BMW IX1 test: Are exemplary finishes sufficient to beat the Tesla Model Y

Aesthetically, the IX1 is very little different from the thermal versions, it is the choice of BMW to authorize the customer to roll in electric without necessarily displaying it. We therefore have to make a compact SUV (segment C) 4.50 m long by 1.84 m wide for 1.61 high.

Essay – BMW IX1 XDRIVE30: the measured consumption and autonomy of our Superret

After adding a series of XXL electric vehicles in its range, BMW sets up a little more on the ground and launches the IX1. Directly derived from the thermal BMW X1, this new SUV is embedded in a segment where the Audi Q4 e-tron, Lexus UX 300E, Mercedes Eqa or Volvo XC40 Recharge are located. Of Beautiful people, with still confidential sales volumes. From the strict point of view of the automotive segment, it is protected from Tesla Model y. But the prices of the American SUV leave no chance at the BMW IX1. What more could he offer ? We go around the model with this superst.

Presentation of the BMW IX1 XDRIVE30

This SUV is the very first BMW X1 to afford an electric motorization. A version allowed by its new UKL platform, thought both for thermal, hybrid and 100 % electric engines. For the moment, the SUV is only available with the XDRIVE 30 version. This variation is equipped with two electric rotor electric machines, forming an all -wheel drive. These two units display the same characteristics, with the exception of slightly different transmission reports. They offer two a maximum power of 313 hp (230 kW) for 494 nm of torque. However, this peak of power is only available with Boost mode, activated via a palette on M Sport finishes, or by completely crushing the accelerator pedal, as is the case with the Xline finish of our test For example. Apart from these cases, it is necessary to count on a power of 272 hp in total.

A single battery is available for the moment, made up of NMC prismatic cells. Operating under a tension of 286 V, it announces a useful capacity of 64.7 kWh, for 66.5 kWh of raw capacity. It authorizes up to 431 km of autonomy according to the WLTP standard in this test configuration, with 19 -inch rims. The battery recharging can be provided by an 11 kW charger (22 kW optional), while it announces a peak of 130 kW of power during quick refills. Twenty-nine minutes would be sufficient to go from 10 to 80 % load in this case.

Additional data

• Peak power: 230 kW – 313 hp
• Net power (box P.2): 94 kW-127 hp (-59 %)
• Weight in service (box G.1): 2,010 kg
• Weight/power ratio (PVOM): 6.71 kg/ch
• Tires: Hankook Ventus S1 EVO3 245/45 R19 (C, A, 72)

All our consumption measures of the BMW IX1 XDRIVE30

Mixed autonomy: 346 km

At the end of our test loop, the Bavarian SUV presented an average final consumption of 18.7 kWh/100 km, which therefore results in a mixed autonomy of 346 km. A rather high result, which is partly explained by the rising tire of tire. Nothing very surprising also in terms of autonomy: with its battery capacity equivalent to that of a Kia Niro EV of the lower category, and with a higher mass, it presents a radius of action below the Korean SUV, measured under the same climatic conditions and yet shot in winter tires.

Mixed autonomy – 13 ° C EXT.

Road	Expressway	City	Total
Consumption. Average A/R (kWh/100 km)	18.5	20.9	16.6	18.7
Total theoretical autonomy (km)	350	310	390	346

Long distance on highway: 261 km

On our reference journey of 500 km via the A7 and A6 motorways between Paris and Lyon, the Bavarian posted an average of 24.8 kWh/100 by passing the finish line. This allows him to claim a total autonomy of 261 km, or 183 km between 80 and 10 % load, our usual range during long journeys. The autonomy difference of -39.5 % compared to the WLTP value.

Instant consumption of the BMW IX1 XDRIVE30

At 110 km/h, we measured a consumption of 21.1 kWh/100 km, or 307 km of total theoretical autonomy. At 130 km/h, the efficiency is less there with an appetite of 26.4 kWh/100 km, or 245 km of autonomy. The difference between these two values ​​is 25.12 %, which results in a loss of autonomy of -20.1 %. These rates are right in the average of our usual observations.

