BMW has offered the X1 in Europe since 2009, but the company waited for this mid-cycle refresh to bring its small SUV to the U.S. market. While BMW offers a plethora of X1 gasoline and diesel variants outside of North America, we'll get two engines: the 28i featuring a twin-scroll turbocharged 2.0-liter four cylinder matched to an eight-speed automatic transmission, and the U.S.-exclusive 35i employing BMW's potent twin-scroll turbo 3.0-liter six mated to a six-speed automatic. All- or rear-wheel drive is offered with the smaller engine (SDrive28i or XDrive28i), while all-wheel drive is standard with the bigger powerplant in the XDrive35i.
Underneath are underpinnings from both the 1-series and 3-series sedans, so the chassis is well-sorted, but in X1 guise it merely rides higher.
What is it like to drive?
For anyone who prefers a spirited driving character in his little ute, the X1 is a good thing. There are pluses to either powertrain option, so buyers will want to weigh their priorities before choosing an X1. The four is less expensive, starting at just less than $32,000 including freight, and this model gets markedly better fuel economy thanks in part to displacement, but also because it is fitted with BMW's auto stop/start function and Eco Pro mode that encourages frugal driving behavior.
The four is no slouch either, putting up 6.2-second 0-to-60-mph times (6.3 seconds with AWD), and feels strong and responsive across the power band. We found ample power to pass on tight back-road routes and plenty of oomph to push the car to autobahn speeds. However, there is a noticeable, almost diesel-like drone to the powertrain at steady speeds in eighth gear, which could prove annoying over time.
The six is obviously a more aggressive performer, but with a penalty at the pump (21 mpg combined versus 27 mpg for the SDrive28i) and a far different driving feel. Though heavier and seemingly less engaging, the six does offer substantial power for such a small vehicle—and a 5.3-second 0-to-60-mph time. Where the four shuttles down noticeably through the gears on acceleration while the engine surges quickly to redline, the 300-hp, 300-lb-ft 3.0-liter inline-six simply steps down a gear and taps into serious reserves to provide a refined thrust as the revs climb through the power band. Neither engine seems to suffer from any turbo lag, with demands for power quickly rewarded—but each in a noticeably different manner.
Regardless of model, handling was crisp and steady, very much in keeping with BMWs that have a much lower center of gravity. The brakes were responsive and linear and easily capable of hauling the car down from triple-digit speeds without any drama.
Just as with its larger siblings, the X3 and the X5, there's nothing too dramatic about the X1's exterior styling, which in the smaller model seems closer to a tall hatchback than an SUV.
Inside, cabin space is ample for front-seat passengers and the cabin is well trimmed, but back-seat riders might find their knees really need the seatback indentations to allow sufficient room. Cargo room isn't voluminous, but it's useful and reconfigurable.
Do I want it?
You'll want to sample both powertrains before settling on your favorite, but our guidance is this: If you seek a higher-strung, higher-revving vehicle, and you want to keep cost down, go with the four-cylinder. If you crave the kind of solid performance synonymous with BMW's inline-sixes, your choice is obvious.
Regardless of your decision, if you go with all-wheel drive, consider adding on the M Sport package which includes Performance Control. It adjusts front-rear torque distribution and does wonders for the car's handling and cornering agility.
ON SALE: October
BASE PRICE: $31,545
LAYOUT: Five-passenger, front-engine, RWD crossover
DRIVETRAIN: 2.0-liter, 240-hp, 255-lb-ft turbocharged four; eight-speed automatic
CURB WEIGHT: 3,527 lb
0-60 MPH: 6.2 sec (mfr)
FUEL ECONOMY (EPA): 27 mpg
Read more: http://www.autoweek.com/article/20120717/carreviews/120719874#ixzz2Cqkl2Foy
