BMW iX1 xDrive30 M Sport 2023 Review

The 2023 BMW iX1 small SUV is priced at $84,900 plus on-road costs, including the choice of xLine and M Sport trim packs.

Both use the same xDrive30 powertrain, and we’re driving the M Sport here because it’s expected to command 80 per cent of iX1 sales.

The iX1’s price was pumped up $2000 before it even launched and equipment was also deleted (see below). It slips in under the $89,332 luxury car tax threshold, but forget about claiming any state government rebates or the federal government FBT exemption.

The iX1 starting price is the most expensive for any premium battery-electric compact SUV on the market, sitting above the cheapest Lexus UX 300e, Mercedes-Benz EQA and Volvo C40 and XC40.

It’s also undercut by two of the three models in the top-selling Tesla Model Y medium SUV range. Those worthy Korean EV cousins, the Hyundai IONIQ 5 and Kia EV6, also have cheaper models, albeit without the prestige badge.

The 2023 BMW iX1 is available with one dual-motor/all-wheel drive powertrain package (xDrive30).

There is no substantial difference in key equipment between the M Sport and the xLine. Essentially they are differentiated by cosmetics.

As its name suggests, the M Sport is dressed up to look more performance-oriented. Externally it gets its own 19-inch double-spoke alloy wheel design, a radiator grille in ‘satin’ aluminium, M-specific front and rear bumper elements, M identifiers on the body and key, and M roof rails. There’s more but you get the drift.

Inside the M Sport is dressed in Alcantara/Sensatec (artificial leather) upholstery, dark interior trim and an M Sport steering wheel.

The xLine comes with V-spoke alloy wheels, more chrome exterior trims and BMW rather than M badging. Inside the trim is in Sensatec alone.

Equipment the two models share includes dual-zone climate control operated via a heat pump, remote access and keyless start, powered and heated front seats with memory for the driver, and a power tailgate.

iX1 tyres are not run-flats and there is no spare, only a repair kit and tyre pressure monitoring.

The standard equipment list looked more impressive when the iX1 was first announced for Australia. Then, it came with metallic paint, a panoramic sunroof, a Harman Kardon sound system and active seats with a massage function.

These are now part of a $4700 option pack which was fitted to the test car.

The iX1 also includes a digital subscription for its heated steering wheel which can be paid on a monthly, yearly, multi-year or unlimited subscription.

The iX1 is protected by a five-year/unlimited-kilometre warranty and a conditions-based servicing program. A basic service package will set you back $1263 over four years and $1800 over six years.

The more comprehensive Plus package is $4784 and $5784 respectively over the same periods.

Unlike the X1 with which it shares its basic platform, the 2023 BMW iX1 comes with neither an ANCAP nor Euro NCAP safety rating. Essentially, BMW has to present the necessary evidence to get that tick.

Standard safety equipment includes front, front-side and curtain airbags, as well as a centre-front airbag to prevent head knocks.

Autonomous emergency braking (AEB) comes with evasion assist and pedestrian and cyclist detection. Active cruise control with stop-and-go is also part of the package.

Cameras and sensors allow the iX1 to brake for crossing traffic front and rear, actively steer to stay centred in its lane, warn and counter-steer when veering from its lane and adjust its speed to keep it legal.

The iX1 also includes a head-up display, multiple camera angles including surround view, a drive recorder and a suite of parking and reversing aids including the ability to reverse autonomously for 50 metres – very handy when negotiating a winding, narrow driveway in the dark.

For going forwards in the dark, adaptive LED headlights come with high beam assist.

A three-year subscription to BMW ConnectedDrive includes emergency call and real-time traffic information.

There are three child seat top tether mounts on the rear seats and ISOFIX mounts on the outboard rear seats.

The cockpit of the 2023 BMW iX1 certainly makes an impact with its curved widescreen glass panel that sits atop the dashboard housing both a 10.25-inch instrument display and 10.7-inch touch-screen.

