Test results have been added to this review.
Despite sharing a name with a rocket-powered aircraft, BMW’s X1 is unlikely to be confused with Bell’s. We’re sure Chuck Yeager would have loved indoor mood lighting and the choice of a killer Harmon/Kardon 12-speaker music system. The BMW X1 is a lovely little SUV that gives an appealing entry point into German-brand motoring, in contrast to his daring experimental jet. And it’s not breaking any speed or distance records, even if you dropped it from the belly of a B-29.
BMW’s Skunkworks has recently been experimenting with dramatic interior and exterior design aspects. The X1 is a more classic offering, with a sleek body and a narrow, nearly square kidney grille that contrasts with the flared nostrils of the majority of the current BMW range. The X1, which is still BMW’s smallest SUV, has expanded to roughly the size of a first-generation BMW X3. Now in its third version since its 2009 debut, the ute is 1.7 inches longer and higher, and nearly an inch wider than last year’s all-wheel-drive equivalent. The wheelbase is 0.9 inches longer, while the track width is 0.8 inches wider. As a result, there is greater inside space and a bulldog stance.
A New Transmission and a Redesigned Engine
The engine is a good old gas burner, a turbocharged 2.0-liter Miller-cycle four-cylinder with a few additional hp. (An electric version, the iX1, is available in other regions but will not be accessible in the United States.) The engine now has 241 horsepower (up from 228) and 295 pound-feet of torque thanks to changes to the combustion chamber shape and a new port- and direct-injection system.
During our testing, the X1 achieved 60 mph in 5.4 seconds and the quarter-mile in 14.1 seconds at 99 mph. A seven-speed dual-clutch transmission replaces the old eight-speed automatic and has a greater ratio spread and permits coasting. If you want it to be more aggressive in grabbing gears, the Sport mode changes more quickly, and the M Sport package ($2300) includes paddle shifters that put the decision in the driver’s hands.
HIGHS: No big-nose BMW grille, interesting interior design, and a solid old-fashioned gas-burning engine.
Despite the X1’s relatively quick 4.3-second 50-to-70-mph passing time, we found the motor to be quiet and smooth in traffic and interstate driving but a little sluggish when asked to make high-speed passes or accelerate upwards. Even in Sport mode, there’s significant turbo lag to be detected, which contributes to a 6.6-second sprint from 5 to 60 mph. The EPA estimates fuel efficiency at 28 mpg combined, 25 mpg city, and 34 mpg highway, which is 2 to 3 mpg better than last year’s all-wheel-drive model. We averaged barely 23 mpg when driving the X1 on Southern California’s hilly highways.
The addition of all-wheel drive to the X1 for 2023 is a significant shift. During normal driving, the front wheels do the majority of the work, but any lack of traction transfers power to the back. The X1 is a joy to drive, scooting through curves with ease. Its modest size makes it ideal for narrow roads—and, when finished, narrow parking spaces. The steering wheel and brake pedal provide little input. Despite this, our test car took 167 feet to stop from 70 mph on its optional 20-inch summer tires and generated 0.86 g of grip on the skidpad.
Interior Design and Technology
BMW has prioritized interior design in its latest cars. The X1’s interior makes superb use of texture and color to break up large expanses of plastic. The door panels, in particular, are enticing, so much so that you may keep the door open a few minutes longer so your neighbors may view the tweedy-patterned speaker grilles and the Gateway Arch of a door handle. The console has a lower shelf area, however, it’s difficult to reach with a larger purse.
Cupholders are low and out of the way, and the optional wireless charging pad leans back like a grandfather in a Barcalounger—a tribute to those of us who peek at the screen at stoplights.
In terms of displays, the X1 has a single curved display panel that spans from behind the steering wheel to the middle of the dashboard. Modes display several instrumentation designs, while the right side displays navigation, music, and phone interfaces. Unfortunately, the screen is also the sole method to manage the temperature system and seat warmers, and it’s a long length for the driver, even for those of us in the back. The sound system can be controlled via the steering wheel, but to turn off the heated steering wheel or change the A/C fan, you must poke about onscreen—never a good idea while driving.
LOWS: Novocained steering and braking sensation, some difficult screen-based controls, and mediocre real-world acceleration.
Our test vehicle’s seats were the optional Sports seats. They’re very robust for a commuter SUV. While the seating posture was nice and very customizable, the cushioning was excessively hard for a lengthy drive, which would rapidly reveal the bones in one’s behind. The back seats are likewise rigid, and passengers may find the backrest angle overly reclined, even though the laid-back design makes fitting a kid seat easier. Cargo capacity is ample, with a wide net to catch small items and a total of 26 cubic feet behind the back seats, and 57 with them folded.
Pricing and Equipment for the X1
There are no other engine or gearbox options, and the basic model has several extras you’d want, such as Apple CarPlay and Android Auto compatibility, LED headlights with cornering lights, a power liftgate, and roof rails. The xLine package includes larger wheels and more intriguing interior décor, and a sunroof is available with either the Convenience ($1950) or Premium ($4200) packages.
Increasing the price from the beginning point of $39,595 is simple, and our $50,795 example packs a lot into a tiny SUV. Even if it isn’t Chuck Yeager’s Glamorous Glennis, an experimental test pilot may benefit from a practical runabout when it comes time to hang up the flying suit and go home.