BMW IX1 vs Mini Aceman

What's the difference?

BMW is a true EV pioneer, as the 2014 i3 and subsequent models prove. There’s never been one that we didn’t like. The only problem was that all were expensive. And at times, prohibitively so.

Astoundingly, the iX1 breaks that cycle, comparatively speaking, while impressing us with its design, quality, packaging, dynamics and equipment levels.

As it stands, the xDrive30 is one of the most convincing and best-value medium-sized luxury SUV EVs on the market right now.

Who’d have thought it from a BMW?

The Aceman could be the perfect Mini - bigger than a Cooper, smaller than a Countryman. It’s also surprisingly spacious and practical. The price is about right compared to rivals, and so is the battery size and range.

What the Mini has that others don’t is its unique and playful design and ‘attitude’. True to the Mini ethos it's not a restrained car, it’s whimsical in its design but serious in its ability. It's a great car to drive both dynamically and in terms of comfort.

Arguably the prettiest new BMW SUV you can buy today, the well-proportioned iX1 is nearly impossible to spot over its almost-identical ICE (U11) X1 siblings.

Besides the badging, look for some blue trim bits and pieces inside and out, along with additional digital touchpoints inside.

And while both ride on the same all-new platform that’s resulted in a substantially larger body compared to previous X1 generations, the EV version seems a bit more slammed.

Dimensionally, the iX1 mirrors today’s X1 at 4500mm long and 1845mm wide, and still sits on the same 2692mm wheelbase, but is 26mm shorter at 1616mm tall and offers 35mm less ground clearance at 170mm.

Result? These plus a bunch of aero enhancements mean the slipperiest iX1 manages a Cd of just 0.26, according to BMW.

And, inevitably, the extra size equals more space inside.

New Minis are all about design, sometimes, in my opinion, to a fault. The Aceman is very 'Mini' with its big googly eyes, little rectangular ‘grille’,  blob-like tail-lights and a side profile that resembles a house brick.

That’s how all new Minis look with each model having its own distinguishing characteristics. In the Aceman's case it has more triangular headlights than the Cooper and Countryman but more rounded tail-lights and black plastic cladding around the lower grille, wheel arches and side skirts.

Our test car is painted 'Blazing Blue', with a black roof.

Inside the upholstery is 'Vescin Dark Petrol', a kind of grey blue. The stitched dash is made of recycled polyester and is knitted in 'Dark Petrol' and orange fabric.

I like Mini interiors and I love the multitude of buttons for everything. It's a refreshing change in a world where physical dials and controls are disappearing from car cabins.

The circular OLED screen is pretty and a hat-tip to early Minis with their centre speedo.

Is the Aceman an SUV or hatch? I honestly don’t know and I’ve lived with it for a week. It’s officially classified as an SUV, but it looks like a four-door hatchback with a slightly raised ride height.

If anything the Aceman looks like a cross between the Cooper and the Countryman, not quite a hatch, not quite an SUV, but probably just right for most people.

The Aceman’s dimensions make this car seem small at 4070mm long, 1754mm wide and 1514mm tall, but considering the fairly diminutive exterior the inside is impressively spacious.

BMW also says the iX1’s cabin is almost as roomy in some ways as the larger X3.

Large doors allow for easy entry and egress, onto sumptuous front seats that provide exceptional comfort and support even on longer journeys.

Surrounded by an expansive feeling of space, the interior feels light and airy, as well as fresh, inviting and premium looking – something previous-gen X1s were rarely accused of being.

We’re talking on-brand stuff here, beginning with the excellent driving position, ahead of a crisp and attractive dash that’s pleasing to behold. Push-button starting and a small toggle lever operates the transmission.

An ever-so-slightly curved (towards the driver in the best-BMW old-school way) rectangular binnacle houses two digital displays – a 10.25-inch one ahead of the driver offering an array of configurable electronic dials, as well as a 10.7-inch multimedia touchscreen.

BMW pioneered the multimedia controller more than 20 years ago with iDrive, and this descendent of that system reveals all that expertise gained by being intuitive to operate and quick to respond to commands once familiarised. Which shouldn’t take too long.

It’s all very-EV centric, as the industry inexorably moves to total electrification, but there were a couple of voice-command errors in the iX1, revealing that such systems are still far from perfect. BMW does provide audio volume and climate hard buttons, thankfully, so the basics are looked after.

Speaking of which, the iX1 offers decent levels of vision out, superb ventilation and ample storage in the doors, on the dash and between the front seats. And, as we’ve noted previously in BMWs, the upright smartphone charger is a clever idea. Keeps it in position and is handy to glance at.

Out back, backrest comfort and support is A-OK, and even with the optional sunroof, our test iX1 provided sufficient space for taller bodies, while expected items like ventilation grilles, USB ports and cupholders are fitted.

Note that, though the 40/20/40-split backrests recline slightly, they do not slide as per in the ICE X1, as this is a desirable option.