Dubbed Live Cockpit Professional, it’s a shrunken replica of the screen that debuted in the BMW iX battery-electric vehicle in 2022 and is now spreading across various EV and ICE models in the BMW range.

BMW’s latest Operating System 8 software makes it all run. Essentially, the number of buttons and dials have been reduced on the dashboard. Even the signature iDrive controller has gone.

More functions are now accessed through the touch-screen and its family of tiles and apps, or via the intelligent personal assistant and voice control.

Standard infotainment features include wireless Apple CarPlay and Android Auto, wireless smartphone charging that features a vertical pad so the screen can be seen, embedded satellite navigation and DAB+ digital radio.

The iX1 comes standard with an unbranded six-speaker stereo system.

The 2023 BMW iX1 xDrive30 is powered by two electrically excited synchronous e-motors with one situated on each axle.

They are fed by a 64.7kWh (net) lithium-ion liquid-cooled battery pack sitting under the floor.

The electric motors each provide a peak 140kW at 8000rpm and maximum 247Nm from 0-4900rpm. Combined outputs driving all four wheels via a two-stage single-speed transmission are 230kW and 494Nm.

The last 30kW is made available by a 10sec boost function activated by a paddle mounted to the steering wheel of the M Sport. There is no paddle in the xLine and BMW couldn’t tell us what happened there.

BMW claims a zippy 0-100km/h dash for the iX1 of 5.6sec and an electronically limited top speed of 180km/h.

Just for comparison’s sake, the 378kW/493Nm Tesla Model Y AWD Long Range claims a 5.0sec 0-100km/h time and a 217km/h top speed.

The claimed range of the 2023 BMW iX1 xDrive30 on the local ADR test cycle is 400km. That’s not great considering a $30,000 cheaper BYD Atto 3 goes 20km further.

Even worse, the Model Y AWD Long Range is credited with 612km (ADR) and a more conservative 533km on its own website. Either way, the iX1 isn’t competing.

Not only that, the iX1’s claimed maximum DC fast-charge rate of 130kW is outclassed by the Tesla’s 250kW capability.

At its most efficient, BMW says the iX1 can recharge its battery from 10-80 per cent in 29 minutes. Using an AC wallbox ($1199 plus installation), the iX1 can recharge at up to 22kW, which is as good as it gets in the class. But you need three-phase power for that.

At 11kW AC – which also requires three-phase power – BMW says the iX1 will recharge from 0-100 per cent in in 6.5 hours. Using a standard home 230V outlet, trickle charging would take about 30 hours.

The iX1 also adds charge via recuperation while driving. There is a single-pedal mode for maximum brake effect and four driver-selectable modes including adaptive. This regens at a rate the car’s brain thinks suitable at the right time.

The practical effect is a variable braking response that can be disconcerting.

The iX1’s claimed average consumption rate is 18.3kWh/100km (ADR) – yep, the Model Y is 14.1kWh/100km (sorry, just saying!).

Both Mode 2 and Mode 3 charging cables are included, along with a three-year Chargefox network subscription.

The 2023 BMW iX1 is based on the same UKL2 platform as the orthodox third-generation X1 as well as the 2 Series and Mini Countryman.

Apart from a reduced overall height and ground clearance, the iX1 shares its core measurements with the new X1. It is 4500mm long, 1855mm wide, 1616mm high and has a 2692mm wheelbase. It is only marginally smaller than the original X3 mid-size SUV, which says plenty about the growth of vehicles through the generations.

Thanks to its substantial battery pack weight, the iX1 weighs at 2010kg, more than 400kg heavier than the X1 xDrive20i.

The good news is the electric powertrain copes well with that weight. It accelerates strongly from rest or when you’re looking for mid-range roll-on acceleration.

The boost function does kick things along, as does selecting Sport mode. But even in Personal (comfort) or Efficient (Eco), a flattened throttle will deliver plenty of thrust.

The more aggressive you make the mode the more artificial whirring (composed by Academy Award winner Hans Zimmer) is piped into the cabin.

There are also Expressive, Relax and Digital Art modes that are more about altering the iX1’s ambience than the driving.

