Spirit in the shell. Trying to find out what hides under the mask of the BMW X1

Each new lap further undermines my faith that the Bavarians didn't mix something up. Is it really 194 mm of ground clearance under me, with the "crossover" letter X adorning the rear? The steering responds to the slightest movement with surgical precision, the effort is crystal clear, the car's behavior is predictable, and the accelerator pedal reacts instantly. While driving on the correct trajectory, the chassis delights with predictable rotation, just by lifting off the throttle. And only during active throttle work do you realize that all-wheel drive is underfoot: instead of screwing into the corner and sliding into oversteer, the X1 begins to stubbornly slide toward the outer shoulder. However, clean driving, without a hint of sliding, comes surprisingly easily to the BMW. Especially since under the hood of our example is the most powerful version, the xDrive28i. Here is the familiar inline three-liter petrol engine from other models, detuned to 258 hp. The "six" pulls with deliberate humming almost from idle, and the maximum 310 N•m is available already at 2600 rpm. Paired with it is an impeccable six-speed automatic that never misses a gear and seems to provoke you to drive faster. Acceleration to 100 km/h feels exactly as stated on paper — 6.8 seconds. But the most impressive is acceleration from 80 or 120 km/h. A wonderful engine! Such brisk dynamics and a spirited nature — a description more fitting for some sports coupe than a crossover. And where are the body rolls, pitching, and other "crossover" habits? The "X first" has all of that, but in such microscopic doses that even the Audi A5 coupe would envy. We've already gotten used to the idea that an SUV twists and tries to lean over in corners, but we never expected that a BMW with the X prefix would outpace the Ingolstadt two-door on the track. In terms of asphalt behavior, none of the older brothers — neither X3 nor X5 — can compare with the X1. Except maybe the X6... And the most accurate comparison for this transitional "one" is with the third-series wagon. In essence, that's what it is. Raised on longer and stiffer springs, with different front steering knuckles and different rear kinematics. Its own factory index E84 also means replacing the electromechanical power steering with an electro-hydraulic one. In our opinion, the steering has only become more informative because of this. Although the main goal of such modernization was to rid it of excessive vibration. The wheelbase of the X1 and the "three" is identical — 2760 mm. At the same time, the crossover's length is even 73 mm shorter (4454). The X1's height is 1545 mm, which is 127 mm higher than the wagon, and its width is 1798 mm, 19 mm narrower. The curb weight is only 1685 kg — just 40 kg heavier than the all-wheel-drive wagon. A direct hit into the vacant premium niche of the segment where Tiguan and Qashqai reside. But the Audi Q5 and Infiniti EX are noticeably larger: on average seventeen centimeters longer and six to ten centimeters taller. Therefore, against their background, the X1 looks more frivolous. The BMW crossover is not a rival to Audi and Infiniti. It's not just about the class, but also the sensations. In those cars, you feel more like you're in an SUV than a wagon. Here, it's the opposite. The proverb "sit high, see far" is not about the "X first." The seat is raised only one and a half centimeters higher than in the "three-touring." The seating is purely car-like, and the vestibular system almost doesn't need to adjust for height when perceiving lateral accelerations. There's no sense of a huge car at all. The seats with developed lateral support securely hold the body, preventing sliding on the leather upholstery. Moreover, on the highway, the taller and heavier X1 behaves even slightly better than the regular "three." The main thing is that the crossover allows driving without unnecessary tension. It ignores ruts, holds the straight more confidently, and doesn't require constant steering correction at high speeds. There's less of that feeling of constant engagement that is characteristic of all BMWs. Excellent sound insulation also contributes. The worst situation is with ride smoothness. The X1 collects small irregularities faithfully, but on broken roads it shakes mercilessly. However, there's nothing to be surprised about: remember the BMW X3. And the almost 20 cm ground clearance shouldn't mislead. Look at the massive front overhang! The bumper with a metallic lip, like a shovel, scoops all the debris off-road right into the huge mouth. The suspension travel is car-like, and electronics can't overcome wheel articulation. There's no low-range gear. So most "sandboxes" will have to be taken at speed, crossing fingers and hoping the fancy body kit can handle it. So, elevating the "X first" to the rank of saints and almighty would be a mistake. Although with its quirkiness, it could rival Egyptian deities. Those that had human bodies and animal heads. The BMW X1's image also seems composite. The large toothy jaws of the front and the sloping brow of the windshield, in our opinion, poorly combine with the low and somewhat unbalanced rear. Look from the front — a crossover, almost an SUV. Walk around to the back — no, it's still a wagon. But such design is a necessary measure. Try to come up with something more harmonious that would neatly fit into the narrow niche of the model lineup. It wouldn't overshadow the existing "X three" and wouldn't harm the "three-touring." Here, you should blame not the designers' imagination, but the overly strict technical specification. Nothing else could have come out. How to put it more gently... an ugly handsome man? But the paradox: it's precisely its strangeness that won over, for example, our correspondent Nastya Korolkova. "It's not like everyone else," she said and immediately sat down to calculate the test crossover in the BMW online configurator. Five minutes later, the delight turned to disappointment: from a car comparable to the Tiguan, Nastya expected a comparable price. But it turned out that the xDrive28i version in base at 1,799,000 rubles comes out too... basic. Leather interior, navigation, suitable body color, and sunroof raised the price to almost two and a half million. What can you buy for that money? Right: anything.