By: Dave Abrahams
Achenkirch, Austria – In automotive terms “all-new” is usually an overstatement; most new models are developed from previous designs.
The 2016 BMW X1, however, is different right down to its fundamental architecture. In fact, it has more in common with the 2 Series Active Tourer and the Mini Countryman than it does with the first-generation X1.
The engine is mounted transversely, which precludes the use of BMW’s signature straight-six engines, and the sDrive versions are front-wheel driven. All-wheel xDrive models have a single bevel gear in the final drive that takes power via a two-piece drive shaft and an electrohydraulic multi-plate clutch to the rear wheels.
On the outside, however, it’s still very much an X-mobile, however, with an upright, chunky kidney grille, a deep bashplate, six round lights (four head, two fog) as well as LED daytime running lights (standard across the range) in front. The rather slab-sided profile is set off by black plastic undertrim, and squared-off wheel-arches over 17-inch rims.
The rear treatment features a lot of strong horizontals to make it look less like a delivery van, a diffuser echoing the shape of the bashplate and two-piece tail lights.
A power-operated tailgate that can be opened hands-free with a waggle of the foot under the rear bumper is an option.
MORE ROOM TO STRETCH
The transverse drivetrain, however, also means a shorter engine bay and more cabin volume. At 4439mm and 1821mm respectively, length and width are substantially the same as the previous generation but the new X1 is 53mm taller at 1598mm.
That allows for raised seating positions (by 36mm in front, 64mm at the rear) more knee room and 85 litres more luggage capacity – 505 litres of it, rising to 1550 with the 40:20:40 split rear seat-back folded. There’s also a new, optional 60:40 split rear bench, the sections of which can slide individually 130mm fore and aft.
The fascia, instrument binnacle and centre stack continue the horizontal theme, to make the flight deck feel even broader than it is, while the centre console is angled towards the driver, with a raised rim on the passenger side to mark it as his turf.
The centre display, sticking out of the top of the dashboard, is either a 6.5 inch (standard) or 8.8 inch (optional) colour screen with startlingly clear graphics, controlled by straight-forward intuitive inputs from the iDrive knob below the point of the centre armrest.
The seating position is more upright than sporty, although superbly comfortable, and its height in relation to the bonnet and window-line offers a commanding view of the surroundings.
After the world media launch drive in the Austrian Tyrol, with its narrow roads and chocolate-box villages, I can understand the attraction for soccer moms, who do most of their driving in a crowded urban environment, of being so easily able to judge the size and, crucially, positioning of their vehicle.
THREE ENGINES FOR SA
Two petrol and one diesel xDrive variants with eight-speed Steptronic automatic transmissions will be offered in South Africa from October 2015, each with a turbocharged two-litre four across the engine bay.
The 1998cc xDrive20i delivers a claimed 141kW from 5000-6000 revs with 280Nm on tap from 1250-4600rpm. 0-100 is quoted at 7.4 seconds, top speed at 223km/h and nominal fuel-consumption at 6.3 litres per 100km.
The xDrive25i is mapped for 170kW from 5000-6000 revs and 350Nm from 1250-4500rpm, sprints to 100km/h in a claimed 6.5 seconds and tops out at 235km/h while burning a nominal 6.4 litres per 100km.
The 1995cc xDrive20d is rated for 140kW at 4000 revs and 400Nm from 1750-2500rpm, hits 100 in 7.6 seconds and 219km/h flat out at a nominal cost of 5.1 litres per 100km.
Of the two variants available for the launch drive, only the xDrive25i will be coming to South Africa, so we made sure to grab one of those.
There was some initial disappointment with the gruff soundtrack and less-than-silky response of the two-litre turbofour, especially on the faster sections. It’s simply not in the same class as the straight sixes on which the Bavarian Motor Works has been building its reputation since 1916. *
“ACCESSIBLE” GRUNT
Nevertheless, the deeper we went into the country, the more we liked its mid-range torque and accessible power delivery. Even foot-flat overtaking moves were accomplished with confidence, albeit accompanied by rather rude noises. Generally, however, the turbo kept the soundtrack down to a friendly rumble.
The steering is effortless, but with none of the jittery feedback associated with some of BMW’s sportier lightweights, accurate enough but remote, with the faintest of dead spots in the centre, which all electric power-steering systems are heir to.
We managed to induce a little front-wheel drive understeer during some admittedly exuberant cornering, instantly quelled by the electronic nanny, which channels torque to the wheels that need it to keep the X1 going in the direction it’s pointed.
Body roll, always a concern with tall vehicles, was scarcely discernable, the ride firm but never harsh. Like all SUVs the X1 is by no means a sports car, but it can be thrown around enjoyably, within the limits imposed by a power delivery of 170kW on a kerb weight of 1615kg.
It is what it is, the graffiti says, and that describes the new X1 better than most. It’s a very comfortable premium front-wheel drive family wagon with all-wheel drive capability and decent ground clearance for nasty gravel roads, that’s still fun to drive on tar.
PRICES
xDrive20i – R541 757
xDrive20d – R559 039
xDrive25i – R606 399
Front-wheel drive versions of the 20i and 20d, as well as the 100kW, turbotriple sDrive18i, are set to reach South Africa in January 2016, at prices to be announced closer to the time.
* According to the 1920 edition of Jane’s Fighting Aircraft, Max Fritz’s first volume-production engine, the six-cylinder 1917 BMW IIIa, had a 150mm bore and a 180mm stroke, for a capacity of 19.1 litres, and delivered 170kW (exactly the same power output as the two-litre xDrive25i!) at 1400rpm.
IOL