BMW X1 Review

The BMW X1 has improved dramatically over three generations. The first one always felt like a compromise, the second was far more convincing, and this third-generation car is the point where the BMW X1 has properly become one of the class benchmarks.

Part of that is because it no longer feels like the entry-level BMW SUV you buy because you cannot stretch to something bigger. The current BMW X1 is genuinely roomy, very well finished and available with one of the broadest engine ranges in the class. That immediately gives it an advantage over some alternatives, especially if you know exactly how you use your car and want the powertrain to match.

There is a version for almost every sort of buyer. The sDrive20i petrol makes the most sense if you mainly cover shorter trips and do not need all-wheel drive. The diesels are still relevant if you spend a lot of time on the motorway. The plug-in hybrids are particularly strong, with official electric range of up to 51 miles, which is enough to make them genuinely useful day to day rather than merely box-ticking. BMW also sells the electric iX1, but that sits better as a separate proposition than as the centre of the regular BMW X1 story.

The BMW X1 also benefits from a cabin that feels thoughtfully designed for family life. There is lots of room in the back, a boot that is large by class standards and a general sense that this is a premium SUV that does not ask you to sacrifice practicality for image. Mid-spec cars and above get a sliding rear bench, which adds another layer of flexibility.

What stops it being an obvious default choice is cost. The BMW X1 starts at sensible-enough money for a premium SUV, but it is very easy to inflate the list price once you start moving up the engine and trim walk-up or dipping into the options list. The ride is also firmer than some alternatives, particularly on larger wheels.

Even so, the BMW X1 is hard to dismiss. It has the look, the badge, the quality and the practicality, and it still feels a bit more driver-focused than most rivals. That is a compelling combination.

For most private buyers, the BMW X1 sDrive20i M Sport is the best place to start. The 170hp 1.5-litre petrol mild hybrid is quick enough to feel more than adequate in a family SUV, with 0-62mph taking 8.3 seconds, and it should also be one of the more affordable versions to buy and run.

If you can charge at home and your driving is mostly shorter trips, the xDrive25e plug-in hybrid is arguably the most impressive version in the range. Its official electric range of up to 51 miles is strong enough to make a real difference to day-to-day fuel use, and it feels smoother and more effortless than the regular petrol in many situations.

Trim-wise, M Sport is the one most buyers will want. Sport is not sparse, but M Sport adds the visual punch and extra cabin appeal that suit the BMW X1’s premium image best. xLine sits in the middle and will appeal if you want a slightly more traditional SUV look, but M Sport is the more desirable choice.

The BMW X1 range starts at £37,940 for the sDrive20i Sport, with M Sport petrol versions sitting above that. Diesel models and plug-in hybrids push the price further into the £40,000-plus bracket, and the highest-spec versions head beyond £50,000.

That means the BMW X1 sits right in the middle of the premium family SUV market. It is broadly comparable with an Audi Q3 or Mercedes-Benz GLA once you match engines and equipment, while mainstream alternatives such as the Volkswagen Tiguan or Skoda Karoq often look better value on paper.

The BMW X1’s defence is that it offers more cabin space and a stronger sense of quality than many of those rivals, but it is still a car where discipline on the options list matters.

The Volkswagen Tiguan is one of the clearest alternatives if you want a similarly polished family SUV with more straightforward controls and a softer-edged feel. It does not have the same badge appeal as the BMW X1, but it is roomier than many rivals and easier to justify on value.

The Audi Q3 remains one of the most direct premium-badged alternatives, while the Cupra Terramar is worth a look if you want something more driver-focused and slightly more distinctive. The Volvo XC40 is still a strong rival for comfort and style, although it cannot quite match the BMW X1 for rear space. The Mercedes-Benz GLA is also in the mix, but it does not feel as roomy or as mature as the BMW.

If practicality matters more than image, the Skoda Karoq deserves serious consideration, because it delivers family-friendly packaging for less money.

Space is one of the BMW X1’s strongest cards. The front feels open and airy, helped by the low dashboard and floating-style centre console, and there is plenty of adjustment in the seats to get comfortable.

The rear is unusually generous for this class. There is enough headroom and legroom for adults to sit comfortably, and the middle seat is not as punishing as it can be in some premium SUVs. That gives the BMW X1 a clear advantage over alternatives such as the Mercedes-Benz GLA and Volvo XC40 if family space is high on your priority list.

Boot space is strong too. Diesel versions offer up to 540 litres, the petrols 500 litres, and the plug-in hybrids 490 litres because of their battery packaging. That means even the least spacious BMW X1 still offers a useful amount of luggage room, while the best versions are among the strongest in the class.

For context, the BMW X1 can edge cars such as the Volvo XC40 and Nissan Qashqai for outright luggage space, though it is not quite in Skoda Karoq territory for outright family-car versatility. Mid-spec cars and above also get a sliding rear bench, which makes the BMW X1 even more flexible if you want to trade a bit of rear legroom for extra boot capacity.

Fold the rear seats and maximum capacity rises to 1,600 litres. The 40:20:40 split also makes the BMW X1 more useful than the usual 60:40 arrangement when carrying longer items.

The BMW X1 measures 4,500mm long, 1,845mm wide and 1,642mm high, with a 2,692mm wheelbase. That makes it large for a so-called small SUV, and explains why it feels so spacious inside.