Nor is the cargo capacity as good in the iX1, due to the inevitable space demanded by that rear-axle-mounted electric motor and battery pack. For the record, ranges from 490 litres to 1495L instead of 540-1527L. Plus, there’s no spare tyre, with just a tyre repair kit fitted.

These aside, the iX1’s spacious and inviting interior remains one of the compact SUV segment’s best.

OK, the moment I typed the word 'spacious’ in that previous section on Design I had a concern. You might think the Aceman is somehow huge on the inside, but it’s not. What it is, however, is cleverly designed so as to maximise the available space and at 188cm tall I’m a good test for this.

Space up front for me in the driver’s seat is excellent, and that goes for head, elbow and legroom. The second row is cramped for me and I can’t sit behind my driving position, but my children were happy back there - one almost a teenager and the other in a child seat.

Storage is good with door pockets, a tray for rear passengers with USB ports, cupholders up front and a wireless charging nook, plus a small box with a lid between the front seats.

The boot has a 300-litre cargo capacity which isn't bad given the car’s size.

Where is the Mini Aceman made? Yes, as I said in the intro the Aceman is made in China as a joint venture between GWM and BMW.

You knew BMW owns Mini right? Of course you did.

But as for being made in China, don’t let that put you off. Some of the best electric cars I've driven all come from China and the worst… not from China.

Shortly after the Aceman launched around a year ago Mini dropped the base E grade, leaving the SE and spicy JCW as the only grades left.

The Aceman SE lists for $60,990 before on-road costs. Another five grand will get you into the high-performance Aceman JCW.

Frankly, the SE feels plenty powerful and sporty and the features list is also plentiful.

Standard gear includes 19-inch alloy wheels, proximity unlocking, panoramic glass roof, black roof rails, JCW bucket-style sport seats, a Harman Kardon sound system, 240mm circular OLED central media display, digital radio, head-up display, wireless Apple CarPlay and Android Auto, wireless phone charging, sat nav, ambient lighting, LED headlights and tail-lights.

The interior fabrics and colour styling show in the images are all standard, too.

The value is good considering the Mini Aceman is a prestige car, and you’ll pay a similar amount for entry-grade rivals such as Alfa Romeo's Junior, Volvo’s EX30 and the Zeekr X.

The iX1 boasts BMW’s fifth-generation EV drive system, known as eDrive 5.0 (M170SF).

Being an xDrive30, there are two electric motors fitted – one on each axle to provide all-wheel drive. Both are electrically excited synchronous motor set-ups.

Drive is predominantly to the front wheels via a single-speed reduction gear transmission, unless extra traction is required, in which case the rear motor kicks in to power the back axle.

Combined with the aid of an overboost function, they deliver 230kW of power and 494Nm of torque, for a 0-100km/h sprint time of 5.6 seconds, on the way to a 180km/h top speed.

Tipping the scales at 2010kg, the xDrive30 provides a power-to-weight ratio of 114kW per tonne, which is a healthy number.

Suspension is via MacPherson-style struts up front and an independent three-link design out back.

If you care, towing limits are 1200kg braked and 750kg unbraked, with a 570kg maximum payload.

The Mini Aceman is fully electric and while there is talk of a combustion version coming in the future, whether that happens or not is yet to be confirmed. Besides, an electric powertrain is perfect for the Aceman.

In the SE grade the single electric motor drives the front wheels and makes 160kW and 330Nm which is enough to fling the little rectangular beastie from 0-100km/h in 7.1 seconds.

Just as a comparison the five-door Mini Cooper S has a combustion engine that makes 150kW and 300Nm and 0-100km/h comes in 6.8 seconds.

BMW says the xDrive30 consumes an average of 18.3kWh/100km.

On the launch drive program, the vehicle displayed 21.3kWh/100km. That included some spirited highway and mountain-road driving conditions.

Fitted with a 67kWh lithium-ion battery pack with a useable 65kWh, the iX1 offers an ADR 81/02-rated range of 400km.

This means a relatively common 50kW DC public charger with a CCS Combo 2 socket will need about 65 minutes to replenish the battery from 10 to 80 per cent or about half an hour with a 150kW charger.

If neither are available, you'll require about 34 hours to charge to 100 per cent maximum using the normal household powerpoint plug. Or, as mentioned earlier, a 22kW AC Wallbox cuts that down to about 3.5 hours.

Each iX1 includes a three-year subscription with Chargefox.

The Aceman has a 49.2kWh battery which sounds small and it is compared with larger cars, but is the same size as similar vehicles such as the Volvo EX30 (49kWh) and Alfa Romeo Junior Elettrica (51kWh).

The DC charge rate of 95kW is disappointingly slow. The EX30 has up to 153kW. The AC charging speed is a standard 11kW.

Charging from 10-80 per cent using a DC charger takes 31 minutes.

