Styling
The eDrive20 entry-level model doesn't look massively different to the xDrive30 variant of the iX1, and in turn electric versions of this crossover aren't hugely dissimilar to the X1s either. So there's not much that gives the eDrive20 away as the 'baby' of the EV litter, especially when it's finished in M Sport trim. The kidney 'grilles' are not actual grilles on this model, instead being blanked-off affairs (either fake vanes on the more luxury specs like xLine, or with patterned triangles on an M Sport), while there's a very discreet boot badge denoting its single-motor status. But on its 18-inch alloys and in a bold colour, this is a very good-looking compact premium SUV; 'handsome' is not an adjective you can apply to many of BMW's current-day models, for starters, and it's also quite a transformation for the X1 itself, as the
original E84 Mk1 was quite an ungainly thing (although the
F48 second-gen was a tidy enough piece of design). Therefore, as it doesn't make us want to bleach our own eyeballs, we must concede that the iX1 is an aesthetic success.
Interior
Like any other X1, X2, iX1 or iX2 (phew!), and indeed being related to the
2 Series Active Tourer as well, the eDrive20's cabin is centred on the widescreen Curved Display digital interface on the dashboard, accompanied by a 'floating' central armrest area and the upright (if angled) wireless smartphone charging pad. The 10.25-inch instrument cluster in the iX1 is nice and clear, with only the power gauge instead of a rev counter easily marking out the electric propulsion of the SUV, and the 10.7-inch infotainment is a bit of a doozy, even if BMW has needlessly junked the iDrive wheel controller that had evolved into one of the finest-ever human-machine interfaces in automotive history. But in terms of the quality, the equipment, the ergonomics and the appearance, this is a prestige interior in the eDrive20 that few equivalent electric crossovers can match.
Practicality
Although the (i)X1 is the smallest crossover-SUV in the BMW portfolio, space for passengers sitting in the rear is just about generous enough that adults could occupy the outer two positions of the back bench, although the centre seat is a bit tight and has a flat squab; it's an occasional use thing, then. One of the most pleasing things about the iX1 is that, unlike some other electrics-based-on-petrol-originals, the boot space in the Beemer isn't completely wrecked by the switch to zero-emissions running. Boot space of 490 litres all seats in use and 1,495 litres with the second row folded away are numbers down just 10 and 50 litres respectively on an X1 xDrive, so that's not bad, although weirdly 490 litres in the more practical-looking iX1 is less space than you get in the iX2 (525 litres). And if we've got one more minor gripe on the iX1's in-cabin practicality, it's that the wireless smartphone charging pad doesn't always hold your smartphone in place. There's a weird clamp-thing that's supposed to do that job, but whether it was just 'operator error' on our part or a failing in the design, we found our device was often sliding off the pad to one side or the other during, um, enthusiastic cornering.
Performance
On the iX1 xDrive30, there are two 140kW (190hp) e-motors, one mounted on each axle (to give the SUV four-wheel drive) and developing overall peak outputs of 313hp/494Nm. For the eDrive20, the rear motor is ditched completely - yes, X1 and X2 models are inherently front-wheel drive, not rear, because they share their floorpan with the Countryman - and the remaining unit is tickled up slightly to 150kW, resulting in 204hp and an associated 250Nm. The single-motor iX1 weighs (just) the right side of two tonnes, so it's relatively light by electric SUV standards, but of course it has a power-to-weight ratio that's not exactly pulling up tree stumps at 105hp/tonne. Performance is therefore perfectly adequate, if not anything memorable. BMW has tuned the car to feel suitably strong at lower speeds, which is why the eDrive20 can still turn in a commendable 0-62mph time of 8.6 seconds (and it feels about that quick in reality, too), but once you're beyond 60mph it does seem to run out of puff fairly swiftly, although it can more than hold its own on the motorway. In short, it's smooth and well-calibrated for both throttle response and brake feel, even if it's not some sort of EV road rocket.
Where the eDrive20 really earns its spurs is on range and efficiency. It is fitted with the same 64.8kWh battery as the dual-motor xDrive30, but as this front-wheel-drive iX1 has just the single propulsion unit sipping away at its electrical reserves then it can claim an official range of up to 293 miles at 3.6-4 miles/kWh. And we managed to easily achieve the former of these two efficiency rates across 160 miles of mixed-roads testing, with the remaining 19 per cent of battery claiming it could take the BMW SUV another 45 miles before exhausting itself. That means a real-world range of more than 200 miles should not be difficult to achieve from the eDrive20 without having to resort to hypermiling tactics or switching off all the electrical drains in the cabin, while charging speeds/times are the same as for the xDrive30. So at its 130kW DC max, it'll take 29 minutes to get the eDrive20 from 10-80 per cent battery, while those with an 11kW AC home wallbox can completely replenish its power pack in six-and-a-half hours. You'll need more like nine hours for the same job on a more typical 7.4kWh set-up, mind.
Ride & Handling
As an M Sport BMW, the eDrive20 has a certain level of poise and assurance that many rival products can't quite match, yet by the same token this iX1 is never going to go down as one of Munich's finest dynamic creations of all time. It's quietly capable, with good steering that's once again let down by an overly fat rim to the wheel in the cabin, robbing the driver of a few degrees of crucial feel, and the body control is largely composed with only slight amounts of roll to deal with. Ultimately, get too aggressive with the iX1 eDrive20 and it will eventually drift into safely-safely understeer, so it's not a 'ragged edge' sort of machine - but then what were you expecting from a high-riding, compact electric crossover?
It is, however, supremely refined and comfortable, even on its sportier suspension. When we last drove the iX2 xDrive30, it was riding on optional 20-inch wheels, whereas the M Sport eDrive20 comes on 18s as standard. Our test car was uprated to 19-inch bicolour double-spoke '871 M' alloys, but even they didn't spoil its composure. This is a really, really nice car to travel in, managing both low-speed isolation and high-speed stability to equally high standards. And as the reduction of both wind and tyre noise entering the cabin is also substantially quelled, then the BMW lives up to its premium billing with considerable ease.
Value
In its basic Sport specification, the BMW iX1 eDrive20 is the least expensive new electric vehicle you can presently buy from this particular manufacturer. That's a feather in the cap of the small SUV, albeit at £46,205 it's ever so slightly more than ten grand more expensive than an entry-level X1. And if you want the enhanced exterior styling and interior finishing of the M Sport, then you're soon pushed beyond the £50,000 barrier. So we're not about to say this iX1 is cheap in the wider scheme of things, but for the vehicle you end up getting and the amount of standard kit on offer - such as heated Sport front seats, M Adaptive Suspension, the Curved Display and more - it makes the asking price of the eDrive20 M Sport not seem that outlandish at all.
Verdict
A polished and likeable electric SUV that is practical, easy on the eye, well equipped and decent to drive, the BMW iX1 eDrive20 is a strong all-round product. The fact that it's also one of the most affordable EVs in BMW's portfolio only enhances its case, and we have to say that we think we would trade the swifter performance of the xDrive30 in favour of the longer legs of the eDrive20 if we were buying an iX1. Which not only makes this BMW's cheapest EV, but also one of its very best.