Can exceptional finishes help BMW outshine Tesla?
BMW has no choice but to electrify its lineup, and it is doing so diligently. The Neue Klasse models are under development, promising increased range and faster charging, while the automaker forms partnerships in solid-state battery development.
In the meantime, the Bavarian automaker continues to expand its range of electrified models, especially fully electric ones, as with the new iX1 we are testing here.
Compact SUVs are more popular than ever, representing a considerable market share. It is therefore only logical to offer fully electric versions. This is what BMW does with its new X1, available with all possible powertrains: gasoline, diesel, PHEV (plug-in hybrid), and finally electric. This version represents the top-of-the-line model and should account for a third of sales fairly quickly, according to BMW, while PHEVs will make up 12% and combustion engine models will fill the remaining 57%.
Technical Specifications
| Model | BMW iX1 xDrive30 |
|---|---|
| Dimensions | 4.5 m x 1.845 m x 1.642 m |
| Power | 313 horsepower |
| 0-100 km/h | 5.7 s |
| Range level | Partial range |
| Max speed | 180 km/h |
| Onboard OS | BMW OS |
| Main screen size | 10.25 inches |
| Car-side connector | Type 2 Combo (CCS) |
| Design | An electric X1 |
Design
Aesthetically, the iX1 differs little from its combustion engine counterparts. BMW’s choice is to allow customers to drive electric without necessarily displaying it. We are dealing with a compact SUV (segment C) measuring 4.50 m long, 1.84 m wide, and 1.61 m high.
The manufacturer’s best-seller abandons its station wagon look to become a genuine SUV with a taller, more compact appearance. It has grown in all dimensions, gaining 2.4 cm in width, 4.4 cm in height, while length increases by 5.3 cm.
We appreciate that BMW did not go overboard with the new X1’s grille, which is a more traditional size compared to the oversized grilles found on many current models such as the BMW i4 or i7. The headlights are also separate from the grille, giving the design a more vertical emphasis.
At the rear, the 3D LED taillights adopt an L shape and are placed relatively high, once again giving the SUV a taller appearance. Despite these efforts to make it look more robust, the iX1 has a fairly decent drag coefficient of 0.26 for this type of vehicle.
The underpinnings have been redesigned to improve aerodynamics, one of the few differentiating features of the electric model compared to the rest of the range. Only the closed grille, a badge, and some blue accents reveal the iX1’s electric nature. However, these disappear entirely on the M Sport trim of our test model, which is already blue.
Interior and Practicality
The iX1’s overall atmosphere exudes quality, living up to its “premium” aspirations. High-quality materials and meticulous finishes are impressive, but expected in this high-end segment. Leather can be found on the seats, dashboard, and door panels, all enhanced with stitching.
The seats are particularly supportive yet easy to access, offering a good balance between firmness and comfort. However, they can be somewhat tiring on long journeys. When driving more dynamically, they provide ideal support.
The trunk suffers from the addition of a motor on the rear axle, reducing its capacity from 540 liters in the thermal models to 490 liters in the electric version. This brings it back to the loading volume of the previous thermal X1, so it’s not a disaster. However, it also loses some modularity as the rear seat can no longer slide, even as an option. The seat remains foldable in a 40-20-40 configuration, providing a total volume of 1,495 liters.
The center console is less convincing, in our opinion, as it is a good-looking but impractical design. Although it offers significant storage space, it is difficult to access when sitting in the driver’s seat without moving one’s leg (not ideal while driving). The passenger side is even more complicated due to the unsightly support of the console. At the end of the center console, under the dashboard, there are two more accessible cup holders and an optional induction charger.
In terms of passenger space, both front and rear passengers, who avoid the middle seat, will find ample room.
Infotainment
We’ll say it without suspense: we are disappointed with the infotainment system. BMW has always paid attention to the ergonomics of their models, but the iX1 struggles with digitalization.
The two screens that make up the Curved Display look nice and offer good image quality, contrast, and high-end definition. The 10.25-inch driver’s display does not show all the information one might want, and it is not intuitive to switch between displays or select specific information. At least it shows the navigation.
The central screen features a 10.7-inch display under the BMW iDrive 8.0 OS (soon to be updated to BMW OS 9.0), which is of similar quality but not very ergonomic. It serves too many functions to eliminate buttons in the cabin. There are still some buttons on the center console, and sometimes we must switch between them and the screen itself, for example, to change driving modes.
Press the shortcut button on the console, choose the mode on the screen, and then find the return button. Fortunately, BMW placed one on the left edge of the screen. Nevertheless, the mode window should disappear automatically once the driving style is selected.
Another frustration is that the central screen does not show the direction of the next exit in navigation mode; one must refer to the driver’s display, which does not make sense. Finally, there are two USB-C ports in the front, not easily accessible for the passenger, and two in the rear.
Driving Assistance
The BMW iX1 is a small SUV capable of towing 1,200 kg and is equipped with a practical trailer assistance feature. It also includes front and rear parking assistance and a reverse driving assistance function that retraces the last 50 meters, useful for getting out of tricky situations.
In terms of standard features, the iX1 has a traditional speed limiter and does not include a blind-spot warning system, regardless of the trim level. To get adaptive cruise control and lane-keeping assistance, one must select the Drive Assist Plus option (850 USD).
The Drive Assist Pro (2,000 USD) adds semi-autonomous driving. It is efficient without performing miracles compared to the competition. It positions the car in the center of the lane (sorry, motorcyclists!) and does not anticipate tight curves. It offers level 2 autonomous driving.
Route Planner
It’s hard to sell an electric vehicle these days without a route planner. Third-party apps like ABRP (A Better Route Planner) or ChargeMap exist, but a native in-car system that updates in real-time is more comfortable.
