BMW hopes to score another success with the latest Sport-Activity Vehicle, the 2010 BMW X1.
BMW has a way of pushing off into uncharted territory and coming back with a solid hit. Remember the X5? It was anything but a sure bet when the so-called “Sport Activity Vehicle” belatedly launched the automaker into the then-booming luxury SUV segment. But it went on to become a solid success, with more than a million sold worldwide, so far.
Then came the downsized X3, and the more recent X6, each generating controversy, and eventually, plenty of sales, on their own. All told, the various X models now account for nearly a fifth of BMW’s global sales. And that could grow even larger with the launch of the smallest member of that expanding family, the 2010 BMW X1 xDrive 20d – which makes its entry into the European market on October 24th, though a U.S. introduction date is unclear.
It’s been a bit of a rush job getting the X1 to market on time, and in this case that means BMW has shortened the development and preproduction time by 40% compared to prior X models. The Germans realized soon after the decision to build the X1 was made, in 2006, that speed was of the essence. Gas prices were shooting sky high and downsizing was a solution. Though fuel prices may have fallen since last year, BMW still sees this as an urgent goal.
The look is familiar, but downsized, with the 2010 BMW X1.
A key to bringing X1 to market is the flexible assembly line of the BMW Plant in Leipzig, in the heart of old East Germany. It’s near a city with a great industrial tradition – and the universities to staff plants with highly educated workers – well accessible to two main Autobahns, and close to BMW’s existing supplier network.
Designed by British-Iraqi architect Zaha Hadid the factory resembles the head of a whale that rises up from the ground between the body shop, paint shop and assembly hall. There are no managers’ offices and traditional German hierarchies have been downplayed. Meanwhile the assembly line itself winds through the various workplaces, and even the reception area, which BMW claims creates greater motivation and more intensive communication – meaning higher productivity.
“Never before has BMW produced a model that is meant for such a wide customer range,” contends Peter Kist, project director for the X1. “It is for young and old people and it is also the first X model that can be delivered as an sDrive version with only rear-wheel-drive. That’s attractive for people who want to have the off-road look, without (the burden of) technology they will probably never need.”
The first drive with the new Bimmer proved that the Germans might be right. We took our 2010 X1 xDrive 20d on a route that took us around Leipzig. As soon as you slip into the driver’s seat you’ll notice that the looks of the interior are familiar. And although the seating position is lower than in the X3, it is still somewhat elevated — enough to look past the long hood and feel in control with a good view on the road. The view to the rear is restricted, however, by the low window, but large mirrors on both sides help you when parking along the curb.
The interior of the 2010 BMW X1 features a bit more hard plastic than other SAV models, reflecting the need to hold down costs.
Access to the rear seats is not very good, but there is ample room for knees and head. The seat in the middle should be considered usable only in an emergency, or for shorter rides.
The materials in the cockpit look and feel good, even though there are more hard surfaces than in the larger X-models. It means that BMW wanted to keep the X1 in the affordable price range, with a starting cost in Germany of just under $43,767 (at the current exchange rate for the rear-drive 2010 BMW X1 sDrive 18d (all-wheel drive costs $2,918 extra).
Luggage space is good with a capacity of 14.8 cubic feet, but can be extended, by folding the rear seats almost flat, to 47.6 cf. Under the cargo floor there is no spare, as the X1 comes standard with run-flat tires. Instead, there is a multi-sectioned bin several inches tall.
BMW North America will release specifications closer to the X1’s arrival date somewhere in 2011. It is still not sure in what month the car will arrive, so it could be a 2010 or 2011 model.
Our 2.0-liter 4-cylinder common rail diesel engine had a turbocharger with variable intake geometry and direct injection and produced 177 horsepower and 258 pound-feet of torque. Typical for a diesel the maximum power is available at low revs, in this case from 1,750 to 3,000 rpm, but it has plenty of punch in its midrange, as well.
I feel this diesel offers enough performance for a car of this size and weight and is fuel efficient, too, with an average consumption, using the European test cycle, of 5.8 liters/100 km (roughly 40 mpg, though the EPA test cycle typically yields a lower number). That solid number is due to use of EfficientDynamics technologies, which BMW is adding to most all its vehicles nowadays.
The diesel is mated to a six-speed automatic transmission, which works smoothly in automatic, sport or manual mode. The combination is good for a top speed of 127 mph and a sprint time of 8.6 seconds from zero to 100 km/h (o to 62.5 mph).
There was hardly any road or engine noise, but there is some wind noise from the large side mirrors.
I cannot report on off-roading, as there was no opportunity to hit the trail. But soft off-roading should not be a problem for xDrive, which not only delivers plenty of power but a ground clearance of 6.6 inches.
With the right size, right looks and BMW’s proven technology, the X1 might be another new path for BMW that delivers the brand another success story.