Life's a niche

TALENTED: BMW's new X1.

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BMW's new X1 is its most compact X-car yet and apart from carving a new entry-point niche for its range of sport activity vehicles, it signals a reshuffle of the line-up. If at first the X1 looks a little close to the X3 in size, that's explained by the fact the X3 is to be replaced by the end of the year in Europe by a slightly larger vehicle, marking a mid-sized five-seat X-model step below the already enlarged seven-seat X5.

The X1 is designed as a conquest model, to compete not only with established German soft-roaders like the VW Tiguan and Audi Q5, but also against the upper specification versions of models like the Toyota RAV4 and Honda's CRV.

In case that strategy sounds a little unlikely, it's worth remembering some Japanese and Korean offerings already enter the $50,000-plus bracket, which is where the X1 starts .

Its line-up will consist of four power units, with the smaller petrol and diesel units able to be specified with rear-wheel drive if required.

BMW New Zealand chief Mark Gilbert explains the need for two and four-wheel drive versions - known respectively as X-drive and S-drive models in BMW-speak - by saying: "What's the point in paying for something you never use?" And with most honest SUV, or should that be SAV, owners spending only a tiny percentage of their driving time off tarmac, I can see where Gilbert is coming from.

Two diesel and two petrol engines will be made available for the X1 range in New Zealand. The entry-point car is the X1 sDrive18i, a 110kW 2.0-litre petrol four, starting at $56,900 in manual form and asking $3000 more for automatic. At the top of the range is BMW's 160kW 3.0-litre inline petrol six, in the automatic X1 xDrive25i, at $80,900.

In between the two petrol models are two 2.0-litre turbodiesels. The two diesel engines are available right away in New Zealand, with the other units coming later. The astonishing frugality of the diesels and their lusty mid-range performance are both remarkable - see the figures below - while they each shuffle through BMW's steptronic with crisp efficiency and both the 20d and the 23d displayed zero to 100kmh acceleration entirely in keeping with the supplied factory figures of 8.6 and 7.3 seconds respectively.

No doubt the inline six-cylinder petrol flagship will be even quicker, but it really couldn't be more impressive than either of the diesels, which at all times were refined, held plenty in reserve and could cope with mountain passes and tight, steep going with genuine alacrity.

It's just as well the chassis is good, then.

From the moment you first pull away in the X1, the solid heft and telegraphic nature of the steering is compelling. Wheelrim input appears to translate into vehicle movement with almost uncanny directness and a level of precision I doubt can be matched by any other SUV. It's a terrific communicator, whether you're traversing coarse chip roads, broken fire trails, or the talcum-dusted Crown Range.What you feel is what you get, and in terms of imparting to a driver the right kind of information, the X1 is brilliant.

The X1 is standard with DSC Dynamic Stability Control which works with ABS anti-lock brake function, Dynamic Brake Control, CBC Cornering Brake Control, and DTC Dynamic Traction Control to leave nothing to chance. It uses those systems to monitor and control loss of traction at its four corners, reducing or increasing wheel rotation to reduce under or over steer when you've perhaps missed a change of surface or failed to note a tightening bend. While we didn't have to call on such clever protection during our test, we did revel in a chassis that felt every bit the development of the 3-series sedan's that it is.

We come to expect firm chassis from most German cars these days, and this is the case with the X1. Although it is taller than the 3-series sedan and wagon, it has equally well-contained body movement, and from turn-in, through the apex to the final exit, the X1 corners in a flat and faithful manner. Despite its firmness, the chassis is never raw-boned or harsh and though I did pre- empt bumps with an involuntary wince, it was not required, as the suspension absorbed the shock remarkably well.

The two test cars I drove were both shod with 18-inch rims. Smaller rims are available and thus shod I would expect the X1 to be an even finer ride and I wouldn't expect its handling prowess to suffer in any way. What's most remarkable is the cars were also shod with run-flat tyres. These used to be noisy and harsh, but they've come a long way in the 10 years since they were introduced and the X1's items even shrugged off the coarse chip gauntlet without transmitting any clamour to the chassis and cabin.

The cabin is a pretty nice place to be, especially up front. The X1 borrows neat, simple 3-series designs for its sound and air conditioning controls, and places them under a neatly curved dash and fascia which allows space for sat nav (as in iDrive) or a lidded stowage box without looking like an afterthought. The front seats are well-shaped and supportive with sufficient adjustment behind the wheel to make tiny incremental changes for comfort on long driving runs.

It's comfortable enough in the rear, but not for those with longer inseams, who will note the 35mm wheelbase difference between the X1 and its larger X3 sibling. Luggage space is deep and well-shaped and with our camera and work equipment, plus luggage for two, placed in the rear, I'd judge there's room for baggage for another pair without too much bother. The rear seat backs can be tilted forward to make a more upright and luggage-friendly barrier for loads. Standard boot capacity is 420 litres, which can be expanded to 1350 litres using the 40-20-40 split-fold rear seat backs. Also, the load opening is pleasingly low and its aperture usefully wide.

While BMW has designs on conquering other brands in this segment, it's inevitable the X1 is going to sell in opposition to its own products too. BMW's new compact SUV is positioned well above the 1-series, as it should be for its additional flexibility. But its starting sticker also undercuts the base 3-series sedan by a couple of grand, and with our entry-point 3-series Touring asking at least $9000 more, it's hard not to see the X1 being a bit of a cuckoo for BMW with habitual 3-series buyers.

But whatever niches a European car is designed for demographically on its home turf, you can bet New Zealand will defy the convention. As a single vehicle retirement choice, the size, practicality, extra height, super-frugal diesels and unmistakeable 'BMW-ness' tick all the right boxes for an age group that corporate Munich possibly hasn't thought of. specifically. But as they say, life's a niche, eh?

BMW X1

* Drivetrains as tested: Turbo 16v diesel 1995cc fours, six- speed automatic, xDrive four-wheel- drive. xDrive20d - Single turbo, 130kW at 4000rpm, 350Nm at 1750-3000rpm. Max 205kmh, 0-100kmh 8.6secs, 6.2L/100km, 164g/km CO2 xDrive23d - Twin turbo, 150kW at 4000rpm, 400Nm at 2000-2250rpm Max 205kmh, 0-100kmh, 7.3secs, 6.3L/100km, 167g/km CO2

* Dimensions: L 4454mm, W 1798mm, H 1545mm, W/base mm, F/track 1500mm, R/track 1529mm, Fuel 61L, Weight 1575-1670kg.

* Pricing: xDrive20d auto $69,900, xDrive23d $75,900.

* Hot: Softly curved styling; magic chassis and steering; impeccable diesel performance.

* Not: Short of rear legroom.

* Verdict: A triumph, BMW's best X-vehicle yet. Join the queue.

- © Fairfax NZ News