The nameplate proudly states ’25’, it costs at least half a ton and offers ample power of more than 200 hp. Nevertheless, this BMW X1 has a three-cylinder engine under the hood. The secret, how could it be otherwise, is plug-in hybrid technology.
BMW has had a plug-in hybrid powertrain with a 1.5-liter three-cylinder for several years now. This power combination has been featured in the 225xe Active Tourer since 2014 and later also appeared in the Mini Countryman Cooper SE. Launched in 2016, the second generation of the BMW X1 shares its front-wheel drive UKL base with the Tourer and Mini, yet BMW waited until after the model facelift to release the obvious hybrid version. Here too it is the entry-level engine that serves as the basis. The three-cylinder from the X1 sDrive 18i delivers 125 hp in the case of the xDrive 25e, but the total is due to the electric power at 220 hp. That may not be a spectacular amount, but the X1 has a trump card up its sleeve. The electric motor is placed here at the rear axle, so that the partly electric X1 can distribute its power over both axles, with the result that the X1 is away quite quickly from a standstill.
Rocking along
Much more important than speed in these types of cars is the way in which the power is delivered. The interplay between the fuel engine, the electric motor and the transmission often leads to little
refined transitions or a somewhat unpredictable throttle response. The BMW three-cylinder is pleasant to hear and especially for a plug-in, the X1 responds surprisingly linearly to input from the accelerator. Acceleration is nice and smooth, the X1 only has six gears, does not have any noticeable disadvantages. The car is above average smooth, as long as you use both power sources. If you want to drive purely on electricity, and this can also be controlled manually, then you should of course not be in a hurry. The petrol engine is in principle only added when the kickdown is used, although the BMW did not always adhere to that rule. Without petrol it is mainly important to bump along with the traffic flow, which is quite easy due to the excess of torque. In theory, the BMW drives 57 kilometers purely on electricity, but in practice we came 40 kilometers at a speed of 100 km / h.
At 1,720 kg, the plug-in hybrid X1 is over 300 kg heavier than an 18i with front-wheel drive. The drag of extra weight can also be felt in the BMW. Not because it is a bulky or uncomfortable car, but because the rear on speed bumps emphatically turns further than normal. That is a small blemish on the coat of arms of an otherwise very nice driving car. The sturdy chassis ensures a lot of involvement, as does the fine direct and communicative steering. Bumps are clearly communicated, but the X1 is not chunky or annoyingly hard.
Youthful
At BMW nowadays people no longer seem to care so much about modern instruments. In a world with increasingly larger touchscreens, the brand seems to consciously opt for an approach that looks less high-tech, but is user-friendly and clear. The beautiful instrumentation of the X1 is therefore largely analog, although supplemented with a cleverly arranged screen and an extensive – and optional – head-up display. The central screen is located on top of the dashboard, which makes it less accessible. That does not matter, however, because except as a touchscreen, this screen can also still be operated with the unfortunately just too low iDrive rotary knob. While driving, that remains very nice, especially now that BMW has mastered the system with numerous shortcuts, configurable menu tiles and thoughtful tricks better than ever. There are competitors that offer more functions, but it can hardly be better in terms of user-friendliness. Partly due to the relatively modest screen surface, the X1 interior looks quite traditional, but not old-fashioned. It has a business-like and sleek design, but the build quality is on a high level. The seating position is also excellent for each other here. It is noticeable that the BMW offers a somewhat lower and sportier seating position. In the back, the head is more likely to be jeopardized, especially because the couch placed on the battery pack is higher than the front seats. There is plenty of legroom, with a nice flat floor. The rear seat can be folded down into three parts and the backrest is adjustable. Behind the bench, the xDrive 25e can store up to 450 liters of luggage, 55 liters less than normal. The cargo area is neatly shaped and finished. There is room under the floor for a charging cable and some small stuff.
It will come as no surprise that the car is one of the most expensive models with a three-cylinder in this test. The party starts just above half a ton, but our test specimen of over 67 grand shows that there is still a lot to choose from. Then there is also a very complete car, where the expected Android Auto is actually the only miss. Incidentally, this car is considerably cheaper than a comparable motorized petrol version, that is.