Instant consumption

110 km/h	130 km/h
Consumption. average (kWh/100 km)	21.1	26.4
Total theoretical autonomy (km)	307	245

The big gap: from 263 to 452 km

On a portion of standard highway with an average speed of final evolution of 120 km/h, the BMW IX1 xDrive30 presented a consumption of 24.6 kWh/100 km, or 263 km of autonomy. It is close to the one we raised during a long journey of 500 km. Under more favorable conditions, the SUV can reach 14.3 kWh/100 km, or 452 km of autonomy. But it will be necessary to play with the selectable regenerative braking modes from the central screen (impractical), or activate mode B via the key on the central console, which takes the IX1 until stopping.

BMW IX1 XDRIVE30 performance

The compact SUV displays a mass of 2,010 kg empty, or 2,100 kg with your servant on board. At full power, this corresponds to a weight/power ratio of 7.72 kg/hp in working order. According to the manufacturer, it is capable of ensuring a 0-100 km/h in 5.6 s and aiming for 180 km/h at top speed, electronically limited. In normal mode with 80 % load, we timed a 0-100 km/h in 5.88 s, a 400 m D.A in 14.28 s and an 80-120 km/h launched in 3.96 s. In recovery from a stabilized speed, it takes 4.33 s at this same charge rate. At 20 % load, it is always possible to double in less than 5.0 s. The loss of power is linear with a delta of 15.24 % between these two values. The results improve clearly in sport mode which distributes the power faster: the 0-100 km/h falls in 5.24 s and the 400 m D.A at 13.63 s.

Departure performance stopped – Normal driving mode – 80 % battery

0-100 km/h	80-120 km/h	400 m	ACCEL. longi. max
5.88 s	3.96 s	14.28 s	0.707 g

KD covers-80-120 km/h

80 % SOC	50 % SOC	20 % SOC	10 % SOC
4.33 s	4.93 s	4.99 s	5.40 s

If the figures are flattering, the passengers are not disturbed on board the SUV. This is the result of a gradual arrival of power, which reaches its peak around 50 km/h. In addition, the IX1 is not really dynamic due to the 300 kg more compared to its thermal equivalent, which made it a serious leap forward in the matter. The real grievances come from the management, too artificial in sport mode, and with a servotronic assistance enslaved at the confusing speed in all cases. Finally, if the Hankook tires are good companions most of the time, they are quickly overwhelmed by the couple more sent on the front axle, which results in motor skills. And this is all the more the case on the wet, where the tires are struggling.

BMW IX1 XDRIVE30 comfort

The fact remains that the SUV is properly suspended, with well controlled cash movements. Certainly the typically BMW road touch is watered down in a vehicle of this type, but the balance sheet is flattering and it does not suffer from its greater mass. On the highway, the IX1 is imperturbable: electronic aid with driving its calibrated and the sound level on board, if it does not reach the level of a Skoda Enyaq IV 80, remains in the good average. Just we perceive the disruption around the amounts and the imposing mirrors.

On board, the finish does not suffer from any criticism. Ergonomics are well thought out, although the organization of menus in the central touch screen of 10.7 inch is always a bit complex to understand. As always, this slab is full with a good display quality, while music lovers can revel in the excellent Sono Harman Kardon.

Noise level on board

at 50 km/h	at 80 km/h	at 110 km/h	at 130 km/h
65 dB	70 dB	72 dB	75 dB

At the back, the habitability remains very correct, with good margins for the head and knees. However, the implementation of the electric traction chain makes the sliding seat unavailable. Nothing really disturbing. Behind the electric trunk (which opens in 4.61 s) is a 490 l trunk, with the dimensions correct enough to store our imposing scooter without efforts. Under the floor is a second less well appointed storage tank, while the volume can increase to 1,495 l with the flat bench. As always, BMW does not offer fruit under the front cover. But unlike a BMW i4 for example, the place is counted here under the plastic cover.

BMW IX1 XDRIVE30 Superret: the balance sheet

With IX1, BMW wants to invest a segment already occupied by most premium manufacturers. Resting on the basis of the new X1, it keeps most of the qualities. Admittedly, dynamism is set back, but the behavior is nonetheless up to its missions. Above all, it does not sacrifice the level of finish on board, which remains of an excellent invoice, as must be done a premium manufacturer. The same cannot be said in an Audi Q4 e-tron for example.

The fact remains that the IX1 did not choose a battery generous enough to hold on to the highway. With 64.7 kWh, it offers as much capacity as aboard a Kia Niro EV, and remains in the average of what is found on the best compact electric sedans. A battery of 70 to 75 kWh would be more in tune with the ambitions of this family SUV. But as we know, we must not always be limited to these considerations alone, but also take into account the recharge speeds. See you next week to find out if he can really be versatile on a trip.

