BMW X1 2010 Review

BMW X1 xDdrive23d and xDrive20d

Not so much
>> ... It won't win drag races
>> Rear-seat legroom lacking
>> Styling is confronting to some eyes

Overall rating: 3.0/5.0
Engine/Drivetrain/Chassis: 3.0/5.0
Price, Packaging and Practicality: 2.5/5.0
Safety: 4.0/5.0
Behind the wheel: 3.0/5.0
X-factor: 3.0/5.0

About our ratings

OVERVIEW
-- X1: unknown quantity meets loneliest number
BMW's new crossover model, the X1, has arrived in Australia -- and brought with it some sense of mystique and distinction. Nobody seems to know how to pigeon-hole the new Bimmer. BMW itself calls the X1 an SAV, VFACTS considers it a luxury SUV, Mercedes-Benz regards it as a B-Class competitor and cashed-up Tiguan buyers will find it a distraction.

So what is it exactly? It's really all of those things and none, at the same time. BMW has basically sewn up a little pocket of untapped market potential all to itself with this car.

Does it pass muster as an SAV? If the paradigm for BMW's marketing term is the X3 and you define SAV to be a vehicle that is equally at home whether on-road or off it then we're not sure. To us, the rear-wheel drive X1 models are unlikely to meet that criterion.

How SUV is it? The four-wheel drive models can certainly cope with unsealed rally roads and the VFACTS segment allows latitude for a model range to comprise two-wheel drive and four-wheel drive, but the X1 even tests the loose parameters of the SUV type. There's no third-row seat option, nor the space for such a fixture. Would you tow much with it? Would you take even the four-wheel drive versions places more demanding than the dirt road to your favourite winery?

Is Benz right then? Can prospective X1 buyers be sidetracked into a B-Class? The Benz matches the X1's commanding driving position and is priced well below the entry-level BMW. Many would argue too that the Benz has the wood on the X1 when it comes to the oddball-looks quotient. We'll reserve judgement on that...

What about Tiguan buyers? Will they be distracted by the BMW badge on a car that won't set them back much more than a properly equipped Volkswagen? You'll have to read our COMPETITORS section below to find out our views.

PRICE AND EQUIPMENT
-- Where's the 'Stock at Value' in this SAV?
BMW has set its pricing for the Australian-delivered X1 in what might be called an accessible part of the market. That's largely a consequence of BMW Australia opting for the entry-level X1 sDrive18i, which starts the ball rolling from $43,500 -- over $6000 less than the next powertrain variant in the range. At the other end of the scale, the model range is capped at $59,280 by the X1 xDrive23d -- the only variant in the X1 range to break through the Luxury Car Tax threshold.

Ordering the base model X1 with automatic transmission rather the standard manual box will set you back $45,700. The lowest-priced diesel X1 is the rear-drive X1 sDrive20d, originally planned to be the base model and priced at $49,300 with manual or $51,500 with the auto transmission.

Trimmed to much the same level and powered by the same 2.0-litre diesel engine, the X1 xDrive20d is a four-wheel drive version, priced at $52,700 for the manual and $54,900 for the automatic. A six-cylinder petrol model with four-wheel drive and standard automatic transmission, the X1 xDrive25i raises the ante to $56,800 and the high-torque X1 xDrive23d mentioned above completes the range.

As standard, all X1 variants are fitted with: Run-flat tyres with low tyre pressure indicator, 'Sensatec' upholstery, cruise control, reverse parking sensors with acoustic guidance, fog lights, front-seat height adjustment, multi-function leather-bound sports steering wheel, 12-Volt auxiliary power socket in front armrest, illuminated glovebox, remote central locking, start/stop button on dash, electric windows/mirrors, trip computer, auxiliary input for CD audio system and Bluetooth connectivity.

As the entry-level model for the range, the X1 sDrive18i is uniquely finished in a matt satin silver decorative trim and it gets around on star-spoke design 7.5Jx17 alloy wheels shod with 225/50 R17 tyres.

Additional features for the higher-grade X1 sDrive20d comprise high-gloss black interior trim, electrochromatic interior mirror, rain-sensing wipers and auto-on/off headlights. These features and the same wheel/tyre package as for the base model are also shared with the least expensive all-wheel drive diesel variant, the X1 xDrive20d.

