First drive: BMW’s cheapest electric car is here and we’ve driven it

After it phased out the incredibly quirky i3 a few years ago, BMW had zero fully electric models to its name. But it hasn’t taken long for the German marque to not only get EV runs on the board, but build a six-model-strong plug-in armada. And following the local arrival of the opulent, luxurious i7 comes this – the cheapest of its electric offerings, the iX1. xx

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With its $96,900 sticker price, the iX1 lands as one of the few fully electric models from Germany’s premium three to be priced under $100,000. This is particularly noteworthy as the sole trim level offered here is the high-specification xDrive30 – an all-wheel drive variant dripping with M-Sport bits. It means that the all-paw iX1 is priced similar to the two-wheel drive versions of rivals like the Mercedes-Benz EQA.

In the same way that the iX3 is a plug-in X3, the iX1 is a plug-in version of the recently launched X1. The pair share the vast bulk of their hardware, with the bits under the bonnet being the main point of separation. The iX1 features two of BMW’s Gen5 eDrive 5.0 M170S motors, one at each end. Together they contribute 230kW/494Nm, enough to propel the iX1 to 100kph in 5.4 seconds.

That powertrain is hooked to a 64.7kWh (usable) battery, integrated into the iX1’s chassis to help achieve the lowest possible centre of gravity and reduce interior space compromise. So while it does lose some boot space in relation to the X1, the loss is a mere 24L. It appears that BMW is learning, as the larger iX3 loses 40L of boot space when compared to the X3 its based on.

Indeed, the looming question for a lot of BMW customers is likely to be “why bother with the iX3 when I can get the iX1?” The pair have almost identical boot space ratings, and the iX1 doesn’t feel much less roomy inside, nor any less lacking for technology. But more about that soon.

Outside

The X1 is longer and taller than its predecessor, with sleeker surfacing and more chiselled facial features that give it a more sophisticated presence on the road. In terms of the iX1 specifically, there aren’t many differences to speak of – a potential net positive for those who aren’t in love with BMW’s design direction on the likes of the iX and i7.

There are a few differences to note, obviously. Blue highlights denote that you’re looking at an ‘i’ product (the splashes of cyan around the badges, for example), as do the solid grille and different badging. The iX1 gets BMW’s M-Sport visual tinsel as standard, unlike the X1 where it’s an optional extra.

Inside

The story is much the same inside, too. Like the X1’s cabin? Great, you’ll probably like the iX1’s cabin, too!

The iX1 blends a more ‘conventional’ looking dashboard layout, like that of the iX3, with the curved dual-screen display and latest iDrive software of the iX. Being a top-spec model, the iX1 inevitably is loaded to the rafters with equipment. Reverse assist, head-up display, Drive Recorder, radar stop and go cruise control, Harman Kardon audio, and electronically adjustable front seats are all standard out of the box.

The level of kit is backed up by predictably solid build quality and finishing. Barring some slightly suspect faux wood inside the non-M-Sport version we drove at launch, the iX1 did not feel ‘entry level’ in the slightest.

On the road

Our first blat behind the wheel of the iX1 took place last week in Melbourne. Starting at BMW Australia HQ, we took a winding route to wine country through a familiar mix of tight and twisty country roads before looping back to base – an exercise that took up several hours.

The iX1 struck me as a more polished good than its older iX3 sibling in the way it steers. Some of this can be explained away by its smaller footprint and lighter weight, both of which give the model an inherent advantage. There’s also the fact that the X1 it’s based on only debuted late last year. The X3 hasn’t had an update of comparable scale in years.

It does share one of the iX3’s ‘quirks’, in that it feels a bit lazier than its petrol counterpart in the corners. The main reason for this is the 415kg difference in weight between the pair; almost all of that imbalance owing to the lithium-ion battery.

This weight difference comes despite BMW’s efforts to lighten the iX1, which include swapping in an aluminium bonnet, high tensile steel, and forged wheels. It’s quite quick off the mark, its 5.6-second 0–100kph time easily outpacing the sDrive18i’s 9.0 seconds. But once the straight bits stop and the curly bits start, the iX1 becomes less surefooted.

Away from the lairy apex hunting stuff, the iX1 impressed us with its economy. Without much in the way of effort, we were able to match BMW’s claimed combined economy figure of 18.3kWh/100km. A great effort on undulating rural bitumen.

Why would I buy it?

The iX1 is arguably the best value European electric vehicle of the moment, with enormous equipment levels, solid refinement, and current-gen looks without the designers having to get too silly with the stylus. It’s more than likely going to Hoover up some would-be iX3 buyers, too, thanks to its versatility.

Why wouldn’t I buy it?

Despite its all-wheel drive status the iX1 is still fundamentally not a particularly ‘SUV-ish’ SUV; a factor that has always cost BMW’s smallest crossover appeal amongst those wanting something gravel capable. Of course, this hasn’t prevented the X1 platform from being popular. And, with the iX1 in play, its star is only going to continue to rise.

Bonus images