Test Drive: BMW X1 2.0d xDrive - 2010

Until the late 1990s, BMW had only four different families of models, with just a couple of versions each. There was the tiny Z3 Roadster, the 3-Series (Compact, Sedan and Touring), the 5-Series (Sedan and touring) and the 7 Series.

In 1999, mostly as a response to Mercedes-Benz's M-Klasse, the BMW Sports Activity Series was launched with the BMW X5. It was the Bavarian company's first ever premium SUV - or SAV, as BMW likes to put it - but it was the first of many. Four years later, the smaller X3 model was being launched, complemented by the X6 in 2008, while the 2009 Frankfurt Auto Show was host to the unveiling of BMW's smallest crossover-SUV, the X1.

In other words, approximately eleven years later, the BMW Sports Activity Series spans to no less than four different models, with the X1 being the entry-level model of the series. Based on a similar platform with the E90 3-Series, the E81 1-Series and even using parts from its X3 big brother, the X1 is a small crossover-SUV which currently has no direct competitors from the other two thirds of the German "premium triumvirate" of carmakers, Mercedes-Benz and Audi.

It is available in both rear-wheel drive and all-wheel drive versions, with the engine range mostly similar to that of the 1-Series, so as to not cannibalize the slightly larger (and more expensive) X3. Following a naming-convention oddly first seen on the latest BMW Z4, the X1 rear-wheel drive versions are called "sDrive", while the all-wheel drive ones are called "xDrive".

After testing the somewhat compact BMW X3 about a year ago, we wanted to see exactly what advantages and disadvantages would a smaller "X" model from BMW have. We got our hands on what will probably be the best-selling European version of the X1, the 2.0d xDrive, fitted with what we thought were all the wrong options, and took it for a spin. Read on to find out what are our opinions about it.

Although the X1 is based on a somewhat outdated architecture (the 1-Series, 3-Series and X3 will be replaced in the next couple of years), you wouldn't exactly guess it just by looking at its exterior. In other words, almost every detail around the car is taken from the post-Bangle era of BMW design, found on each model launched in the last year.

Sir May B. Bach's Opinion

Color me disappointed. I don't know if you realize this, but pretty much every BMW you made me... ahem... test drive has been all wrong. Apart from that dreaded 120i Cabriolet, none of them had rear-wheel drive, all of them were diesels and all of them were... ahem... practical.
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When we first jumped behind the wheel, knowing the amount of parts the X1 shares with the 1 and 3-Series, we were expecting the usual black/grey/austere feeling you can find in almost any entry-level BMW. Thankfully, we were proven wrong, at least from the chromatic point of view.

3D Interior Panorama

>> Click to view the interior panorama

Even though it's a crossover-SUV equipped with an automatic transmission which delivers sporty performance, the X1 2.0d xDrive is quite a fuel sipper in the city. Apart from the noise and vibration levels - which are rather high, especially for a premium crossover costing over forty grand – the two-liter four cylinder gets the job done when it comes to both performance and fuel economy.

Mary's Opinion

From the first moment the BMW X1 entered my line of vision I immediately knew I was going to enjoy driving it. I mean, what's not to like about it? The "Marrakesh Brown" color is simply stunning and, along with the LED taillights, it was probably the first thing about the car to fall in love with.
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Although 177 horsepower don't seem very much for a compact crossover, the X1 2.0d xDrive can really keep your back firmly pressed against the seat whenever you smash the acceleration pedal to the floor. The two-liter four-banger is both a fuel-sipper and a torquey little bugger, with no less than 350 Nm (258.1 lb ft) available from 1750 all the way to 3000 rpm, which is mighty good for a diesel engine.

Lou Cheeka's Opinion

Man, just when I was beginning to think that BMW has finally made the perfect car for people who can't afford an X5, or even an X3. Ah, my dreams have been shattered! Why did they have to make it so small and impractical?
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Although our test car was equipped with the optional electrically-operated seats in the front, they're not exactly the most comfortable in the world, especially if you have to travel for longer distances. Apart from the heating option, their best part is probably the thinning and widening of the back rest at the touch of a button, in order to accommodate slimmer or more... horizontally-challenged passengers.

The rear seat, on the other hand, is even stiffer than the front seats, especially for the passenger in the middle, who is provided with the same seating comfort as from a wooden bench. On the plus side, apart from being 40:20:40 foldable, the rear backrest can be adjusted in eleven steps.

As we mentioned earlier on, the interior space can feel a bit cramped for larger fellows, especially when talking about knee and elbow room in the front. Other than that, the interior is pretty close in size to a 3-Series Touring, only a bit taller.

The dual-zone climate control system is pretty efficient, while the BMW Professional audio system our test car was fitted with is above average, though it can't exactly be called a "creme de la creme" of in-car audio.

The suspension setup is much more comfy than in a BMW sedan or coupe, but it somehow doesn't feel as composed as an X3 over potholes or rougher roads. On the whole though, the X1 is one of the most comfortable small BMWs, especially when taking its sedan and coupe little brothers in the equation.

Even though about a year ago we tested what we thought was a more domesticated version of the X1, the 320d xDrive Touring, we weren't greeted by the exact specifications in the X1. On paper, strictly looking at the numbers, these two cars are twins separated at birth. In real life, the only common traits between the two reside in the design elements.