Auto-stop/start is exclusively offered in the lower-performance ('20d') diesels for the sake of fuel efficiency.

The six-cylinder X1 xDrive25i features satin aluminium-finish roof rails rather than the black rails fitted to the lower-priced models. It also boasts chrome side-window trim, coordinating satin aluminium trim for bumpers/side sills/air intake and standard automatic transmission with shift paddles.

This model gains a V-spoke design of alloy wheel, measuring the same dimensions as the wheels fitted to the lower-grade variants. The six-cylinder X1 is trimmed to the same level as the more expensive again X1 xDrive23d, a higher-performance four-cylinder turbodiesel variant with standard automatic transmission and all-wheel drive.

MECHANICAL

Also shared with the 3 Series range is the X1's engine configuration. Whether powered by four-cylinder or the six fitted to the X1 xDrive25i, the X1 features in-line engines, mounted longitudinally.

For the base model X1, the sDrive118i (yet to be released here), peak power is 110kW of power and torque reaches a ceiling at 200Nm.

Next step up in the range of powertrains for the X1 is the 2.0-litre turbodiesel, available in either rear or all-wheel drive variants. The engine in both versions develops 130kW of power at 4000rpm and 350Nm between 1750 and 3000rpm.

Combined-cycle fuel consumption for this engine is 5.3L/100km for the manual rear-driver, 5.8L/100km with the same six-speed manual transmission in the all-wheel drive model or 6.2L/100km for the all-paw X1 with the optional six-speed automatic. CO2 emissions figures are 153 and 164g/km for manual/auto AWD variants.

There's a more powerful petrol X1 variant powered by a six-cylinder engine producing 160kW.

The range is topped off by the 150kW/400Nm twin-turbo turbodiesel (TwinPower) X1 xDrive23d. This engine remains based on the X1 xDrive20d engine architecture, but featuring a more sophisticated forced-induction set-up. A small turbo operates at lower engine speeds and a larger turbine joins the party at higher speeds.

Only offered in four-wheel drive and six-speed automatic transmission form, the X1 xDrive23d consumes 6.3L/100km of fuel in combined-cycle testing and discharges 167g/km of CO2 emissions.

All engines in the range, including those coming later in the year comply with the Euro 5 emissions standard.

According to BMW, the X1's suspension comprises a "double-joint thrust bar axle" at the front and "five-arm axle". As we understand it, that's double-wishbone front end and multi-link rear. For the rest, hydraulically-assisted rack-and-pinion steering complements ventilated disc brakes, front and rear.

Riding on a wheelbase of 2760mm and standing 1545mm tall, the X1 measures 4454mm in overall length and 1798mm in width (excluding the mirrors). In comparison to the current X3 this is 115mm shorter, 55mm narrower and 129mm lower. The X1's wheelbase is 35mm shorter than the X3's, suggesting BMW has put luggage capacity ahead of rear legroom in the X1.

Compared to VW's top selling Tiguan, the X1 is 27mm longer, 11mm narrower and 138mm lower. Curiously, the X1's wheelbase is a substantial 156mm longer than the Tiguan's, yet we recall the Tiguan's rear-seat being the more accommodating of the two, where legroom is concerned.

Front drivetrain components of the X1 xDrive20d add 85kg of weight to the car, when compared with the rear-drive only X1 sDrive20d. The X1's kerb mass spans 1430kg for the manual X1 sDrive18i (25kg heavier for the auto version) to 1600kg for the X1 xDrive25i.
 

PACKAGING

In respect of interior space, the X1 provides outstanding headroom for its overall packaging, but rear-seat legroom suits kids rather than adults.

Kneeroom in the rear is adult-friendly, but there's not much room to stretch out behind the driver. Nor would we subject any but the smallest of kids to the centre seat position in the rear. It's flat, hard and a bit narrow in the base. The backrest for this position folds forward to provide a shelf and retracting cupholders for the outboard passengers.

Luggage capacity is not huge, simply because the X1 is not a behemoth, and the luggage compartment floor sits high to accommodate drivetrain components underneath. Still, the volume is about on par with conventional small cars and compact SUVs.

