After around seven years, BMW is pushing a fresh X1 generation. The compact SUV, which has once again grown, comes with numerous types of drive, which should not make the decision easier, but more exciting.
So BMW will start shortly (from October) with the newly developed X1. Internal model designation is now no longer F48, but U11 - all right. The common observer has to bump his nose to the new model, because at first glance the youngest X1 doesn't look much different.
Okay, the design team would object immediately. And yes, the dewy X1 naturally differs from its predecessor in detail. It already looks a shovel cooler with its razor-sharp daytime running lights and the concise, upright kidney in square format. The rear lights of the X1, which has just debuted, are contoured like never before, making the compact look almost a bit like a concept car.
Speaking of compact. With an exterior length that has grown by more than five centimeters to 4.50 meters, the new X1 is almost knocking on the door of the middle class. BMW's future entry-level SUV is not more suitable for the city than it used to be, but the increase in width from around 2.5 centimeters to 1.84 meters speaks against it. With a wheelbase that is also two centimeters longer, the X1 is also more mature inside - it hardly feels like a compact class anymore. lack of space? None, even at the back, long-legged people only hit the front seat backs in exceptional cases. Those who are familiar with BMW, however, make the segment from the front-wheel drive platform used again. So if there is only one driven axle, you have to make do with front-wheel drive, as with the predecessor F48.
Die-hard BMW fans have not been enthusiastic about this for a number of years - they simply see it as a loss of sportiness and do not want to feel any potential drive influences in the steering wheel. However, both the in-house marketing strategists and technicians counter this with the argument of opening up new target groups. You say that many customers in the compact segment do not know which drive their BMW has anyway, but they do notice the extra space in the rear, which of course increases as a result of the absence of the cardan tunnel. Apparently they are right, BMW is sticking to the concept in the lower category.
However, the engineers have further developed the powertrains of the new X1 and made them more electrified - albeit not consistently. So there is now a non-electrified basic diesel with front-wheel drive alias sDrive18d (150 hp), the electrified diesel xDrive23d with a 19 hp powerful starter generator (211 hp system output) and two petrol engines, of which the sDrive18i (136 hp), like the diesel, also does not hybridize becomes. The xDrive23i (218 hp system output), on the other hand, is equipped with the same mild hybrid system as the diesel in order to boost the crankshaft with the small electric motor. There are also two plug-in hybrids (a little later) (xDrive25e with 245 hp and xDrive30e with 326 hp) plus a brand new BEV edition called iX1 xDrive30 with 313 hp. keep perspective?
One after another. In view of such a complex model range, BMW was not able to cart all variants to the Regensburg plant for the presentation anyway, from where ntv.de was able to carry out the first test drives. It starts with the sDrive18d, which costs from 43,950 euros, and said front-wheel drive. This is the 150 hp diesel without any electrification. He doesn't need it either, the two-liter four-cylinder is efficient enough. With a combined WLTP consumption of a maximum of 5.5 liters of diesel fuel per 100 kilometers, it really doesn't have to hide and will not cause any dissatisfaction at the filling station. The electrified 23d undercuts the base by 0.2 liters - but also costs 6200 euros more to purchase.
Not that the price is unfair - quite the opposite, because instead of 150 hp there are emotional 211 little horses plus all-wheel drive. But the customer must first have access to this budget. And it's good news that even a beginner is enough to make confident progress. Front-wheel drive or not - 360 Newton meters of torque from 1500 tours are proper, but not enough to overwhelm the tires. So the diesel always drives with high traction, the dreaded drive influences in the steering remain. It accelerates diligently (0 to 100 km/h in 8.9 seconds), while the obligatory seven-speed dual-clutch transmission quickly and smoothly pushes one gear after the other. You don't need more cars.
In addition, the chassis have hit the right line: The X1 test car rolls with its optional 19-inch wheels - but without the M-Sport package - sufficiently gently over bumps, while maintaining a fundamentally sporty orientation. With the M Sport package, which costs 3850 euros, the X1 crouches noticeably 15 millimeters lower and feels a touch tighter. The xDrive23i test cars roll up in exactly this configuration. Like the diesel, their two-litre petrol engine (204 hp) works together with the 19 hp starter generator to deliver 218 hp of system power.
A lot of wood for the not so compact 1.7 ton truck. Diesel or petrol - that's not a pragmatic question in the case of the 23i. You have to want the power and be prepared not only to spend at least 49,450 euros for the top model, but also to accept up to 7.2 liters of premium petrol WLTP consumption per 100 kilometers (combined). What's in it? In any case, the nominal sprint ability is decent, which makes the all-rounder 100 km/h fast within 7.1 seconds. But it feels like the deeper-sounding diesel fits the X1 better than the brightly singing four-cylinder. The hybridized Otto gratefully turns in the direction of the limiter and presses his human cargo quite heavily into the contoured armchair. But it still doesn't feel really fast and doesn't produce goosebumps with its thin acoustics. In addition, the twenty-three sometimes seems unsure, because depending on the position from which the full load requirement is made, its complex automatic system takes a second to sort itself out.
Exactly in this gap the iX1 xDrive30 straddles smugly and shows the burners the designer rear lights. To classify the comparison: Of course, the electric SUV has the edge, because with 313 hp it trumps all combustion brothers - with the powerful PHEV the world looks completely different again. But it is also able to sprint away without a start because of its transmission with only a single translation, which does not have to be changed first. The price for this is a top speed limited to 180 km/h (210 km/h 18d - 233 km/h 23i) and the fact that it takes longer to charge the 64.7 kWh battery than the 45 liter to fill the tanks of the burners. After all, the battery should take around 29 minutes to be charged from 10 to 80 percent with a maximum charging capacity of 130 kW. With a 100 percent charged battery, the iX1 drives up to 438 kilometers according to the averaged WLTP discipline. Cost: 55,000 euros minus 7,500 euros in funding.
But let's not kid ourselves - you don't buy an X1 primarily because of its sporty driving performance anyway. Practical benefits with dimensions that are kept in check and costs on the one hand and the qualitative advantages of the premium brand BMW on the other hand can already impress. Just a side note: If the rear seat backrests are folded down, the luggage compartment of the SUV can hold up to 1600 liters (PHEV and BEV 1495 liters)
What all versions have in common is the new "BMW Curved Display" with a touch-sensitive surface and fast response. That's fine, but the valued function of switching off the active lane departure warning system, which is rather annoying in driving practice, by pressing a button for a long time is missing. After all, it can still be turned off with two commands. Most of the other assisted features make sense, of course, and the X1 has plenty of those. This also includes the option of taking over longitudinal control - meaning: With the adaptive cruise control, the X1 brakes down to a standstill together with the vehicle in front, for example at red traffic lights, and regulates very sensitively without jerking during assisted braking.
With goodies from the intelligent navigation system including data from the cloud to automated parking and the key on the smartphone, the new X1 masters the entire range of electronic options. A total of around 20 inches of display plus an optional head-up display are the tribute to the infotainment group.
The X1 will be launched in October 2022. The battery-electric edition as well as the two PHEV models are due in November. Incidentally, the latter cost 47,550 and 49,950 euros respectively. If you hurry, you can still get 5625 euros in funding for the plug-in hybrids this year - provided the vehicles are registered this year.