As we mentioned earlier, the X1 is based on a modified platform shared by both the E90 3-Series and the E81 1-Series. In length and width, the X1 sits right between a 1-Series Coupe/Cabrio and a 3-Series Touring, but it's much closer to the 3-Series in overall size. So, apart from the increased ride height and a couple of other details, we were at first inclined to compare the technical bits of the X1 to our earlier test car.

Turns out, the two are alike in some ways, while in others they are completely different animals. For example, the two-liter four-cylinder under the hood sounds a bit noisier but it's somehow less vibrating inside the cockpit of the X1. We suspect the main difference came from the fact that the X1 automatic gear shifter knob is less prone to vibrations than the manual one found in our previous six-speed manual 320d xDrive Touring.

Other than the noise problem, the two-liter turbo-diesel is quite a feisty little engine. Just like in the 3-Series, it manages to offer 177 horsepower and a more-than-adequate torque figure of 350 Nm (258.1 lb ft). What really got our attention about it was the very little lag experienced, especially since it was coupled with a six-speed Steptronic transmission, and the fact that the maximum torque ca be felt from 1750 to as high as 3000 rpm.

If the very long maximum torque line isn't enough to impress you, learn that the fuel consumption on a car like the X1 with an automatic will not jump above 11 liters per 100 kilometers (US 21.4 mpg) unless you're driving the car in a highly "dynamic manner".

Even if it's quite far from the sharpness of a dual-clutch, the six-speed automatic transmission gets the job done. Made by ZF, it can be encountered on numerous other cars, like Audis, Volvos and Jaguars, but it's specially tuned for each manufacturer and/or car. It's not exactly fast, but the gear changes are smooth and the kick down option is well-anticipated by the ECU.

The most important techy bit on our X1 test car was of course the xDrive all-wheel drive system. You may know this already from press releases or other test drives, but it's one of the very few pro-active systems out there, ready to intervene even before the driver knows that something (bad) is happening with the traction.

Although by looking at the price sheet (almost 50,000 euros), our test car should have technically be filled with the nicest goodies on the X1 options list, this wasn't exactly the case. You see, all the comfort features were present, but some important "useful gadgets" were nowhere to be seen.

The electrically-controlled front seats, which were also heated and drenched in leather were a nice addition. So were the light and rain sensors, the bi-xenon headlights, the dual-zone climate control and the four automatic windows. The nicest gadget feature was by far the huge glass sunroof, which can practically transform the car into a Targa at the touch of a button.

The HDC (Hill Descent Control) system, which coincidentally started to appear on BMWs after they briefly owned Land Rover, is a nice addition on a compact crossover, but don't expect to use it that much in real life. What we were expecting at this price, but we didn't get, was the highly-touted iDrive system and/or a navigation system. Instead of those we got a somewhat useful storage space on top of the center console.

Another useful but missing gadget was a cruise control system, which would have really come in handy on the highway. Oddly, the 1-Series parts bin was much more scavenged than the 3-Series one when making the X1, since the separate opening for the rear windshield was also missing, just like on the bigger X3.

On the whole, we think that some of the options found on our test car could have probably been replaced with more useful ones, but apparently this X1 was better equipped for "show" than "go", which isn't that bad either when looking at it from a different point of view.

We've probably said this in other test drives as well, but we have to mention it here as well. The xDrive system isn't exactly a life-saver if you're depending strictly on it on a snowy day. It is pro-active, it gives power to the right wheel exactly when needed, but on low traction surfaces you're still depending on what kind of tires you're having and if the electronic stability control system is on and working.

Speaking of active safety systems, our X1 was equipped with the usual standard found on most BMWs. The DSC (Dynamic Stability Control) system takes care of more than you think, especially on slippery roads, while the DTC (Dynamic Traction Control), gives the right amount of traction whenever you're too optimistic about sending those 350 Nm (258.1 lb ft) of torque to the ground.

The CBC (Cornering Brake Control) is also there to protect you from an uncontrolled slide if you're braking like a maniac during a high speed curve. As far as the passive safety features, our X1 was equipped in standard with six airbags (two dual-stage ones in the front, two thorax airbags for the front passengers and two head airbags for the front and rear passengers).

So far, the X1 has only been tested by the EuroNCAP crash testing organization, and it passed it with flying colors. Although five stars are no longer something to go bragging about after being tested by the EuroNCAP, the X1 was also one of the few models which scored the highest points, so on the whole, the BMW X1 is a very safe car.

The best thing about the X1 2.0d xDrive is probably the fact that it's one of the closest things to an all-rounder from BMW. It keeps the BMW handling and "go", but it also adds a higher ground clearance, better suspension comfort, a compact size, small fuel consumption and all-wheel drive. It looks good as well. Now that's a package not many people would like to miss, isn't it?

The bad part about the X1 we drove was most likely its price. At 50,000 euros you'd expect a bit more useful or comfortable features than a gigantic glass sunroof. Then again, as we said earlier, our test car was better equipped for stealing looks than for comforting its driver and passengers on a longer trip. Looks also cost money, apparently.

The only ugly bit we could find on our test car was probably the fact that it uses too many common parts with the 1 and 3-Series, especially when talking about the interior. We completely understand brand image, cost reductions and uniformity in design, but when you're pushing the exact same buttons in cars that can cost between between twenty and seventy thousand euros, then you have a bit of a problem.