Finally, remember the prices. The BMW IX1 starts at € 57,150. In Xline finish, it takes from € 59,600, while our test model peaked at € 73,090 with its share of options.

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About the Author

Passionate since a very young age by advanced mechanics, Sufyana now has special attraction for electrified cars, which represent real technical challenges. His role ? Measure most of the cars on the market and decipher the technologies to come, which could be well in his favorite car: that of tomorrow !

Passionate since a very young age by advanced mechanics, Sufyana now has special attraction for electrified cars, which represent real technical challenges. His role ? Measure most of the cars on the market and decipher the technologies to come, which could be well in his favorite car: that of tomorrow !

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BMW IX1 test: Are exemplary finishes sufficient to beat the Tesla Model Y ?

We were able to spend several hundred kilometers behind the wheel of the BMW IX1 in XDRIVE30 version. The new BMW electric car in compact SUV format. It starts its marketing just after the drop in massive price of Tesla Model Y and Volvo XC40 recharging. Can it do as well or better ? Discover our full and detailed opinion.

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Our full opinion
BMW IX1 XDRIVE30

March 11, 2023 03/11/2023 • 14:01

BMW has no choice, it must electrify its range and work there with it seriously. The models Neue Klasse are under development and promise more autonomy and faster recharges while the manufacturer establishes partnerships in the development of solid batteries.

In the meantime, the Bavarian continues to extend its range of electrified models and in particular 100 % electric. This is the case with the new IX1 that we have here for testing.

Compact SUVs are fashionable, more than ever, and represent a considerable market share. It is therefore relentless logic to offer entirely electric versions. What BMW does with its new X1, available with all possible engines: petrol, diesel, phev (rechargeable hybrid) and finally electric. This version represents the high -end of the model and should represent a third of sales fairly quickly, according to BMW while the PHEV will be satisfied by 12 % and the thermal models will complement the 57 % missing.

Technical sheet

Model	BMW IX1 XDRIVE30
Dimensions	4.5 m x 1.845 m x 1.642 m
Power (horses)	313 horses
0 to 100km/h	5.7 s
Level of autonomy	Assisted driving (level 1)
Max speed	180 km/h
On -board bone	BMW OS
Main screen size	10.25 inches
Car	Type 2 combo (CCS)
Price
Product sheet

Design: an X1… electric

Aesthetically, the IX1 is very little different from the thermal versions, it is the choice of BMW to authorize the customer to roll in electric without necessarily displaying it. We therefore have to make a compact SUV (segment C) 4.50 m long by 1.84 m wide for 1.61 high.

The manufacturer’s bestseller abandons its break aspect to become a real higher, more compact SUV. However, it grows in all directions. It is thus 2.4 cm which are won in width and 4.4 cm in height, while the length benefits from an additional 5.3 cm.

We appreciate that BMW did not fall into excess for its new X1 which receives a fairly classic size grille, less coarse than on many current models such as the BMW i4 or the BMW i7. The lights take off again from this grille to bring a more height style than in horizontality.

At the rear, three -dimensional LED lights take a form of L and place themselves relatively high, again, in order to visually give an appearance of height to the SUV. Despite all this work to give it a more robust appearance, the IX1 is satisfied with a 0.26 CX of 0.26 fairly honest for this type of vehicle.

It must be said that the foundations have been redesigned to benefit aerodynamics. And this is one of the rare differentiating characteristics of the electric model on the rest of the range. Only the closed grille, a monogram and a few blue straps betray the nature of the IX1. Nevertheless, these disappear completely on the M Sport finish of our test model, anyway already blue.

Habitability

The general atmosphere of IX1 smells good quality and, on this point, the model does not use its “premium” claims. Quality materials and finish drawn in the line are surprising, but in this high -end segments.,BMW made no concessions. We find leather on the seats, the dashboard or the counter-door, all embellished with stitching.

The seats are particularly enveloping, but remain very easy to access, offering a good compromise between firmness and soft. Nevertheless, they are a little tiring on long journeys. However, as soon as we energize our conduct, they provide ideal support.

The trunk suffers from the addition of an engine on the rear axle and fall of 540 liters on the 490 -liter thermal models on this electric version. This brings him very exactly to the loading volume of the previous X1 thermal, we are far from a disaster so. However, that also causes a little modularity to be lost since the bench can no longer be sliding, even optional. It nevertheless remains foldable 40-20-40 to generate a volume of 1,495 liters.

