Review of the new BMW X1 2022

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The X1 is still far from a BMW as far as the driver is concerned, and this petrol powertrain isn’t without its flaws, but the third-generation X1 really feels like another dramatic evolution to be into a premium small SUV, more rounded but still large enough to function as an everyday family car. We suspect that plug-in hybrids, with their excellent BiK ratios, will prove very attractive options for corporate car pickers.

You definitely can’t accuse BMW car lack of persistence. Its original input level X1 was an ugly kid when he debuted, not a SUV It’s not about focusing on style either intersectionback in 2009. More sharp corners were dropped by the second generation, in 2015. And now the third generation is being offered with such a wide range of powertrains that BMW had to hope for one. categories for all tastes.

It’s also a bit bigger, this X1 – in length and wheelbase – but it sits on the same UKL2 platform as the old car (and the like. 1 series and 2 Series Active Tourer). This time, however, BMW is taking advantage of the architecture’s adaptability and creating an all-electric variant, iX1into the product line, along with a full range of internal combustion engine models.

The UK entry point is the rear-wheel drive sDrive18d, which has a 2.0-litre four-cylinder diesel engine that produces 148bhp and 360Nm of torque. It’s claimed to deliver up to 58mpg and costs from £36,225 – a potentially useful sum of less than £2,000 Mercedes‘ cheapest GLA diesel oil.

All other UK X1s are all-wheel drive, starting with the xDrive23i four-cylinder petrol engine (215hp and 360Nm, from £42,080) and the more powerful diesel, the xDrive23d ( 208bhp and 400Nm, from £43,235). Both options feature 48-volt mild-hybrid technology, with a 19bhp transmission integrated electric motor that can assist with a stop/start function and allow the engine to be shut down.

For buyers who want to go further down the road of electrification, but stop at the iX1, there are also several petrol plug-in hybrid models: the xDrive25e, with 242hp and 477Nm, and the xDrive30e, also priced similar value. amount of torque, but 322bhp. Both of these cars have an official pure electric range of 48 to 55 miles, enough to bring them down to 8%. Welfare corporate car tax rate.

Here, however, we’re driving the xDrive23i version, which will likely be one of the more popular choices for private buyers. It’s a model that doesn’t really have a clear rival in Merc’s PHEV heavy GLA range. Even Audimore powerful gasoline Q340 TFSI Quattro, doesn’t come anywhere close to the kind of output produced by BMW’s turbocharged four-cylinder.

Sure, the powerful jolt of the engine can make this X1 feel snappy. But how it delivers that performance is more unsatisfactory. The engine does the best job in a relatively narrow power range – and while a seven-speed automatic transmission usually does a good job of keeping it within that comfort zone, when you put up a demand for additional performance In addition, the desired setting can be found – not in the final delivery, but in its manner.

The dual-clutch transmission doesn’t shift as smoothly or as smartly as BMW’s eight-speed automatic, and the engine has a rather unattractive drone that can get a bit noisy at higher rpm.

Booster management doesn’t feel particularly well calibrated either, so the system can feel like it’s constantly chasing its own tail. It is not a sophisticated long-distance cruiser from BMW.

If anything, it’s easier to drive smoothly by putting the car in efficiency mode and committing to the physical reality of soft throttle response. Overall, you’ll get a slightly more relaxed experience, even if the economy doesn’t spike.

The chassis isn’t meant to challenge BMW’s iconic rear-wheel drive models in terms of engagement, but the X1’s dynamics still feel like a standout in the segment. There’s balance, poise and composure here on levels that Audi Q3 can only dream – and comfort is acceptable.

It’s worth noting, however, that all test models offered at the BMW launch event were fitted with an M suspension with frequency-selective damping as well as a 15mm lower travel height.

While the steering is – sadly – numb, the feedback is clear and there’s a pleasant amount of weight when you load the system up. BMW engineers also did a good job at identifying the displacement of road imperfections. The overall experience is still pretty safe – a digital car for the digital age, perhaps – but at least it helps deliver solid highway improvement.

The engine and transmission are much happier as you accelerate, so they fade away and you’re insulated from the roar of the tires below. Only noticeable drafts from around the rearview mirror will spoil the party, although it will be less of an issue at UK motorway speeds than cars in Germany.

The truth is that all of these dynamic features are an evolution of what came before – as you might expect, based on X1’s foundational continuity. The real revolution comes in the cabin, where there’s a brand new carpet, improved materials, more tech and even more space.

In front of the driver is a pair of monitors, a curved layout similar to that of the recently updated and flagship 3 Series. iX SUV, but smaller to reflect the more compact dimensions of the X1. Even so, the 10.25-inch digital instrument panel and 10.7-inch infotainment screen remain up-to-date – powered by the latest BMW Operating System 8 software. The smaller cabin convinced BMW that you could easily reach the touchscreen, eliminating the need for a crankshaft. i drive remote controll; We’re less certain, but at least the screen’s response is snappy.

All materials feel sturdy enough, and there’s a pleasing combination of chrome-brushed surfaces and double stitching to help break up the cushion plastic. As before, the overall impression is of a crossover rather than an all-around SUV, so although the seating position is raised, it’s only a few centimeters taller overall.

The front storage is a bit odd – there’s an oddly shallow tray in the armrest and then a large empty area underneath it. But the smartphone wireless charging pad at the base of the console, with a clip to secure the handset, is an interesting and potentially useful feature.

The latest growth spurt is also not wasted in the rear of the X1’s cabin. Yes, there’s a bit of drive-tunnel hump that can annoy anyone in the middle seat, but even with the panoramic roof, there’s plenty of headroom for those six feet tall, accompanied With a generous amount of leg and knee room. The rear seats can slide forward and backward (except on PHEV or iX1 models), allowing you to prioritize cabin space or bootability.

The load compartment itself is a decent shape, with plenty of pocket hooks on both sides and has a variable height deck so you can adjust for flat load media or maximum capacity. The rear seats can also be folded in a 40:20:40 ratio and if you drop them all down, the trunk size will increase from 540 to 1,600 liters.

The UK range includes five trim levels – Sport Premier, xLine Premier, xLine Premier Pro, M Sport Premier and M Sport Premier Pro – but even the entry point has dual screens, dual-zone climate control , rear parking assist – rearview camera, LED headlights, power tailgate, sport steering wheel and cruise control.