It can be a challenge to understand the appeal of the BMW X2 and its electric counterpart, the iX2. Granted, it contributes significantly to BMW’s profit margin, reflected in the 390,000 sales of its predecessor.
Evidently, there’s a demand from the market for a car similar to the X1, albeit with less overall practicality. The reasoning behind such a request is beyond me, but regardless, we now have the second generation X2.
Aesthetically, it doesn’t match the charm of its predecessor, arguably the only attractive even-numbered BMW X model, and has evolved to resemble the bulkier X4 and X6. Its protruding front end, robust middle section and swiftly curved rear end are reminiscent of its larger siblings.
The front features eye-catching headlights, boasting linear elements reminiscent of the classic quad lighting, which I find appealing. However, the oversized hexagonal grille doesn’t win me over. Although it’s comparatively palatable to BMW’s recent grille designs, it doesn’t exactly fit the bill for “good looking”. The rear design fares better, with a successfully executed blend of the roofline with the brake lights and a small yet striking ducktail spoiler. If you overlook the expansive lower bodywork, it manages to appeal.
As might be expected, the interior of the X2 closely mirrors that of the X1 with a few minor revisions. With the addition of the latest Version 9 software for the touchscreen in the central console and updated trims, the primary layout remains identical. The front seating area provides ample space and comfort, although the sport seats may deem snug for some. In terms of overall quality, the X2 leaves no room for criticism.
The rear end leaves much to be desired. Without a touch of consideration from the front seat occupants, legroom is fairly squeezed. Exceptionally tall individuals stationed at the back might encounter their hair grazing the ceiling lining, adding to the discomfort is the steeply inclined roof rail that tends uncomfortably towards their eye level. However, on the brighter side, the boot is fairly functional. Courtesy of its 50mm increased length in comparison to X1, the X2 boasts a luggage capacity that can stretch up to 560-litres depending on the model, which is a significant improvement from X1’s 540-litres.
However, the completely electric model of iX2 in the xDrive30 version with two-motor four-wheel drive compromises slightly on boot space, providing 525-litres, yet still reasonably ideal for a small crossover. It is no slouch when it comes to power, as the two motors generate a consolidation of 313hp and 494Nm of torque allowing it to clock 0-100km/h in a brisk 5.6 seconds, marginally shy of the top model X2 M35i, which sits on a higher price bracket.
Moreover, it boasts a slightly longer driving range compared to the corresponding X1, a benefit potentially due to its tapering roof. BMW states a maximum charge driving range of 449km, however, when put to the test it only managed 400km when fully charged. With an average energy spend of 19.3kWh/100km outstripping the stated 16.3kWh/100km, your driving distance could shrink further. For those seeking a little extra driving span, a more affordable, single-motor iX2 eDrive20 model will be available, claiming a reach of 490km.
While you might anticipate a four-wheel-drive EV with 494Nm to unleash an immediate burst of speed from a standstill, the reality contrasts, as the iX2 deploys a steadier approach to acceleration. Quick off the mark, indeed, but you can sense the heft of just above two tonnes impeding its initial sprint (best to avoid trying to park it in congested locales like Paris). The iX2 comes into its own when you inject some acceleration whilst in motion, particularly noticeable in Sport mode, it exhibits an impressive surge of speed.
Sport mode is undoubtedly crucial for handling sharp bends and winding paths. For wider, more expansive roads, the Efficiency mode is more than satisfactory, lightening the steering and providing a soothing swell to the driving experience in the iX2. The remarkable refinement it offers, devoid of any irritating cabin noises and squeaks, sets a high standard for all electric vehicles (EVs).
But for handling tight twists and turns, the heightened steering responsiveness provided by Sport mode is desirable to effectively manoeuvre that hefty front end into a corner resembling true BMW quality. The iX2 indeed offers a reasonably enjoyable drive, performing more nimble and gratifying than contenders such as the Mercedes EQA or Audi Q4. However, predicting and adjusting your speed before entering a corner is key, lest the iX2 succumb to untidy understeer due to the momentum catching up on your zealous approach. The optimal strategy is to enter slowly and accelerate out.
At times, this strategy may change into slow entry and even slower exit, as the iX2 tends to have a quite rigid suspension (a prevalent issue among weighty EVs and crossovers) and in exceptionally uneven landscapes, the suspension, even the steering, may become worryingly shaky and unsteady, and indeed, disconcerting.
Does the X2’s M-version offer any improvement in this regard? The M-Sport division of BMW is indeed enjoying a significant boom, having sold around 200,000 M-badge cars in the previous year, predominantly categorised as ‘M-Performance’ models such as this X2 M35i. The term ‘M-Performance’ characterises models that are sporty, quick and robust, yet fall short of the full-on, high-sporting M models like the M3 or M5. Notably, they are also more wallet-friendly and considerably quick.
This 300hp X2 M35i outperforms the iX2 eDrive 30 by a slight 0.2 seconds in reaching 100km/h, and enjoys a considerably greater top speed of 250km/h to the iX2’s 180km/h, a highlight for speed-obsessed Autobahn motorists. However, at €10,000 pricier than its electric counterpart and factoring in additional expenses like tax, insurance, and running costs at €1.70 per litre, does it honestly justify its price tag?
In unbiased terms, the M35i may appear a less tempting purchase compared to its speedily equivalent electric counterpart. However, it possesses an allure for a specific audience of car devotees. Despite sharing comparable shortcomings with regards to the size of the back seats, its weight (though it is 300kg more lightweight than the EV model) and rigid suspension, there’s a certain fascination to the M35i when driven on fitting roads and under the right frame of mind. The seductive pull of this vehicle can primarily be attributed to its snarling, stereo-boosted engine sound, all-wheel-drive grip, and explosive exhaust that masterfully imitates a luxurious rally car trimmed with lavish leather and Alcantara.
Though, to speak candidly, I wouldn’t invest in either of these automobiles. The i4 eDrive35, which offers greater driving range and a drastically enhanced driving encounter, could be obtained for €7,000 less than the price of the iX2 xDrive30. With merely a fraction of the M35i’s price, you can own a 230i Coupe, which, albeit not bearing the M-Performance badge and somewhat less versatile, promises a far greater authentic BMW driving experience marked with blue, purple, and red—that in my opinion, is the fundamental appeal of owning an M-series car.
There appears to be possibly just one explanation behind the existence of the X2—it experiences significant sales success in China, which probably accounts for its less attractive design compared to its predecessor. The forceful aesthetics of BMW cars is highly favoured by the Chinese buyers. Those positioned elsewhere are left to seek comfort as they may.
Feel welcome to explore our latest initiative, Common Ground, Evolving Islands: Ireland & Britain. You can subscribe for push notifications to receive the finest news, analyses, and commentary straight to your mobile device. Stay updated with The Irish Times on WhatsApp and be sure to listen in to our newly daily-published In The News podcast for the freshest episode.