A little less convincing is the central console which, in our opinion, the archetype of the false good idea. Very pretty with its well -drawn floating appearance, it turns out to be impractical for use despite the substantial storage space it offers. Indeed, it is very impractical to access as soon as you are seated on the driver’s side unless you have to move your leg (never ideal in the driving phase) while, on the passenger side, the unsightly support of this console makes it even more complicated. At the end of this central console, under the dashboard, we find two more accessible cup doors as storage as well as the induction charger (optional).

Side habitability, both the passengers before and those who can avoid the place of the middle will find a sufficient place.

Infotainment

Let’s say it without spare no suspense, on this point we are disappointed. BMW has always paid particular attention to the ergonomics of these models. Unfortunately, IX1 seems to poorly master its digitalization.

In appearance, the two screens that make up the Curved Display are pretty while offering good display quality, beautiful contrasts and a high -end definition. In front of the driver, the instrumentation of 10.25 inch does not display all the information that one might wish. In addition, it is not intuitive to move from one display to another, nor to select information that we want to see appear. He has, at least, the merit of displaying navigation.

The central screen, for its part, has a beautiful 10.7 -inch slab under the BMW IDRIVE OS.0 (soon update under BMW OS 9.0), just as qualitative and unwanomic. The latter is used for too much function in order to get rid of pimples in the cabin. Nevertheless there are a few on the central console and we must juggle, sometimes, between them and the screen itself, for example to change driving modes. It is then necessary to press the shortcut button on the central console, then choose the mode on the screen and then find the return button. Fortunately, BMW placed on the left edge of the screen. Nevertheless, this modes window should be faded by itself once the driving style has been selected.

Another reason for annoyance, the central screen in navigation mode does not display the direction of the next output, for that you have to refer to the instrumentation screen, it does not make sense. Finally, we find 2 USB-C ports at the front, not very accessible by the passenger, and 2 at the rear on our finish level.

Driving aid

The BMW IX1 is a small SUV capable of towing 1200 kg and, to help us, it is equipped with the trailer assistant, always practical. Similarly, he receives the front and rear parking assistance and the reversal assistance functionality which reproduces, in reverse, the last 50 meters. Practical to get out of a delicate situation.

For the rest, as standard, the IX1 is satisfied with a speeding/gear limiter could not be more classic and even happens from the blind anger, whatever the level of finish. You must go through the options and select at least the Drive Assist Plus (850 euros) to obtain the adaptive regulator and the assistant to maintain the track.

The Drive Assist Pro (2,000 euros) brings the semi-automatic pilot. This is effective without doing more miracles than competition. He places us in the center of the track (sorry the bikers !) and does not really anticipate the tight curves. What make a level 2 autonomous driving it.

Route planner

Difficult these days to sell an electric without an itinerary planner. There are certainly ABRP (A Better Route Planner) or chargemap third -party applications, but a native in the vehicle that takes everything into real time, it is much more comfortable.

And on this point, the BMW IX1 is equipped as standard, thanks to its BMW IDRIVE 8 OS.0, a perfectly operational and efficient planner. Like the one found in limousine i7, it is possible to define the SOC on arrival on terminals between 5 and 25 % as well as the final arrival between 5 and 50 %.

The planner can then offer alternative routes optimized for recharging and, above all, displays all the useful information: remaining distance of each terminal on the journey, estimated arrival time, percentage of battery remaining, required time, to be reached and finally the end of the estimated load.

Conduct

The BMW IX1 has 2 strictly identical electric motors of 140 kW (190 hp), one on each axle, enough to provide it with the comfortable combined power of 313 hp and 494 nm and this, even if we take into account the weight delusional of 2,010 kg, at best. This authorizes him beautiful accelerations (0 to 100 km/h in 5.6 seconds) and largely sufficient covers in all situations.

Nevertheless, for really express overtaking, it will be necessary to pull the palette behind the left side of the steering wheel in order to take advantage of the boost mode which allows full power for 10 seconds. Repeatable to almost envy, all in a welcome silence. We are far from the excellence of the i7 in the matter, but the BMW is among the good students.