The X1's seats are comfortable and aggressively contoured for optimum 'hold' in corners, but this reviewer found the cushioning in the xDrive23d to be just a little too soft for personal taste. Other participants found the flatter and firmer seats in the 20d to be less inviting.

It took some time to reach a comfortable driving position, particularly in the manual transmission 20d variant.

Our co-driver was less than impressed by a strip of hard plastic in the dash above the glovebox, but materials used in the X1's cabin were mostly luxurious enough and the layout of the interior was BMW-typical stylish with coordinating colours.

The tailgate for the X1 is delayed opening from the latch release, presumably for reasons associated with the car's security system. Re-securing the tailgate is achieved by drawing it back down with a recess which is improperly designed for best ergonomic practice. The user has to haul down with the wrist twisted.

SAFETY

BMW Australia has ordered the locally-delivered X1 range with a high level of standard safety, which includes: dual front airbags, front-seat-mounted side-impact airbags, side curtain airbag protection for front and rear, belt-tensioners/load limiters for front seatbelts, ABS/cornering brake control, stability control, high-strength body shell and Dynamic Braking lights.

It's not as if the X1 is likely to spend much time offroad -- if at all -- but the car in the all-wheel drive (xDrive) variants does provide Hill Descent Control as standard.

We can say too, from personal experience, that should you take the X1 offroad, the stability control system is adept at finding the right line around a corner on rally roads.

COMPETITORS

The X1 is treated by industry sales statistician VFACTS as a luxury SUV, but in size and pricing, it's closer to the Volkswagen.

One has to question how the X1 could be considered a 'luxury SUV' in the VFACTS context, when most of the model range is priced below the Luxury Car Tax threshold of $57,180.

BMW anticipates the X1 could present a fair alternative to higher-priced compact SUVs from Japanese and possibly even Korean importers.

ON THE ROAD

The Peugeot diesel powering that company's 4007 seemed more appealing -- and that wasn't an involving sort of engine. At least, unlike the Peugeot, the BMW's engines (both of them) were pretty responsive from a standing start, although the 20d engine did seem to struggle with higher demands for power or torque.

The vehicle driven with the high-performance (23d) diesel came with shift paddles for its automatic transmission. Unlike other iterations of this type of sequential-shift system, the X1's follow BMW's in-house thinking of push the paddle forward for downshifts and pull back for upshifts -- with the paddles either side of the wheel performing the same functions in the same way. Frankly, it's a system that's less intuitive than other systems using the left paddle to shift down and the right paddle to shift up.

Warning signs of understeer prove to be nothing more than that. While the X1 with the 23d engine shows an initial reluctance to turn in, it will dig in and turn once committed to the corner -- and handling is closer to neutral at higher speeds and in wider-radius turns. Steering provides good feedback and is light enough for the target buyer of the car.

By comparison, the 20d variant (itself weighing 85kg less than the higher-performance diesel) is more responsive where turn-in is concerned. It also feels just a little more 'nervous' through the steering at the straight-ahead and roadholding doesn't appear to be up to the same standard as the 23d's.

It's probably best not to draw too many conclusions from our drive of the two X1 variants, since both were riding around on non-standard 18-inch alloy wheels. With different tyres fitted, that would explain the difference in cornering dynamics.

Both vehicles feel very much like well-sorted (all-wheel drive) SUVs do, but we're forced to wonder whether the rear-wheel drive variants won't feel more lively on the road, when they arrive in Australia. While firm and well controlled at times, the X1's ride was quite compliant over smaller bumps and holes.

BMW encouraged us to try the X1s on unsealed rally roads. With the stability control operating in a limited mode, the 20d proved fun but the ‘nannies’ were still noticeable – as you’d expect from this sort of vehicle.

BMW's event staff drew the line at disabling the stability control altogether (which you can do if you hold the 'DTC' button depressed for a few seconds). This facility is intended to be used in snowy conditions, but it's likely to be useful on dirt too, in this country.

The question arises though, how many owners will take their X1 on dirt?

In fairness to the new BMW, it's a very capable car in the urban environment and for its price and packaging it's a very strong offering. We don't anticipate BMW will have any difficulty selling the 1400 examples arriving here this year.

Watch Carsales TV's BMW X1 video review here

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