or turning quickly, the gimbal will have to move the camera at a more extreme upwards angle to the extent that it's possible to see the rotors in the top portion of the image. Smooth motions will therefore produce the best results. You can see some of our test footage in the following video:

Live streaming

A neat new feature on the Phantom 3 is the ability to stream live video from the drone to YouTube. The DJI app makes it easy to set up live streaming -- you also need to enable your YouTube account for live video on the desktop site. It needs a good data connection, so if you're using a tablet or phone that doesn't have a SIM card, you'll need to tether it to your phone.

Streaming video is no easy task for a mobile connection, so you'll want to make sure you're on a fast 4G LTE connection for it to work properly. When I was on 3G, the YouTube stream being watched remotely was extremely jumpy and froze numerous times. On 4G, however, it was much smoother and gave a good view of the action. Its lower quality and lower frame rate means it's far less smooth than video taken directly from the camera, but it's perfectly watchable, particularly when the drone remains fairly still in the air.

Andrew Hoyle/CNET

It might not be a killer feature for many of you, but it could be handy for news journalists wanting to give a top-down view of an unfolding event. Engineers too may find it useful to be able to fly into a potentially dangerous building and send footage back, without risking injury by entering themselves.

Conclusion

The DJI Phantom 3 Professional drone is simple to set up and incredibly easy to learn to fly, making it an accessible piece of kit even to those with only a vague knowledge of technology. Its drastically improved image quality, addition of 4K resolution and its excellent stabilising gimbal allows it to capture brilliant footage, with none of the jerkiness or exposure issues seen on earlier models.

Ultimately, the stepdown Phantom 3 Advanced -- with all of the same features except a 1080p camera in place of the Pro's 4K one -- is the better choice for most flyers, but anyone who needs the extra resolution (or the comfort of futureproofing) will find the Phantom 3 Pro a solid choice. Either one is a much more affordable entry into aerial videography than any professional drone, and is well worth considering, whether you're an enthusiastic amateur filmmaker or simply want to add cool, creative shots to your home videos.

CNET Senior Editor Josh Goldman contributed to this review.


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2023 BMW IX XDrive50 Review: Pleasing Performer, Vexing Design


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2023 BMW iX xDrive50 Review: Pleasing Performer, Vexing Design


2023 BMW iX xDrive50 Review: Pleasing Performer, Vexing Design

The 2023 iX xDrive50 is one of two new electric vehicles BMW launched this year, alongside the i4 sedan. Of the pair, the iX xDrive50 is the bolder play: a completely new vehicle from the ground 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 excellent driving dynamics, comfort and range, but some of them don't. The electric SUV is plagued by some strange and interesting design decisions, and I'm not just talking about its polarizing exterior.

xDrive50 electric powertrain

The iX comes standard with all-wheel drive, pairing a 190-kilowatt electric motor on the front 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 pulling away from a traffic light. It's a well-rounded, confidence-inspiring powertrain.

The xDrive50 feels more than potent enough for driving on public roads, but if you need more power (or just have money 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 sprint 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 control accelerator responsiveness (and by extension, how much energy is used), but they also affect the steering and other vehicle systems. 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 affects 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 sound that seems to infinitely rise in pitch -- to create a sci-fi feeling of increasing speed. Sport mode sounds a bit deeper and louder than the other two settings. Alternatively, Iconic Sounds can be disabled altogether for those who prefer silent cruising.

There are four regenerative braking levels with the default being what BMW calls Adaptive Recuperation. This mode uses navigation data, battery level and the distance to the car ahead to determine 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 predict and, at times, jerky. I prefer to choose one of the more consistent static 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 without touching the brake pedal -- my favorite EV braking method overall.

Sport is the only customizable My Mode -- neither Efficient nor, ironically, Personal can be personalized.

Antuan Goodwin/CNET

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 rating. 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 rolling resistance just enough to make up for the additional rim mass.

Starting with an 80% charge, I cruised for 209 miles before stopping to recharging with 17% remaining. That's about 10 miles better than I should have based on the EPA's numbers -- still within the margin of error, but even more impressive given my testing including a good chunk of Sport mode driving up twisty mountain roads. Not too bad.

This is about as open as the iX's hood gets unless you're a BMW service technician.