On this point, the BMW iX1 comes standard with a highly operational and efficient route planner, thanks to its BMW iDrive 8.0 OS. Similar to the one found in the i7 limousine, it allows you to set the state of charge (SOC) at charging stations between 5% and 25% and at the final destination between 5% and 50%.
The planner can then propose optimized alternative routes for recharging and, most importantly, display all the useful information: remaining distance to each charging station on the route, estimated arrival time, remaining battery percentage, required charging time, SOC level to reach, and the estimated end of charging time.
Driving
The BMW iX1 features two identical 140 kW (190 hp) electric motors, one on each axle, providing a combined power output of 313 hp and 494 Nm. This performance is impressive, considering the hefty weight of 2,010 kg at best. It allows for excellent acceleration (0-100 km/h in 5.6 seconds) and sufficient overtaking power in all situations.
However, for truly quick overtaking, pull the paddle behind the left side of the steering wheel to activate the Boost mode, which enables full power for 10 seconds. Repeatable almost indefinitely, all in welcome silence. While not as excellent as the i7, the BMW is among the top performers.
Weight is the enemy, but electric vehicles compensate with a low center of gravity. Still, physics eventually catches up. The iX1 performs surprisingly well, although it is less agile than its thermal siblings. The steering is unnecessarily heavy and quite artificial, but it is precise, as is the front axle, as long as it is not pushed to the limit.
Good news for the iX1’s handling comes from reinforcements and a front anti-roll bar. Similarly, the damping has been stiffened but mainly benefits from the standard adaptive suspension. This system adapts to our driving style to preserve comfort without compromising road holding. It works, but the compact SUV reaches its limits when encountering larger road irregularities.
Regarding braking, the pedal requires significant adaptation time. It is particularly firm initially and not always easy to modulate. This can be confusing, and even after several hundred kilometers, we have not fully adjusted to it.
Regenerative braking is adjustable on several levels but requires navigating through multiple submenus on the central screen, which is annoying! By default (unless a driving profile is saved), it is in Adaptive mode. Although this mode considers topography, preceding vehicles, and the navigation system, it did not fully satisfy us. Its reactions are generally smooth but inconsistent, sometimes slowing down for a stop and other times not, for example.
We chose to abandon it and opted for the weakest possible regenerative braking, then used the traditional method, braking with the left pedal. We would have liked steering wheel paddles to manage different power levels. The only choice available via the gear selector on the center console is a strong Brake mode and the mode selected on the screen. The Brake mode allows for the famous one-pedal driving, coming to a complete stop.
Battery, Autonomy, and Charging
The iX1 offers a usable capacity of 67.4 kWh, providing a mixed WLTP range of up to 440 km. The minimum consumption is stated at 17.2 kWh / 100 km, considering energy losses during AC charging.
In practice, it will be difficult to gauge consumption during our test. Despite light driving, an initial 180 km non-highway journey resulted in a staggering average of 21 kWh / 100 km. The temperature was slightly below 0°C. A more accommodating 140 km journey, also non-highway, yielded a good 16.6 kWh per 100 km. If we average the two, it amounts to 18.8, which is decent. On highways, expect an average of 22 kWh and thus less than 300 km of autonomy from 100 to 0% and barely 200 km from 80 to 10%.
Charging from 10 to 80% takes 29 minutes at best, using a charging station with a minimum of 130 kW DC. In theory, this allows for a 120 km range recovery in 10 minutes.
Regarding AC charging, it comes with an 11 kW charger, but a 22 kW option is available. Using a 7.4 kW Wallbox, 0 to 100% charging takes 9h45. With 11 kW, it takes 6h30, and with 22 kW, it takes 3h45.
Price, Competition, and Availability
The BMW iX1 is not exactly cheap, starting at 57,150 USD. However, it features good finishes, Park Assist, Curved Display, and LED headlights. For 2,450 USD more, the SUV gets Sensatec synthetic leather upholstery, 18-inch wheels, and an upgraded Luxury dashboard.
The M Sport package starts at 61,050 USD, offering M Sport kit, leather and alcantara upholstery, Advanced seats, and SelectDrive suspension. The price can easily reach 70,000 USD with optional extras. Regardless, purchasing an iX1 excludes you from any eco-bonus.
Competitors include the Mercedes EQA with a 529 km range. The equivalent EQA 350 4MATIC has slightly less power (292 hp), performance, and weight but starts at 64,700 USD with a 431 km range. The Audi Q4 e-tron has 77 kWh, 299 hp, and a starting price of 73,400 USD for the e-tron 50, boasting a higher maximum range of 497 km.
Other options are the Lexus UX 300E with its smaller 54.3 kWh battery and disappointing range, and the Volvo XC40 Recharge with 252 hp, 515 km range, and a 46,990 USD price tag, eligible for an eco-bonus.
The Tesla Model Y, with its recent price drop, starts at 46,990 USD (excluding eco-bonus) with a 455 km range. The Long Range version starts at 53,990 USD with a 565 km range.
Editor’s Verdict
The BMW iX1 does not disappoint. While not perfect, with its imperfect digitalization and an odd brake pedal and artificial steering, the iX1 offers satisfying dynamics, agility, and decent performance, as well as generous interior space.
The finish and materials align with its premium aspirations. The 130 kW onboard DC charger is impressive, maintaining a high charging power up to 40% SOC, which is currently an excellent performance.
Positive aspects of the BMW iX1 xDrive30:
- Outstanding finishes in its segment
- Road handling
- Interior space
- Performance
Negative aspects of the BMW iX1 xDrive30:
- Steep prices, though fair compared to competitors
- Overly firm brake pedal
- Average overall ergonomics
- Decreased trunk space compared to internal combustion engine models
