BMW X1 (2015 – 2022) Review

The BMW X1 is one of the founding fathers of the posh, road-biased small SUV segment. Before the first model (not the second-generation one in this review) arrived in 2009 the premium brands were only building larger, heavier SUVs, but VW had a hit on its hands with the Tiguan, and others were on their way. 

Over a decade later and the market for compact, posh SUVs is enormous. So much so that BMW will sell you not one, but two - the X1 was joined a few years ago by the less practical but sportier X2. 

Today's BMW X1 has been on sale since 2015, but has received a number of upgrades in this time to keep it competitive with the vast array of newer offerings, which include the Audi Q3, Mercedes-Benz GLA, Jaguar E-Pace, Range Rover Evoque and Volvo XC40. 

These updates include what was a fairly mild exterior revision in 2019, but there's also been a redesigned cabin and improvements to the technology. The engine range became cleaner, too, while a frugal plug-in hybrid model was added to the range. 

The BMW X1 doesn't look that dated on the outside, but its familiarity and the sheer number of older examples out there means it isn't as special as it was a few years ago. Inside, quality is still up to scratch, but the design is looking old-hat - particularly next to newer BMWs like the 1 Series and 3 Series. 

Standard equipment is generous – all models get navigation, dual-zone climate control, Bluetooth, DAB radio and front collision assistance among the basic gear. The front collision assist doesn’t just improve safety, it also lowers insurance premiums, meaning the new X1 is cheaper to insure than before.

It’s cheaper to run too, thanks to reduced emissions and improved fuel economy. The cleanest and most frugal model is the entry-level front-wheel drive sDrive18d diesel, whic has official economy of more than 60mpg. We’d recommend the more powerful, all-wheel drive xDrive20d however, which is still economical but has more get up and go. It's a brilliant small 4x4 with all the creature comforts you could want. 

The engine range also includes the 192PS xDrive20i petrol and 231PS xDrive25d diesel, as well as an all-wheel drive version of the entry-level 18d diesel. The X1 is at its best with the eight-speed automatic transmission, which uses the standard navigation system to predict the right gear for bends and hills, making for smoother progress, particularly on country roads.

Regardless of engine or transmission the X1 is a good car to drive, with accurate, nicely weighted steering and well-judged suspension that gives good body control without being uncomfortably firm. It'll deal with the kerbs at your supermarket car park or grass verges, too, but don't expect it to venture anywhere near as far off-road as the Evoque will. 

On the whole the BMW X1 has aged reasonably well, particularly when it comes to the driving experience. But with such an excellent choice of more modern alternatives on the scene it's becoming hard to recommend as a new buy. Those after a small used SUV will get a great offering, however. 

If you're after the older version of the BMW X1, you'll want our BMW X1 2009-2015 review. 

It'll come as no surprise that, being a BMW, the X1 is pretty good fun to drive. Well-weighted and precise steering, excellent body control and loads of grip means it still has the handling to beat the best small SUVs, but there is a downside. 

For starters, this was BMWs first modern front-wheel drive car when launched, sharing its platform with the MINI Countryman. It's fine in essence, but purists looking for the chassis balance found in the rear-driven last 1 Series will be disappointed. 

More important than that, though, is the ride and refinement. Many X1s were fitted with run-flat tyres from the factory, and while many early cars will be on normal rubber by now you'll need to check, as with them fitted the ride borders on harsh at times (particularly on M-Sport variants), while road noise gets really intrusive. 

Even without run-flats the ride is still on the firm side, although its better on lower-spec models with smaller wheels. We'd recommend seeking out one with adaptive dampers, too. 

The X1's diesel engines are both strong performers, plus offer decent efficency too. In fact they feel stronger than the equivalents in newer rivals, with the 20d managing 0-60mph in 7.8 seconds. They're not as quiet as more modern diesels in Audis and Volvo rivals, however. 

Earlier X1s were available with an xDrive-only 25d variant with 231PS and the ability to romp from 0-62mph in 6.8 seconds, which is borderline hot hatch performance in a diesel SUV

The petrols are also pretty good, if you can accept that the three-cylinder sDrive18i variant uses the same engine as the MINI Cooper. Still, it's a gutsy unit that makes a rorty noise, although it lacks the refinement of the four-cylinder 20i, which is usefully faster. 

The plug-in hybrid 25e model again uses that MINI three-cylinder engine mated to a 95PS electric motor for 220PS. Performance is pretty strong, while there's a maximum electric range of 31 miles. 

Although the BMW X1 achieved a full five-star rating from Euro NCAP, it did so in 2015 back when the tests were less stringent. 

