Autoblog and Yahoo may earn commission from links in this article.The most affordable BMW EV in the United States is the i4 Gran Coupe eDrive40, which costs $57,900. However, in other major markets like Europe, it's not the cheapest BMW EV you can buy–that's the iX1 crossover. In Germany, it sells for around $43,000, roughly 15% less than the base i4, which would theoretically make it a direct alternative to the Tesla Model Y and Audi Q4 e-tron.Unfortunately, the iX1 has never been considered for the U.S. market, a questionable decision by the German marque. I had the opportunity to spend a day with one in Cape Town, South Africa, to find out more about this dashing SUV. I also aimed to answer this question: Could BMW's littlest electric SUV crack it in America's entry-level luxury EV segment?Design: Is This BMW's Best-Looking Current SUV?2025 BMW iX1Cobus F. Potgieter/AutoblogView the 3 images of this gallery on the original articleAdvertisementAdvertisementLike most other BMW EVs, the iX1 shares its design with its gas-powered counterpart, the X1. This is a good thing, as the third-generation X1 is a sharply styled crossover that appears more upscale than its place in the BMW lineup suggests. There's no sign of the latest X3's odd proportions or the X7's oversized grille; it looks cohesive and balanced in a way many modern BMWs don't.2025 BMW iX1Karl Furlong/Autoblog2025 BMW iX1Karl Furlong/Autoblog2025 BMW iX1Karl Furlong/AutoblogThe one I drove was finished in an attractive shade called Cape York Green metallic and was equipped with the M Sport Package, which adds sportier trim and 19-inch alloys. The iX1 badge and bits of blue trim are the only clues that this isn't a regular X1. Overall, besides perhaps the X5, this is the least contentiously styled SUV BMW produces.More Good News Inside2025 BMW iX1Karl Furlong/AutoblogAdvertisementAdvertisementView the 3 images of this gallery on the original articleInside, the iX1 continues to impress. Dual digital displays ahead of the driver are familiar from other BMWs, and this one has light Oyster perforated Sensatec upholstery—BMW's version of imitation leather—that gives the cabin an airy feel. The upholstery has a mildly rubbery texture that's not quite as pleasing as genuine leather, but it resists getting too hot in summer or too cold in winter.My test car featured extras like a luxury instrument panel, Harman Kardon sound system, power panoramic sunroof, and Aluminum Hexacube trim inserts. Build quality is rock solid, with not a rattle or squeak to be heard, despite the usual harder plastics lower down. In fact, elements of this interior feel more solid than the pricier X3, which has taken a notable step back in quality versus its predecessor. Interior space in the iX1 is generous, with good legroom front and rear, although larger BMW SUVs are more comfortable for three passengers at the back.2025 BMW iX1Karl Furlong/AutoblogThere are a few irritants, though. The physical iDrive controller is absent here, so the majority of functions must be accessed via the center touchscreen. The screen itself is responsive and the graphics crisp, but adjusting something as simple as airflow is needlessly fiddly when on the move. Soon, all BMWs will lose the rotary iDrive controller—it has even been phased out in the latest 7 Series, the very model that introduced the divisive controller over 20 years ago.2025 BMW iX1Karl Furlong/AutoblogElsewhere, the digital gauges are cooler to look at than they are practical to read at a glance, and interior storage could be better: there's only a shallow covered compartment between the driver and front passenger. In this right-hand-drive model, this compartment opens to face the passenger, so access to small items can be tricky. Larger items will be left exposed in the bigger, open compartment below, unless you stash them in the glove compartment. At 17.5 cubic feet, the trunk is smaller than the one in the gas-powered X1, which measures 26.7 cubic feet. The iX1's electric components rob the cargo area of some space and there's no frunk, but at least there's a powered trunk lid to assist you when your hands are full.AdvertisementAdvertisementRelated: First Look Inside BMW's Next-Gen iX1 Electric SUVPerformance and Driving Impressions2025 BMW iX1Karl Furlong/AutoblogThe BMW iX1 xDrive 30 has dual electric motors producing 268 horsepower and 364 lb-ft of torque