On the move, the BMW iX1 L feels planted yet extremely agile and responsive. The ride is on the firm side but the suspension works wonders, keeping the ride smooth and wafting over undulations. The weight distribution feels more sorted with the 66.4-kWh battery pack low in the floor, making for a lower centre of gravity—and more than making up for the large glass roof on top. The single motor isn’t the most potent with just 150 kW. Yes, it’s the same as the entry Mini Countryman E and serves up 204 hp and 250 Nm, which arrives with a pronounced elastic feel. However, don’t let the numbers fool you. This thing is quick to accelerate. Yes, 0-100 km/h takes nearly nine seconds but the roll-on times, 20-40 km/h or even 30-70 km/h, are significantly quicker than a comparable entry petrol model with the instant twist from the e-motor making for zero-lag performance. It stays strong all the way up to triple-digit highway speed.
BMW say this thing will hit a top speed of 175 km/h. However, I did notice a conflict of interest from the front wheels when trying to change direction under hard acceleration—this eDrive is front-wheel-driven—between putting the power down and trying to steer the wheels in the intended direction. Step on it mid-manoeuvre and there is a noticeable jitter and the yaw goes awry all for a split-second before tyre squeal and the bite of grip signal the end of the ordeal. Drive with a more relaxed or even a more linear and controlled foot and everything is hunky-dory. Another thing which I found more than mildly annoying was the adaptive regenerative braking. It is inconsistent and unpredictable and can be disorientating both in the city and on the highway, with what feels like fluctuating amounts of “engine braking” losing speed more urgently one moment and far more gradually a minute later.
On the other hand, pop the little stub of a drive selector once more from “D” to “B” and the battery save mode enables one-pedal driving, which, I am happy to say, works flawlessly. There is significant braking force upon lifting off and it also recuperates a good amount of energy even during normal city driving. On highways and steeper inclines and declines, a few smart moves such as accelerating mildly before the ascent and lifting off as it crests and starts rolling down on momentum helps recuperate a good amount of energy. Of course, one-pedal driving takes some getting used to but once past that, it becomes a handy driving feature.
There are drive modes, too, and while “Sport” is fun and quicker with responses, in an EV, “Efficient” was the way to go; because there is nothing worse than a double helping of regular anxiety—which I have in spades—coupled with range anxiety. So, the indicated range of 426 km from 97 per cent battery (and adding 20 per cent to that figure to account for recup) notwithstanding, I chose to activate “Max Range” mode. This added another 10-12 per cent to the total available range and sharply throttled the blower and the climate control to save energy.
There are more goodies in the BMW iX1 L and these include the Driving Assistant which combines autonomous features such as Lane Departure Warning, Blind Spot Detection, and Rear Collision Warning to mitigate chances of an incident on the move. However, the Lane Keep Assist is very intrusive, to put it mildly, and the double-vibrator steering wheel and the resistance it offers are the opposite of pleasure and something I would gladly do without. Another nifty feature is the parking assistant which completely automates parking and even has the Reversing Assistant which can work for 50 metres with zero steering or braking input. And it is truly handy in the dark. The turning circle is worth mentioning as it is super-tight and makes U-turns in narrower areas easier.
The price tag of Rs 49 lakh makes this locally made long-wheelbase BMW iX1 L Rs 18 lakh cheaper than the imported xDrive30 M Sport. That’s actually very good value for the badge and makes its primary competition, the Mercedes EQA 250, seem like an overpriced compromise in every conceivable aspect. There are other things the iX1 has to worry about, though. It’s not the most powerful or the largest or the most spacious and not even the best equipped, because the electric arena is huge and the perceivable lines between brands have blurred to insignificance. Everything from the BYD ATTO-3 and Hyundai Ioniq 5 to the Volvo EX40 and Kia EV6 GT-Line have more than a few shots in their barrels. Let’s not forget that this entry iX1 eDrive20L with 204 hp weighs 1,949 kg—139 kg more than the 360-hp X3 M40 with Bayerische Motoren Werke‘s signature straight-six! And I will end with that. Auf wiedersehen.
Need to Know – BMW iX1 eDrive20L M Sport
Price: Rs 49 lakh (ex-showroom)
Battery: 66.4-kWh, 286-volt, lithium-ion
Motor: 150 kW, electrically excited
Max Power: 204 hp
Max Torque: 250 Nm
Transmission: Single-speed, automatic, front-wheel drive
Suspension: MacPherson strut front, multi-link rear
Weight: 1,949 kg
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