Energy consumption is 14.4kWh/100km over combined driving conditions which is neither excessive nor super efficient. My own driving saw 15.4kWh, according to the trip computer.

Range is up to 406km, which also is close to rivals but could be better.

One of the best things about the iX1 xDrive30 is that it has just enough EV smoothness, refinement and speed to feel special, yet still drives and behaves as a BMW should.

Which hasn't always been the case with previous-gen X1s.

It helps that, from the driver’s seat, everything falls into place: the bracing seats, thoughtfully positioned relative to all controls; and the overall sporty/quality ambience that puts you into the brand mindset.

Select Drive, and the iX1 leaps away sweetly and silently, accompanied by an electric motor whir that's quite pleasing. At speed, acceleration is instant for fast overtaking and there’s plenty more in reserve if you really need to hustle along.

For a 2.0-tonne compact SUV, the steering is remarkably responsive, providing nimble yet secure handling. Maybe it’s all the low-slung weight and near-50:50 weight distribution, but the iX1 displays impressive cornering and road grip. It’s an enjoyable drive.

Initially, novices might find the brakes a bit sudden, but they’re actually pretty progressive once you get used to them, and they feel and stop with a more natural pedal feel than many hybrids we’ve experienced. Again, BMW has tuned the xDrive30 to feel inclusive.   

Speaking of the stoppers, there are no paddle shifters to control the amount of single-pedal off-accelerator braking as per many other EVs, but putting the transmission from ‘D’ to ‘B’ brings a decent level of deceleration if not a full stop – as if you’re lighting resting your foot on the pedal. We’d like the option of a heavier self-braking function, though.

The launch program avoided city roads and heavy traffic, but we still found plenty of bad, pot-holed surfaces to favourably judge the adaptive dampers’ ability to help soak up the bumps.

While not super-soft or supple, the suspension is cushy enough for a comfy ride. And certainly better than many past BMW SUVs.

A bit too much road and tyre noise intrusion aside, the xDrive30 is dynamically very sorted indeed.

Which, when you consider all the other positive aspects of the iX1, you end up with a BMW offering an impressively broad band of capabilities.

It’s rapid, nimble and reactive to driver inputs, as you’d expect an SUV from this brand to be, without the compromise of harshness or discomfort.

What it’s like around town in a peak-hour crawl, or how far you can really get from a fully-charged battery, is something we’ll find out when we can conduct a full road test, so please watch this space.

Until then, as it stands, things are looking promising indeed for the xDrive30. Especially factoring in the value pricing.

There’s not a Mini model I haven’t driven in the past 15 years and the Aceman lives up to the sporty and engaging feel that makes these little cars fun to pilot, even if it’s just down the road to get milk.

Good, instant acceleration, quick steering that’s a little on the heavy side and a comfortable suspension tune that can handle quick corners while keeping the car flat makes the Aceman a liveable and enjoyable car.

A range of noises - Mini calls it a 'Sonic Universe' - provides a soundtrack to your driving and while they’re all a bit embarrassing, only one can be heard outside the vehicle and it’s not too cringeworthy.

The Mini Aceman drives like a small, sporty prestige car, meaning there’s a solid, planted feel with good handling and comfort to go with it.

And its tiny proportions makes it super easy to pilot through tight laneways and park in impossibly small places.

The Mini Aceman was awarded the maximum five-star ANCAP rating in 2025. The safety equipment list is vast and includes tech from auto emergency braking (AEB), lane keeping assistance and blind spot warning to rear cross-traffic alert with braking, exit warning and auto parking.

The Aceman has a puncture repair kit in the place of a spare tyre.

For child seats there are two ISOFIX points and three top tether anchor points.

Last year, BMW introduced a five-year/unlimited kilometre warranty with all its products, finally catching up with the industry warranty average after a protracted period of just a three-year coverage.

While there’s no capped-price servicing, you can pre-purchase a number of service bundles, to help save a bit more money further down the track.

There's a choice of 'Basic' or 'Plus' packages, in four or six-year (both with unlimited kilometre) programs, known as 'Service Inclusive'. They cost $1263/$4784 and $1800/$5784, respectively. 'Plus' covers brake pads/discs and wiper blade rubbers.

Note, however, that roadside assistance remains at three years.

Keep in mind, too, that BMW vehicles have a self-diagnosis feature that varies the service intervals according to how they’re used as well as wear and tear.

Our advice is to keep making an appointment annually or at about every 10,000km, just to be on the safe side.

Mini covers the Aceman with a five-year/unlimited kilometre warranty and while that's the standard for prestige makers such as BMW and Mercedes-Benz, it falls short of mainstream coverage with some brands now offering seven years or more of coverage.

The Aceman’s battery is covered by an eight-year/100,000km warranty, which is the norm right across the industry.

Mini has conditions-based servicing so rather than a specific schedule, the car's computer will tell you when it is due for a service.

Mini offers owners pre-paid service packages priced from $1575 for four years and $2360 for six years.