1/31/2024 0 Comments Bmw x1 xline 2016![]() ![]() The cabin also does justice to a premium-brand badge with its pleasing material quality, which, again, is something you’d never have said of its predecessor. So, at the second time of asking, it seems that the X1 actually delivers the enhanced practicality its crossover status implies. It isn’t desperately wide, but it’s long and deep and bordered by back seats that fold 40/20/40 and lie completely flat for the utmost load-carrying flexibility.Ī folding front passenger seatback is also available as an option. Both of the BMW’s premium-brand rivals, the Mercedes-Benz GLA and Audi Q3, are less spacious. New BMW X1 shows off final look ahead of 2022 launchįurther back, our test car’s optional sliding rear seats made for good passenger space, so in both rows the X1 offers more room than our class-leading crossover, the popular Nissan Qashqai. M Sport gets more aggressive styling tweaks, and obviously additional levels of equipment, but even the base doesn't look too impoverished. There are four trim levels available: SE, Sport, xLine and M Sport, although the plug-in hybrid is only available in Sport or above. If you really must have a manual, then the only engine options are either the smaller petrol or diesel lumps, otherwise it's a dual-clutch or auto. There are a total of three powertrains to choose from, with two petrols (a three-cylinder sDrive18i as well as a two-litre, the latter of which is available in either two or four-wheel drive), two diesels (the 18d and 20d) and latterly a plug-in hybrid with four-wheel drive as standard. Our test car was a mid-range 187bhp 20d diesel auto with four driven wheels and adaptive dampers. Higher-end variants of the X1 get an Aisin eight-speed automatic transmission as standard, and a choice of either front-wheel drive or part-time four-wheel drive, which is delivered via an electro-hydraulic clutch situated on the rear axle. Meanwhile those craving a petrol can opt for the 188bhp xDrive20i X1. The engine range consists of a range of twin-turbocharged 2.0-litre four-cylinder engines, including three different tunes of diesel engine - the 148bhp sDrive (front-wheel drive) and xDrive18d, the 187bhp xDrive20d and the 228bhp xDrive25d. Adaptive dampers are offered as an option, as is BMW’s speed-dependent active-ratio Variable Sport Steering system. MacPherson struts feature at the front and a multi-link axle at the rear, both combined with fixed ride-height coil springs. Most of the car’s panels are steel, with aluminium used for the bonnet and in places throughout the suspension. If true, such a weight balance would be unusual for a transversely engined car. The X1’s UKL platform brings with it a steel monocoque underbody that, BMW claims, is significantly stiffer than that of the previous car and also allows for a near-perfect 50/50 front/rear weight distribution. You wouldn’t say that the X1 looks any less like a true BMW as a result of the shorter bonnet, although it remains to be seen if we’ll be able to say the same of the next 1 Series. That the car looks slightly shorter of snout is down to the fundamental shift through which all compact BMWs will go over the next couple of years: from a longways engine and rear-wheel drive to a transverse engine and, for the most part, front-wheel drive. The visual awkwardness has gone, too, and the X1 now looks more like a downsized BMW X3 or BMW X5 and, perhaps even more important, much more like a premium-brand alternative to a Nissan Qashqai, rather than a curious sort of BMW 1 Series ‘allroad’. The jacked-up estate car looks of the original car have been replaced by a much more conventional crossover bodystyle, with a higher roofline, beltline and seating position. The most apparent change with this new X1 is a proportional one. The Chinese market benefits from a long-wheelbase version of the X1, with the UK unlikely to ever see an X1 L. The transversely engined, predominantly front-drive UKL platform underpins its third series-production model for the BMW Group after the Mini hatchback and BMW 2 Series Active Tourer MPV, and atop sits a body widely rethought for more recognisable SUV looks and significantly better practicality. To achieve that aim, there’s a new platform, new engines and all kinds of new on-board and all-round systems technology at play here – all going towards repeating the sort of European sales domination that BMW has produced with some of its executive saloons. Building a good X1 is probably more vital than leading the market with any of the firm’s luxury or sporting models. In the six years since the launch of the original X1, the crossover market has mushroomed to the point where it has become more important than most of the more traditional segments in which BMW can draw on established experience and strength. What, you can’t help but wonder, would happen if BMW made a good one? It certainly needs to. ![]()
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