BMW X1 Puts the Sport Back in Sport Activity Vehicle
You required no crystal ball to see this one coming. BMW has been steadily expanding its line-up; what was once just threes, fives and sevens now includes ones and sixes. And following each initial foray into a new segment with a more traditional coupé (the 6 Series) or saloon (the diminutive 1 Series), there quickly follows an equivalently sized X Sport Activity Vehicle (asthe auto makercalls its crossovers). The 6 Series, then, begat the X6 and we knew that an X1 would eventually join the model line-up now that the X3, X5 and X6 have proven so successful.
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The reason for that inevitability is the raging success of the X models. Purists may gripe about the debasing of the auto makers sports car brand, but the reality is that the company's SAVs - X3, X5 and X6 - now account for about a third of BMW sales in North America.
And the traits that have made BMW saloons so appealing shine through here as well. Like all BMWs - SAVs included - the X1 feels more "in contact" with the road than other crossovers. Thanks to a much lower ride height than the X5 and X6, the X1's steering - always BMW's forte - remains as direct and as communicative as ever.
And, surprisingly, the auto maker managed to make the X1 handle without resorting to the super-stiff suspension of the X5 and X6. Bimmer's bigger sport brutes need those firmer springs to minimise the extra roll their higher centre of gravity would engender. But since the X1 is so hunkered down, the suspension remains relatively compliant. The steering also feels less darty thanks to that lower ride height. Compared with its immediate competition - Audi Q5 on the luxury side and Toyota RAV4 in the mainstream market - the X1 rides a little stiffer but handles immeasurably better. Along with that lower weight distribution, credit suspension and steering lifted from various iterations of the 1 and 3 Series.
Totally unique - at least for the time being - is the X1's powertrain. The first use of the auto makers new N20 2L TwinPower turbocharged four banger - rumoured to eventually replace the bimmer's iconic, naturally aspirated 3.0L inline six - the 2.0L produces 241hp and 350Nm of torque. Not only that, it weighs 30kg less than the inline six it's supplanting, a significant amount in these days when manufacturers are switching suspension components to more expensive aluminium to save but 10kg. Not only that, its 10.2L/6.5L/100km city/motorway fuel economy is roughly 16 per cent better than the same car would have were it powered by six cylinders. And the X1's frugality is attainable. My 8.9L/100km average consumption compares favourably with BMW's rating of 8.5.
The little four is also fairly sprightly. Certainly, there's no lack of acceleration, as the 6.7 second zero-to-100 acceleration is more than comparable with the competition. Passing acceleration is also excellent but, more importantly, the turbocharger is quick to spool up so that there's a bare minimum of turbo lag.
The one downside to the new powertrain, however, is the aural feedback. It sounds a little rough and ready in comparison with the outgoing six, especially when the throttle is matted and the revs head towards the 7,000 redline. Stephen McDonnell, Canadian division national sales director, claims that won't be much of an issue since he sees most of the X1's customers taken from the Honda CR-V, Ford Escape and Toyota RAV4, all of which are powered by four-bangers.
That intended clientele may sound surprising until you find out that the X1 will start at a base price of Dh155,000.
Motoring Road Test Ride along as we test drive the latest models here and around the world.
More from Motoring
The reason for that inevitability is the raging success of the X models. Purists may gripe about the debasing of the auto makers sports car brand, but the reality is that the company's SAVs - X3, X5 and X6 - now account for about a third of BMW sales in North America.
And the traits that have made BMW saloons so appealing shine through here as well. Like all BMWs - SAVs included - the X1 feels more "in contact" with the road than other crossovers. Thanks to a much lower ride height than the X5 and X6, the X1's steering - always BMW's forte - remains as direct and as communicative as ever.
And, surprisingly, the auto maker managed to make the X1 handle without resorting to the super-stiff suspension of the X5 and X6. Bimmer's bigger sport brutes need those firmer springs to minimise the extra roll their higher centre of gravity would engender. But since the X1 is so hunkered down, the suspension remains relatively compliant. The steering also feels less darty thanks to that lower ride height. Compared with its immediate competition - Audi Q5 on the luxury side and Toyota RAV4 in the mainstream market - the X1 rides a little stiffer but handles immeasurably better. Along with that lower weight distribution, credit suspension and steering lifted from various iterations of the 1 and 3 Series.
Totally unique - at least for the time being - is the X1's powertrain. The first use of the auto makers new N20 2L TwinPower turbocharged four banger - rumoured to eventually replace the bimmer's iconic, naturally aspirated 3.0L inline six - the 2.0L produces 241hp and 350Nm of torque. Not only that, it weighs 30kg less than the inline six it's supplanting, a significant amount in these days when manufacturers are switching suspension components to more expensive aluminium to save but 10kg. Not only that, its 10.2L/6.5L/100km city/motorway fuel economy is roughly 16 per cent better than the same car would have were it powered by six cylinders. And the X1's frugality is attainable. My 8.9L/100km average consumption compares favourably with BMW's rating of 8.5.
The little four is also fairly sprightly. Certainly, there's no lack of acceleration, as the 6.7 second zero-to-100 acceleration is more than comparable with the competition. Passing acceleration is also excellent but, more importantly, the turbocharger is quick to spool up so that there's a bare minimum of turbo lag.
The one downside to the new powertrain, however, is the aural feedback. It sounds a little rough and ready in comparison with the outgoing six, especially when the throttle is matted and the revs head towards the 7,000 redline. Stephen McDonnell, Canadian division national sales director, claims that won't be much of an issue since he sees most of the X1's customers taken from the Honda CR-V, Ford Escape and Toyota RAV4, all of which are powered by four-bangers.
That intended clientele may sound surprising until you find out that the X1 will start at a base price of Dh155,000.
Little M packs BIG M power
2011 M1 packs the punch you'd expect from an M badged BMW. The 1 series M has all the features equipped on an M3 Competition Package. Powered by a twin turbo I-6 engine.
The The M1 boasts 335 pony's making it faster than the E46 M3. 369 pound feet of torque and a redline of 7,000 RPM.
The new BMW M MSRP is $47030. At that price range there is not much competition from Audi or Mercedes that can compete performance wise.
The The M1 boasts 335 pony's making it faster than the E46 M3. 369 pound feet of torque and a redline of 7,000 RPM.
The new BMW M MSRP is $47030. At that price range there is not much competition from Audi or Mercedes that can compete performance wise.