Weight is the enemy and the electric car compensates by a low center of gravity. Nevertheless, physics still do not remind us of order. IX1, however, is surprisingly very good while being less agile than its thermal brothers. The management is however unnecessarily heavy and very frankly artificial, on the other hand it is precise, just like the front axle itself as long as it is not excessive.

The good news, to help the IX1 to maintain itself, comes by a few reinforcements and an anti-rapprochement bar at the front. Likewise, the damping has been firm, but especially benefits from the serial adaptive suspension. This adapts to our driving to preserve as much as possible of comfort without degrading the handling. It works, but the compact SUV finds its limits by becoming breaking on the biggest roughness.

On the braking side, the pedal will require a hell of an adaptation time. She is particularly firm attack and not always easy to dose. It’s quite confusing and even after several hundred kilometers we didn’t really.

Regenerative braking is adjustable on several levels but requires to go through the central screen via several submenus, annoying ! By default (except saved driving profile), it is adapted. But this mode, although taking into account the topography, previous vehicles and the navigation system did not fully satisfy us. Flexible in its general rules reactions, these are not regular. He will sometimes slow down for a stop and other times not, for example.

Suffice to say that we have chosen to get rid of it and opted for the lowest possible regenerative braking to then use the classic method, braking with the left pedal. We would have liked the driving palettes to manage the different power levels. Only a choice is possible via the speed selector on the central console, a Brake mode, very strong, and the mode chosen on the screen. Brake mode allows you to enjoy the famous driving at a pedal, going to the stop.

Autonomy, battery and recharge

With its useful capacity of 67.4 kWh, the IX1 announces up to 440 km of autonomy in mixed WLTP. Minimum consumption is announced at 17.2 kWh / 100 km, taking into account energy losses during recharging on alternating current.

In fact, it will be very complicated to judge consumption during our test. Despite a very light foot, a first extra-urban course (without a highway) of almost 180 km earned us a delusional average of 21 kWh / 100 km. It must be said that the temperature was slightly under 0 ° C. A 140 km course, it seems more accommodating, but still in an extra-urban without a highway, with a very similar driving, gave us a good 16.6 kWh per 100 km. If we get a basic and necessarily unrescientive average, it brings us to 18.8 on average, which remains correct. On a highway, easily count 22 kWh on average, and therefore less than 300 km of autonomy from 100 to 0 % and even just 200 km from 80 to 10 %.

To recharge from 10 to 80 %, you have to wait 29 min, in the best of cases, on a terminal offering at least the 130 kW of the DC charger in DU DUBOD. In theory, this can recover 120 km in 10 min.

On the side of the AC recharging in alternating current, it is 11 kW as standard, but it is possible to opt for a 22 kW charger. On a classic Wallbox in 7.4 kW the load of 0 to 100 % request for its part 9:45 am. In 11 kW it will be 6:30 am and 3:45 am in 22 kW.

Price, competition and availability

The BMW IX1 is not strictly speaking inexpensive with its first price at 57,150 euros. Nevertheless, it presents for this price a good finish and already has the Park Assist as standard as well as the Curved Display or the LED lights.

For 2,450 euros, the SUV receives the Sensatec imitation leather upholstery, 18 -inch rims and the luxury dashboard above. Finally, it will be necessary to pay a minimum of 61,050 euros to offer the M Sport finish which brings the M Sport kit, the mixed leather and alcantara upholstery, the Advanced seats or the Selectdrive suspension. It is then easy to raise the bill to 70,000 euros via the options game. In any case, you are automatically excluded from the ecological bonus by buying an IX1.

Faced with him, the Bavarian SUV will find the Mercedes Eqa which offers a range of 529 km. The equivalent EQA is the 350 4Matic which has a little less power (292 hp), performance a little less and a higher weight for at least 64,700 euros with a range of 431 km. The Audi Q4 e-tron, for its part, has 77 kWh and 299 hp for lower performance and a price that starts at 73,400 euros for the E-tron 50 similar in power and equipment, but which announces autonomy upper maximum (497 km). We can still count the Lexus UX 300th and its small battery of 54.3 kWh with a disappointing autonomy or the Volvo XC40 Recharge of 252 hp and its 515 km of autonomy for 46,990 euros, eligible for the ecological bonus.

And of course, we cannot finish this overview without citing the Tesla Model Y, with its recent price drop. Available from 46,990 euros excluding ecological bonus and its 455 km of autonomy. The large autonomy version starts at 53,990 euros for an autonomy of 565 km.