It is longer than a Volvo XC40, Audi Q3 or Mercedes-Benz GLA, though still comfortably short of larger family SUVs such as the Skoda Kodiaq. In practice, the BMW X1 feels substantial rather than cumbersome.

Every BMW X1 gets BMW’s curved display set-up, combining a 10.25-inch driver screen with a 10.7-inch central touchscreen. It runs BMW’s latest infotainment software and, on the face of it, is one of the slickest systems in the class.

The graphics are sharp, responses are quick and there is plenty of functionality, including wireless Apple CarPlay and Android Auto. BMW’s voice assistant is also one of the better systems of its type, and it can be genuinely useful for things such as adjusting climate settings.

The issue is ease of use on the move. BMW has removed the old rotary iDrive controller, and climate controls are now embedded in the touchscreen. That means the BMW X1 looks cleaner and more modern than before, but it is not always easier to use. It is also a shame that some of the cleverer navigation functions only work with BMW’s built-in system, not when mirroring your phone.

Material quality is another BMW X1 strength. Even the standard car feels properly premium, with dense-feeling surfaces, neatly finished trim and the sort of solidity buyers expect from a BMW.

xLine versions add Sensatec upholstery and gloss black trim, while M Sport swaps in Alcantara and Sensatec trim with blue stitching and more overtly sporty detailing. The result is a cabin that feels richer and more special than most rivals, but still family-friendly enough to cope with day-to-day use.

There is a broad BMW X1 engine line-up, which is part of the car’s appeal.

The sDrive20i is likely to be the default choice for many private buyers, and on paper it makes a lot of sense. It is quick enough, should be reasonably efficient and avoids the extra cost and weight of the all-wheel-drive models.

The diesels remain relevant too. The sDrive18d is the mileage-friendly option, while the xDrive23d gives you more punch without losing the relaxed long-distance nature that still makes diesel worthwhile for some buyers.

The plug-in hybrids are the standouts. With up to 51 miles of official electric range, they have the battery capacity to make short daily journeys realistically petrol-free if you can charge regularly. They also happen to be very quick, especially the xDrive30e, which is more than enough performance for a family SUV.

The BMW X1 feels planted and composed in a way that suits the badge. There is plenty of grip, the steering is accurate and the body stays nicely controlled, so it feels more agile than many rivals.

That said, the BMW X1 does not chase comfort to the same degree as something like a Volvo XC40. Even on adaptive suspension, there is a firm edge to the ride, particularly on larger wheels. It is not uncomfortable, but it is not the softest choice in this class.

For keen drivers, the trade-off will be worth it. The BMW X1 changes direction neatly, feels secure at speed and remains one of the more satisfying family SUVs to drive on a challenging road. Around town it is easy enough to place, helped by decent visibility and a standard rear camera.

Refinement is more mixed. The diesel engines are still a little vocal, and even the 2.0-litre petrol xDrive23i is more obvious under load than you might expect in a premium SUV. The plug-in hybrids are likely to feel the smoothest in regular use, especially when they are running in electric mode.

The BMW X1 was awarded a five-star Euro NCAP rating in 2022. It scored strongly across the board, including for Safety Assist, which underlines how comprehensive the standard driver-assistance package now is.

Every BMW X1 gets front collision warning with brake intervention, lane departure warning, a reversing camera and Park Distance Control. Parking Assistant can also steer the car into spaces for you. It is a strong package, and one of the reasons the BMW X1 feels so easy to live with.

The plug-in hybrids look the most impressive on paper, with official combined figures in the hundreds of mpg and electric range of up to 51 miles. As ever, those mpg numbers only make sense if you charge regularly and use the battery often.

For long-distance drivers, the diesels remain the more relevant choice. The sDrive18d returns up to 56.5mpg, while the more powerful xDrive23d manages up to 55.4mpg. Those are very strong results for a family SUV.

The petrols are decent enough rather than exceptional. The sDrive20i manages up to 49.6mpg, while the xDrive23i returns up to 44.1mpg. That should be perfectly acceptable for many buyers, but it is the plug-in hybrids that give the BMW X1 its strongest efficiency headline.

BMW covers the X1 with a three-year, unlimited-mileage warranty. That is fine by premium-brand standards, though less generous than several mainstream rivals now offer.

BMW Approved Used cars come with at least 12 months of BMW Insured Warranty, roadside assistance and MOT cover, which helps if you are shopping nearly new.

Insurance groups start at around group 24 for the least powerful versions and rise into the mid-30s for the more potent models. That is about what you would expect for a premium SUV of this size and performance.

The BMW X1 is therefore unlikely to be a cheap insurance proposition for younger drivers, but the core versions should not be wildly out of line with the rest of the class.

The standard VED rate from the second year onwards is £200 a year for petrol, diesel and plug-in hybrid cars registered on or after 1 April 2017. The more important point for BMW X1 buyers is the Expensive Car Supplement, because most versions sit above the £40,000 list-price threshold.

That means a lot of BMW X1 models will cost £640 a year in VED from years two to six once the £440 supplement is added. It is worth checking carefully, because a few option boxes can easily tip a car over the threshold if it is not already there.