Antuan Goodwin/CNET

When it comes time to recharge, the iX pulls up to 195 kW at an appropriately powerful 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 range with just a 10-minute session, or to go from a 10% to 80% state of charge in 40 minutes. BMW partnered with EVgo, providing buyers and lessees $100 of charging credit at its stations. 

The most cost effective place to charge is at home during off-peak evening hours. On a Level 2 plug, the iX can pull 11 kW, meaning it will charge from flat to full in around 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 around corners, which means BMW's engineers could tune the double-wishbone front and five-link rear suspension to be a bit softer for comfort. The SUV soaks up bumps well even on the optional 22s, and this is likely thanks to BMW's lift-related dampers -- hydraulic shock absorbers that progressively vary their damping force 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 -- though who knows what havoc that will wreak on your range. As mentioned before, the air suspension automatically lowers to improve stability at high speeds and in sport mode and can be manually raised for 0.8 inches of additional 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 support, but the heated and ventilated buckets are quite comfortable for long hauls and commutes.

Antuan Goodwin/CNET

Polarizing design

I'm willing to concede that the eye of another 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 other 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 catch an odd angle and it's not so bad. (Some of my colleagues have more positive 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 finish and the surface will gradually work its way back to shiny 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 reveal a hidden washer fluid reservoir, which would be neat if it weren't necessary because the iX's hood requires a service technician to open -- a double bummer because it means there's no frunk. Still, this a more elegant solution than Mercedes-Benz's weird washer fluid fender slot on the EQS and EQE.

The iX's cabin, on the contrary, is absolutely gorgeous. It makes great use of materials that look fantastic and are tactilely interesting to touch, from the crystal cut glass iDrive control knob and seat adjustment controls to the unique wood veneer capacitive buttons on the center console -- all optional. The bucket seats are quite comfy with an upright position that offers great visibility in all directions around the airy greenhouse. Also optional is this model's electrochromic glass roof that boosts the feeling of spaciousness and goes opaque at the touch 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/CNET

But all is not well in this aesthetic paradise and a few ergonomic nitpicks stand out. There's the electronic door release, 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 needed 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 physical buttons for the cruise control, infotainment and whatnot. Additionally, there doesn't appear to be a toggle to disable cruise control; the system is always armed and ready for one tap to set or resume your cruising speed. So far so good, but twice when chucking the iX around a corner, my palm contacted the pad while turning the steering wheel 90 degrees, causing the cruise control to unexpectedly resume mid-turn, lurching forward while I scrambled for the brakes. I was able to catch 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 pretty well. Optional adaptive cruise works in stop-and-go traffic and integrates nicely with the lane-keeping steering assist and the hands-off Traffic Jam Steering Assist that works at speeds below 40 mph. Parking Assistant Professional is also available and can automatically guide the SUV into parallel and perpendicular parking spaces at the touch 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/CNET

iDrive 8

The iDrive 8 multimedia software is a step forward from the previous generation, but also two steps backward. 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 right is a larger, 14.9-inch main touchscreen. iDrive 8 is a responsive system and, like the rest of the iX's cabin, the high-resolution screens look fantastic 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 screen in no particular order and with extremely flat organization. Rather than, for example, combining FM and Sirius XM radio into one audio sources menu, they both have separate buttons on the home screen 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 around and eight shortcuts can be saved to a favorites menu for quick access, so most users will be able to customize their way around the problem with a bit of tinkering, but it's a steep learning curve 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 compatibility with wireless connectivity for both. The iX even supports the latest quick pairing tech for either, so you don't even need to fiddle with the menus to get paired up and running. There are also six USB type-C charging ports scattered around the cabin (two in the front and four for second-row passengers) and neat little 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/CNET

Price, competition and final thoughts

The 2023 BMW iX xDrive50 starts at $85,095 including the required $995 destination charge. This example rolled into my driveway wearing a $101,075 sticker thanks mostly to $3,500 worth 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 -- including the Dynamic Handling upgrades, Iconic Sounds, the glass and wood interior trim, the iX's complete driver aid suite and more -- into one line item.

At that price 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 miles of additional range. The iX also slots somewhere between Tesla Models X and Y. 

Judged solely on the driving experience, 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 weird little design decisions -- from the steering wheel controls to the weird door openers, the complicated menus and, yes, my aesthetic hang ups -- that it doesn't quite stick the landing as one of my favorites in this class.

Your mileage may vary.


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