BMW X1 LWB
| Photo Credit:
Kartik Ware
Not long ago, transitioning into German luxury almost always brought with it a compromise. Moving into the German fold was the obvious step up from the Accords and Camrys, but was it, really? German finesse and access to that badge that meant so much to you always came at a price. On a good day, that price would be limited to a comically cramped back seat. On other days, it could involve unprintable things. Aren’t you so glad those days are far, far behind us?That’s my cue to introduce the new BMW X1 to you. BMW offers it solely in long-wheelbase guise, and it’s so evolved from what the original X1 was it almost deserves a new name. This is the fourth generation of the X1 since 2009, and the first to get the LWB chassis which first arrived on the electric iX1 in 2025. In contextual terms, this new U12 X1 LWB is 116 mm longer than the previous-gen SWB X1 and has a 2800-mm wheelbase, which is 108 mm longer than on its predecessor.There’s more to it than just its length, of course. The new X1 includes quite a few design and feature updates such as adaptive LED headlights, revised satinated aluminium trim, new 18-inch M alloy wheels and a cabin that deserves a paragraph or two of its own. So be it. For what is essentially an entry-level BMW SUV, the X1’s cabin is exceptionally well-designed. On first impression, you’ll notice how clean and premium everything appears. The dashboard is sophisticated but not busy or cluttered and even if there is a large two-pane screen your eyes are attracted to other design elements. The thick-rimmed steering wheel feels plush, the air-con vents are robust, soft-touch surfaces are never hard to find and, on the whole, it feels like a class-above package.When I first plonked myself in the driver’s seat, I felt the bolsters were a bit too intrusive; they’re sporty, but you can’t adjust them. It’s something that didn’t last beyond the initial discomfort, fortunately, and I was able to find a great driving position for what was going to be a long day behind the wheel. The ‘floating’ centre console is a beautiful element, too, with the drive selector and other essentials laid out neatly. The padded leather armrest is ergonomically designed as well, although accessing the stowage bin underneath it involves flipping open the side-hinged armrest the ‘wrong’ way; it’s oriented towards the co-driver, possibly a spillover from the left-hand-drive version.My absolute favourite detail is (I’d never thought I’d say this) the vertically oriented wireless phone charging pad, specifically the retractable brace that’s designed so thoughtfully to hold your phone in place. There’s some serious attention to real-world usability that’s gone into that piece and whoever came up with it deserves a design award of some sort.roomy rideThe new X1’s party piece is, of course, its back seat. It’s unbelievable, the kind of space BMW has created in the second row and it’s no trick of the light either. The seat base is ample, the seatbacks of the front row are scooped out aggressively, and the low floor and lack of obstructions under the front seats mean you can comfortably tuck your feet in. That I could sit comfortably behind my own driving position, with lots of knee room to spare, is an easy indication of how spacious the X1’s backseat is.The backrests can be reclined and folded flat down (this includes the centre armrest) to create an enormous boot, and there’s a panoramic sunroof with a sunshade that further heightens the sense of space — not that the X1 needed it, to be honest. The boot is spacious as well and even features a space-saver spare wheel underneath the floor. On the whole, then, the X1’s cabin is a 10/10 package, comfortably the best in its class, and features no entry-level compromises as some of you might expect. Oh, and did I tell you how good that 12-speaker Harmon Kardon sound system is?For all its elevated premiumness, the X1 isn’t a driver’s car, though. It features a 1.5-litre three-cylinder turbo-petrol engine that produces 154.2 bhp and 23.4 kg-m, modest numbers for a car that’s expected to be priced in excess of ₹50 lakh, ex-showroom. Numbers alone don’t represent the X1’s performance fairly, however, because BMW has put in tremendous effort to calibrate and refine its powertrain and the 7-speed dual-clutch automatic transmission to produce a pretty good effect. To be truthful, excepting near-idle revs where you can feel a mild pulse at the throttle pedal, you’d be hard pressed to tell it’s a three-cylinder engine. BMW’s twin-scroll turbo certainly spools up energetically and if you happen to drive with the windows down (as I did, to soak in Mumbai city at dawn), you’ll hear sounds that will make you smile.I do, however, feel that the X1 doesn’t need to be a driver’s car. Given what this price range can buy you, the X1’s renewed focus towards luxury is undoubtedly a step in the right direction. It helps that the suspension tuning and the resultant ride quality is so well-suited to Indian roads (at least of the jarring, urban kind), and the X1 certainly feels like an upgrade from its peers. This, on 18-inch wheels, by the way. I wonder how much plusher it would feel on smaller wheels with higher profile tyres! Driver’s car or not, I do wish BMW had engineered some ‘feel’ into the steering which, for now, feels way too light. This might be helpful over a tough urban commute, but still it’s a BMW. Legacy matters to some of us, at least, right?All things considered, is the X1 the best you can do for the money? Some may argue in favour of the Toyota Fortuner or the poles-apart (and cheaper) Skoda Kodiaq, but buying an X1 — or any of its German counterparts — is always about more than functionality or rationale. You buy a BMW because it’s a treat for how hard you’ve worked, because it usually marks the fulfilment of a long-cherished dream. From that perspective, the X1 will delight you because there simply hasn’t been one that’s as good. And, I strongly suspect, there isn’t anything like it in its class either.@TheMotorGramPublished on August 21, 2026