Early cars do without standard automatic emergency braking, although it was an option. That was added for the facelifted car, although again lane departure warning and high beam assist were part of the Driving Assistant Plus package with adaptive cruise control. 

For a compact, very un off-roady SUV, the BMW X1's towing rating is actually fairly good. The top-end petrol and diesel models can tow two tonnes with braked towing, while the lesser petrols and diesels see that drop to 1800kg. 

In terms of exterior dimensions the BMW X1 is 4447mm long, 2060mm wide (if you include mirrors) and 1598mm tall. That makes it larger than a Range Rover Evoque but similar in size to the latest Audi Q3. 

Although based on the 1 Series it's a good deal roomier for passengers, with four average-sized adults able to get comfortable and a fifth able to squeeze in for short journeys. Headroom is particularly generous. 

ISOFIX points for mounting child seats are easily accessible, while storage is good with netted pockets in the front seat backs, an armrest with cupholders and a 12v socket in the boot. 

The boot, too, is a decent size at 505 litres, still competitive several years on from launch, as is the 1550-litre seats down figure. Plus you get a 40:20:40 split-fold seating configuration along with handy levers in the boot to drop the seats. A sliding rear bench is optional, however. 

It's worth noting that the plug-in hybrid loses a chunk of space because the batteries are mounted beneath the rear seats. it also means you sit slightly higher in the back. 

The BMW X1's interior might not dazzle you any more with newer, fresher rivals on the scene, but its rather simple and modest cabin is at least very well screwed together. 

Lesser SE models don't have the same classy finishes as higher-end versions, but there's no areas that feel cheap or sub-par, and plenty of soft-touch materials. 

Early, low-end used versions of the BMW have a pretty bog-basic 6.5-inch touchscreen with a chunky black bezel that looks rather out-of-date now. There was an optional 10-inch screen available though, keep an eye out for one on the used market. 

Thankfully, post-facelift models (from 2019) were all fitted with an 8.8-inch screen regardless of spec. It's still fairly sharp and includes Android Auto and Apple CarPlay, although it's not wireless like many more modern rivals. 

The system uses BMW's iDrive rotary controller, which is really nice to use and (even if your used to touchscreens) quickly becomes intuitive. 

New prices for the BMW X1 start at just over £30,000 for the sDrive18i in SE form. You'll need another £3,500 for the sDrive20i, while the sDrive18d diesel is £32,355. The plug-in hybrid model used to be the most expensive, but it's not currently available to order new. 

As this generation of X1 is nearing the end of its life, it's sensible to look to the used market for some savings rather than shell out for a car that'll be old-gen before the end of the year. Facelifted 2019-on X1s start from around £20,000, while £13,500 will get you in a 2015 version with around 60,000 miles.  

On the petrol side, the three-cylinder BMW X1 sDrive18i is the most efficient (but only just) with a WLTP certified fuel economy figure of up to 45.6mpg combined with the manual gearbox. 

Stepping up to the four-cylinder sDrive20i only drops that figure down to 43.5mpg despite it being auto-only, although if you spec the xDrive four-wheel drive version that drops to 40.4mpg. 

Of course the diesels are the most efficient all-rounders, with a top combined figure of 56.5mpg from the sDrive18d model. You'll lose 5mpg by upgrading to xDrive all-wheel drive, although those after a bit more power will be please to see that the xDrive20d manages exactly the same 51.4mpg figure. 

The plug-in hybrid model (now only available used) promised a typically stratospheric 166mpg. Of course you might do that if you're only doing short journeys largely under electric power, but on longer journeys with a drained battery expect that to drop to around 40mpg. 

The entry-level BMW X1 SE gets 17-inch alloy wheels, an electric tailgate, LED headlights, front and rear parking sensors with Park Assist, cruise control with braking function, auto lights and wipers and the BMW Navigation system with an 8.8-inch display with real-time traffic data, Apple CarPlay and Android Auto. 

Step up to the BMW X1 Sport and the wheel size ups to 18-inches, with upgraded interior and exterior trim details, sports seats with nicer upholstery, roof rails, ambient lighting and underbody protection. 

The BMW X1 xLine introduces further upgrades such as leather upholstery with contrasting stitching, the extended lighting package, electric folding anti-dazzle mirrors, upgraded LED headlights, heated seats, and various exterior and interior styling upgrades.

Finally, the BMW X1 M Sport introduces further styling upgrades insides and out including extended LED lighting, sportier bumpers, an M-Sport Nappa leather steering wheel and sports suspension