BMW X1 xDrive 25i M Sport 2016 Review

BMW X1 xDrive25i M Sport
Road Test

The fresh-faced X1 is on sale now with a choice of two turbocharged diesel and petrol engines. All are mated to an eight-speed automatic with higher-grade variants offering the bonus of all-wheel drive. On test it the range-topping xDrive25i M Sport, the model's high-output 2.0-litre four-cylinder replacing the former variant's hard-charging six'. But is it a worthy replacement? And should you throw down your hard-earned? Read on and find out...

The BMW X1 has undergone a significant change since the release of the original E84-series in 2009. The second-gen X1 F48-series, debuted in Austria last year, saw a shift to front-wheel drive for the first time (all-wheel drive models remain available); the model now joining the MINI, 1 Series and 2 Series Active Tourer in sharing BMW's UKL2 transverse-engine chassis architecture.

As such, it means the X1 is no longer offered with the availability of a glorious turbocharged six-cylinder engine (224kW/400Nm, and as sold previously in Europe and the USA) – the flagship of the X1 range locally now the xDrive25i M Sport model tested here.

Powered by a direct-injected 2.0-litre four-cylinder turbo-petrol, and making 170kW/350Nm, the X1 xDrive25i claims a 0-100km/h time of 6.5sec. It's a rather brisk figure for a high-riding hatch, and one that shatters the similarly specified Audi Q3 2.0 TFSI quattro (7.6sec) and Mercedes-Benz GLA 250 4MATIC (7.1sec). Top speed for the X1 xDrive25i is listed at 235km/h.

It's also more efficient than its German counterparts. The X1 xDrive25i (from $59,900 plus ORCs) is claimed to sip as little as 6.6L/100km on the ADR Combined cycle while emitting 154g/km of CO2. By way of comparison the GLA 250 4MATIC (from $59,900 plus ORCs) uses 7.0L and emits 162g against the same measure. The Q3 2.0 TFSI quattro (from $52,300 plus ORCs) comes just shy with 6.7L and 155g.

But unfortunately the figures only tell part of the performance story. The X1 xDrive25i might have the on-paper credentials to trounce its competitors in a straight-line (and at the pump), but in reality presents an awful dose of turbo lag from a standing start and during low speed roll-on manoeuvres (think roundabouts, slip lanes and the likes). It's a delay that seems to increase exponentially with urgency too – the quicker you need to 'go', the longer it takes to get going!

Once on the move, however, the engine is strong and rather flexible. It cruises happily at engines speeds of approximately 1650rpm at freeway speeds, the eight-speed automatic overdriven in its seventh and eighth ratio in a bid to increase economy. We found the transmission very compliant in requests to kick-down, providing plenty of urgency for overtaking. It also assisted in achieving a decent fuel economy average, a week of mixed urban and freeway travel returning 7.8L/100km.

And it's the freeway to which the X1 xDrive25i feels better suited. The run-flat tyres and M Sport suspension (optioned as part of the $2200 M Sport pack) conspire to create a brittle ride over sharp-edged bumps, single-wheel impacts transmitting an especially brusque jolt through the cabin. Unusually, the suspension's initial damping is more adversely affected than the remainder of the compression stroke, with longer frequency bumps and dips quite well attenuated.

The counter argument, perhaps obviously, is that the dynamism of the X1 xDrive25i M Sport is rather sharp. The body feels composed during hard cornering, the strut (front) / multi-link (rear) arrangement supporting the 1600-odd kilogram dexterously. The 19-inch alloy wheels that no-doubt degrade the model's ride comfort and quietness add a generous contact patch via 225/45-series Bridgestone Potenza S001 rubber. The X1 does not come with a spare wheel; space-saver or otherwise.

All-wheel disc brakes provide athletic stopping power though we note the pedal stroke is rather short, limiting modulation to only a couple of centimetres. Conversely, the electrically-assisted steering is fluid and appropriately assisted. There's no 'hang-ups' as you turn lock-to-lock, and although a little sporty, we didn't find the action tiring during repeated hard cornering, or when swinging into tight parks.

The five-seat cabin provides plenty of space for four adults. The rear-centre seat is narrow and rather firm, and with a roof-mounted three-point seatbelt is not the most comfortable place to spend any time at all. The other four pews are mostly supportive but not well cushioned.

This is a sporty ride through and through, and one that's unsympathetic to those expecting a cruisey cabin for long-distance touring. Rear-seat legroom (now 560mm) and headroom is, however, surprisingly generous (even in spite of the optional $1690 panoramic roof and its retractable blind), and entry and exit quite liberal.

Up front we found the level of space to be more than adequate. The steering wheel and pedals relate well to the driver's position, and the secondary controls are typically BMW in that they all fall neatly to hand. It's also an easy car to see out of, the reversing camera and sensors filling the gaps the eyes can't see.

Tech wise the X1 is no harder to 'drive' than any BMW in the current range, the addition of Driving Assist Plus ($700) making peak-hour negotiation simpler with its radar-cruise-control-based Queueing technology. The Real Time Traffic Information overlay on the map screen, part of the standard BMW Connected Drive package, also helps a great deal. Audio quality is excellent, and the addition of DAB+ digital radio (a $385 extra) is welcome.

We found cabin illumination to be uniform and the performance of the LED headlights better than most.

The dual-zone climate control system is quiet and effective, though a little more demisting power would be welcomed on cold mornings. 'Our' X1 was also fitted with electrically-adjustable leather seats and seat heaters to the front row.

The X1's oddment storage is pretty good. Deep door pockets with bottle holders, a covered centre bin with dual cupholders fore of the gearshift, and a decent glovebox mean there's almost a place for everything. The foldable armrest reveals a handy tray between the seats for phones, wallets, keys and the likes, though personally I'd prefer a traditional lidded console bin for security reasons.

Up back, and accessed via an electrically-operated tailgate, the X1's dual-floor cargo bay offers an impressive 505 litres of space in its standard form (up 85 litres on the outgoing model), expanding to 1550 litres with the 40:20:40 split-fold seats flipped forward. The model on test had electrically-operated rear seat backs, a simple switch inside the cargo aperture flipping the seats flat for easy through-loading.

The X1 on test is fitted metallic paint (Estoril Blue, $1140) and is backed by a three-year unlimited kilometre warranty with conditional-based service intervals. It's also covered by three years' roadside assistance.

If you're chasing a sporty alternative in the small prestige SUV set, the options are rather limited. At this stage the premium German manufacturers are your only real choice, and of those, it's the hard-charging Audi RS Q3 and Mercedes-AMG GLA 45 that reign supreme.

However, the in-betweeners of the range – like the X1 xDrive25i M Sport and its rivals – are worth a look in; especially in you plan on keeping your licence!

We'd strongly recommend that you do prepare yourself for lots of lag and a severely firm ride if the BMW is top of your list – obvious let-downs aside it's well worth a look in.

2016 BMW X1 xDrive25i M Sport pricing and specifications:
Price: $59,990 (plus on-road costs) / $66,015 (as tested, plus on-road costs)
Engine: 2.0-litre four-cylinder turbo-petrol
Output: 170kW/350Nm
Transmission: Eight-speed automatic
Fuel: 6.6L/100km (ADR Combined)
CO2: 154g/km (ADR Combined)
Safety Rating: Five-star ANCAP

Also consider:
>> Audi Q3 (from $42,900 plus ORCs)
>> Land Rover Discovery Sport (from $56,355 plus ORCs)
>> Mercedes-Benz GLA-Class (from $42,900 plus ORCs)