Brave, powerful step by Munich
DOESN’T SHOUT ABOUT ITS EV CREDENTIALS Third generation represents a quantum leap in every area.
Controversy, regardless of its nature, as has seemingly been constant companion of BMW ever since the turn of the last century. Whether it be styling from the Chris Bangle-era to the current lead by Domagoj Dukec, or the change in cylinder count plus turbocharging in its M products, Munich has never been shy to flaunt the rules mentioned in the never seen or published automotive rulebook.
The move into SUVs around the same time can be seen as another example of not sticking to the norm. But while the X5 went to become a sales success, its smaller sibling, the X3, needed tweaking and improving over time to warrant more love.
The same also applies to the X1. The original copped extensive criticism upon its release in 2009 for a variety of reasons. The biggest being, surprise, surprise, its styling and pricing over a 1 Series.
As with the X3, the X1 has evolved nicely since then, with the current U11 third generation representing a quantum leap in nearly every area.
While the introduction of an all-electric variant last year, the iX1, is anything but controversial, the now “cheapest” non-combustion engine vehicle with the BMW roundel presented a set of unique questions when it arrived for the weeklong test.
Tested in M Sport guise, which makes it the dearest BMW EV after the step-down xLine trim level, the iX1 follows the same route as its senior sibling, the iX3, by appearing “normal” and not as polarising as the iX.
That, however, isn’t the main head scratcher as while sales of EVs in South Africa continue to rise, the biggest question was: why spend R1 090 000 on the iX1 xDrive 30 M Sport when you have the X1 sDrive 18i for R828 045 or the oil-burning X1 sDrive 18d for R855 617?
Resplendent in a new colour called Cape York Green Metallic, the sportiest iX1 appears suitably eye-catching and anything but an electric vehicle as mentioned.
In fact, had it not been for the blue accents, the sealed grille, plus the lack of an exhaust outlet, the misrepresentation of the iX1 as a standard X1 is almost certain as it doesn’t shout about its EV credentials. The M Sport package adds the sportier bumpers and door sills, 19-inch alloy M alloy wheels and gloss black detailing where the faux diffuser is normally located.
The interior is lifted directly from the X1, the only exception being the blue BMW badge on the steering wheel, different readouts for the 12.3-inch digital instrument cluster and a B symbol next to the D on the toggle switch gear selector representing the brake regeneration.
A 10.7-inch touchscreen display joins the instrument cluster as part of BMW’s Curved Display, complete with the previous 7.0 operating system.
Besides the liberal and welcome use of piano key black accents, the iX1’s practical merits comprise impressive amounts of rear legroom and, even with the optional panoramic sunroof, no ingress for taller passengers’ head, who are additionally privy to rear air-conditioning vents, an armrest and a type-C USB port apiece.
The downside of the iX1’s propulsion switch is a reduction in boot space from 540 to 490 litres.
As has become the norm with electric cars, acceleration from standstill remains the biggest highlight, but while the iX1 is no expectation, its kerb mass of 2 010kg does have an impact when wanting to blast off. Residing on each axle, the pair of electric motors get their charge from a 64.7kWh battery pack that produces a combined 230kW/494Nm.
The iX1 is the most powerful ever X1 sold in South Africa with BMW going further by claiming a limited top speed of 180km/h and 0-100km/h in 5.7 seconds.
When you flick the Sport Boost paddle, the full 230kW/494Nm is unleashed for 10 seconds in the most brutal way possible.
Probably similar to be being kicked and electrocoated at the same time, a lot of care is needed as the acceleration is so fast and the grip so immediate that you are left questioning whether you are in a M Performance BMW instead of an electric compact SUV.
Being a dual-stage
EV means the iX1
has three methods of charging; by a conventional household socket, AC charging using the provided 11kW or optional 22kW on-board charger, or the DC outlet up to 130kW.
Given that the DC charger at Fourways Mall is rated at 60kW – which in reality was closer to 48kW – the eventual process required a waiting time of one hour 10 minutes to feed 36.04 kWh back into the battery that had been at 47%.
The final price for a “half to full” fill, at R7.36 per kWh, was R265, way less than what the combustion models would cost. But the latter models do offer a bigger range than the iX1’s 425km on test.
Somewhat surprisingly, the claimed energy consumption came to an indicated best of 16.5kWh/100km compared to BMW’s claimed 18.3kWh/100km.
Worth noting though is the that the eery silence of the interior and refinement, comes at the cost of the ride being firm due to the M Sport suspension, and the steering prone to talk steer as a result of the amount of power even with all-wheel-drive.
The influx of electric vehicles might be be growing, but the challenges of running them still goes beyond the energy crisis and concerns about range. Not immune to this, the BMW iX1 is a brave step by Munich to offer an EV at a time when the cons are more prevalent.