combined. Power is directed to all four corners and a temporary Boost function—activated via a steering-mounted paddle—unleashes 308 hp for 10 seconds. This is handy when you want to frighten unsuspecting M3 drivers. BMW claims a 0-62 mph (0-100 km/h) sprint time of 5.6 seconds, which makes it nearly as quick to that mark as an E46 M3.2025 BMW iX1Karl Furlong/AutoblogAt 4,597 pounds, the iX1 is 847 lbs heavier than the gas-powered X1 xDrive28i you can buy in the USA. To put that into perspective, you'd have to squeeze five adults into an X1 to match the weight of the iX1. That's a major mass differential, but the electric BMW shrugs it off with instant power off the mark. From one traffic light to the next, the iX1 lifts its nose and gets going with the urgency we've become used to in modern EVs. Efficiency Mode requires a deeper prod of the loud pedal (or, in this case, the "quiet" pedal) to get going, but does make for smoother take-offs, as Sport Mode can send a sudden jolt through the body as you fly past slower traffic. Being an EV, power tapers off at higher speeds and it's limited to 112 mph, but the iX1 is plenty quick for a "cheap" BMW EV.The suspension is firm but well-controlled. Even on 19-inch wheels, it keeps things civilized by suppressing bumps and changes of surfaces nicely. On smooth roads, it's all very quiet and serene in the BMW's interior. Steering is ultra-light when parking but gains some welcome heft at higher speeds, and the chunky steering wheel is good to hold. Bearing in mind its weight, body roll is well contained; the heavy battery no doubt helps to keep the center of gravity low, so it handles with impressive composure. Although wind noise intrudes at higher speeds, the iX1 does a good job of masquerading as a bigger BMW. Range and Charging: The Dealbreakers2025 BMW iX1Cobus F. Potgieter/AutoblogThis is where the BMW's suitability for certain drivers begins to slide. It starts with a 64.8-kWh battery, which is on the small side. For context, the new Toyota C-HR EV—roughly the same size as the BMW—is lighter by up to 275 lbs but has a 74.7-kWh battery. Audi's smallest EV, the Q4 e-tron, has an 82-kWh battery.AdvertisementAdvertisementBMW claims a best WLTP range of 400 km for the iX1, which translates to around 249 miles. However, the more realistic EPA testing standard used in the U.S. tends to have range estimates that are up to 20% lower, which works out to about 200 miles. Hitting the long road with a full complement of passengers and cargo? Expect the range to dip well below 200 miles. That's abysmal by U.S. standards, where modern EVs are expected to hit at least 300 miles. BMW's own iX3, which arrives later this year, has a range of up to 434 miles, which shows the improvements the brand has made to its EV tech between when the iX1 first launched and now.The iX1's charging speeds are also poor by 2026 standards. It can charge at up to 130 kW, which replenishes the battery from 10 to 80% in 29 minutes. Modern Hyundai EVs can charge at speeds of up to 350 kW and the new BMW iX3 can hit 400 kW.Verdict: A Competent BMW, But Range Is a Letdown2025 BMW iX1Karl Furlong/AutoblogIn the end, American preferences for larger, longer-range EVs would likely have seen the iX1 struggle here, and it explains why BMW decided not to bring it stateside. Its range figures are outclassed by any new Tesla, along with smaller EVs from Audi and Volvo.If the iX1 had a bigger battery, a better range, and a price point of around $45k, it would have been a brilliant addition to BMW's U.S. lineup. It rides well, provides brisk performance, is practical for a subcompact model, and is surprisingly fun to drive by electric crossover standards. AdvertisementAdvertisementWhat this iX1 does do is bode well for its replacement; it's evidence that a BMW can be enjoyable without a sonorous inline-six or manual gearbox. The next iX1 has already been spied out and about ahead of an expected launch in 2027 or 2028. It should be based on the newer Neue Klasse platform, which I expect to resolve the current iX1's desire to induce range anxiety. I only hope the new model looks as good and drives as well as this one.Related: BMW's Smallest Electric Crossover Spied Looking Like A Baby X3This story was originally published by Autoblog on Jun 6, 2026, where it first appeared in the Reviews section. Add Autoblog as a Preferred Source by clicking here.