Utilising a combination of MacPherson struts up front and multi-links at the rear combined with adaptive dampers, the iX1’s M Sport suspension backs up its potent powertrain with capable dynamics.

With the battery pack slung low between the axles it can be hustled along with some enthusiasm and without much body roll. It allies that with a controlled but comfortable ride that avoids sloppiness at its softest or sternness at its stiffest.

The weakest dynamic point is the rubbery electric-assist steering that can be varied in weight but never really demonstrates much feel.

The 2023 BMW iX1 can probably go off-road, but it’s really an on-road SUV that can tackle a gravel road and not much more.

Transfer the powertrain/all-wheel drive system into something with more ground clearance and all-terrain (A/T) tyres and the story might be a bit different.

The interior of the 2023 BMW iX1 gives off a modern luxury vibe.

The curved screen dominates the dash, angular door grabs and slotted pulls are as much art statement as functional items and there are generous slatherings of artificial leather on seats, doors and dashboard.

Only the steering wheel has real leather. More practically, it also has reach and rake adjustment that helps the driver get comfortable.

In this aspect the iX1 goes a fair way toward justifying its price. It feels and looks expensive.

The test car’s optional front seats are comfortable and there is ample storage in the cabin including a handy area under the floating console between the front seats.

However, the lid for the bin opens to the passenger, not the driver, suggesting that was one right-hand drive change not bothered with. It jars in a vehicle of this price.

Access to the rear seat is via wide-opening doors. Legroom for adult passengers up to 180cm tall is adequate. Headroom is more generous and the backrest can be reclined through multiple positions.

Because the iX1 rides on a modular platform shared with ICE vehicles, there is a transmission tunnel that compromises the middle position.

There are plentiful storage choices including string nets on the seatbacks, generously sized door bins and a fold-down arm rest with double cup holders.

The direction and volume of the climate control vents can be adjusted, but there are no temperature controls. There are two USB-C outlets to plug devices into.

The iX1’s boot has 490 litres of storage space, expanding to 1495L with the 40/20/40-split rear seat folded. Those are decent numbers but they are down on 540/1600L in the X1 because of the battery pack and electric motor underneath.

So far so good, but where the iX1’s interior experience goes wrong is infotainment. The deletion of the iDrive controller is a step too far. So many functions seem more complex now. Even the air-conditioning system needs to be operated through the screen (or via voice control).

The amount of configurability across the infotainment screen, the instrument cluster and the head-up display is substantial.

The infotainment touch-screen can be set up with your choice of tiles covering off everything from audio to weather. You can drag, drop and add them from your favourites page like a smartphone, which in theory sounds great.

In practice, going into the system to access some less-used but necessary functions can be a laborious process. For instance, adjusting the regenerative braking required six steps! It’s far easier just to select B on the gear lever for one-pedal driving.

Paddles like those fitted to Hyundai-Kia EVs would make more sense.

Based on its tech, the 2023 BMW iX1 is more evidence the German luxury brands are no longer Kings of the World.

Based on its pricing, it’s more evidence they haven’t realised it yet.

The iX1 does the things well that BMWs traditionally do well. It drives with zest and it’s a very pleasant place in which to sit. Its size, space and behaviour is suitable for an urban commuter that can also cope with longer expeditions.

But it doesn’t have the range and/or fast-charging performance to match brands that have embraced the transition to EVs with much more vigour. Brands led by Tesla, Hyundai, Kia, BYD and MG.

At this premium pricing, the iX1 is an EV for the rusted-on BMW faithful. It’s not one that will concern the likes of Tesla or tempt away its growing horde of buyers.

2023 BMW iX1 xDrive30 M Sport at a glance:
Price: $84,900 (plus on-road costs)
Available: Now
Powertrain: Two electrically excited synchronous motors
Output: 230kW/494Nm
Transmission: Single-speed reduction gear
Battery: 67kWh lithium-ion
Range: 400km (ADR)
Energy consumption: 18.3kWh/100km (ADR)
Safety rating: Not tested