BMW has introduced an even more affordable electric offering than its i4 eDrive35. And with its compact crossover form factor, it looks set to appeal to an even wider base of potential car buyers.

As is the case with the aforementioned i4, the iX1 has been built on BMW’s versatile UKL2 platform. This allows the German brand to pair said platform with a plethora of drivetrain offerings.

In the case of this iX1, in its eDrive20 guise, the drivetrain in question is a Category A COE-compliant 148 bhp electric motor. It may have been built with affordability in mind, but don’t for one think that this is a bargain basement motor that is barely befitting of its Bavarian badge.

Sensibly Screwed Together

Still, it is a bit misleading calling the iX1 ‘affordable’. Sure, it is the least expensive all-electric vehicle in BMW’s line-up locally, but it is still $266,888. But this also means the Germans have had some budget to play with in the build and design of the iX1.

Panel fitment is what you’d expect from a BMW product, and all of the interior panels feel robust too. A leather-wrapped dashboard is a really nice touch, as is fully powered front seats for both the driver and passenger.

Not much has changed in the electrification process of the X1. There are no obvious interior hardware or design changes, and most of the exterior remains unaltered too. As it isn’t an all-new car, it retains the X1’s silhouette, the only difference now being that it sports a blanked-off front grille, and lacks a tailpipe.

There Are Pros To That

I’ve never officially tested the X1 on paddleshift, but I’ve had some experience with the car with another outlet. Despite its dinky dimensions, space was never really an issue with the vehicle.

Even in the rear, unless you are unfortunate enough to find yourself in the middle seat, space really isn’t an issue. Headroom and knee room is sufficient, and you also get decent thigh support too.

Large (for its size) rear windows help to flood the cabin with ample natural lighting, so even if you optioned your iX1 with dark interior colours it’d not feel claustrophobic. The front seats are also adequately supportive, but not so much so that it affects comfort.

What’s Under The Bonnet?

Powering the car is a 148 bhp electric motor which drives the front wheels. It also produces a peak torque figure of 250 Nm. The iX1 has, expectedly, gained some weight over its petrol twin, and yet it certainly doesn’t feel any more sluggish on the move.

In fact, quite the opposite. The instant torque means the car feels agile and nimble, always willing to zip in and out of traffic when you ask it too. A long and well-weighted throttle pedal makes it a doddle to drive in one-pedal mode, allowing you to properly coast the car whilst in motion for maximum overall efficiency.

It draws all of its amperage from a floor-mounted 64.8 kWh battery. BMW quotes an efficiency rating of 5.7 km/kWh, which I managed to exceed in real-world driving (6.3 km/kWh throughout our weekend test drive). 

Affordably Premium

There are cars in its class that ride better. But the iX1 just feels like a more complete vehicle. What it loses in the ride quality department it makes up for in handling. And it is by far the most affordable entry-level premium crossover EV for sale at the moment.

Also commendable is its overall user experience in the cabin, with touchpoints that are user-centric, and an infotainment system that is logically laid out and easy-to-use. With all things considered, it is perhaps the best vehicle in its class for its asking price. At least, yet again, for the time being.

But who knows? That may change when its German rivals introduce Category A versions of their iX1 fighters. 

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