2023 BMW X1 vs 2021 BMW X5

What's the difference?

This new BMW X1 feels like it's been built by a team of parents because it’s one of the most practical and easy to use small SUVs my family and I have ever lived with and, trust me, they’ve seen a lot of test cars come through the Berry garage.

We loved the roomy interior with high ceilings, the clever storage everywhere from the giant door pockets to the floating centre armrest up front and big boot for our pram.

Entry and exit is easy through the tall and wide doors, something my back was thankful for every time I had to put our baby into her car seat.

Driving is easy, with great visibility and the engine that comes in the xDrive20i M Sport makes this X1 sporty and fun to pilot, too.  

The only drawback is the price, it's a bit expensive but at the same time you are getting a high-quality feeling SUV.

There is no doubt that BMW seriously stepped up its game with the fourth-generation X5, raising its levels of luxury and technology, all the way to that of the flagship 7 Series.

The X5’s mix of imposing looks and relatively well sorted dynamics is complemented by the xDrive30d’s brilliant engine and transmission.

It’s no surprise, then, that the X5 continues to be its best in xDrive30d form. There really is no need to consider any other variant.

This current generation of X1 arrived in late 2022 and finally looked more like part of the BMW SUV family with tall and boxy styling rather than the sleek, but raised hatchback it seemed to be before.

My test car had 'M Portimao Blue' metallic paint - a flattering hue that showed off the X1’s lines as you can see in the images.

I like the X1’s oversized grille which suits the angry looking front bumper that comes with the M Sport inclusions, but balanced by pretty headlights.

Inside, the X1 xDrive20i M Sport is modern and minimalist in design. I like the floating centre armrest in between the driver and front passenger and the way it creates a feeling of more space and adds more storage.

The double screens are nice, but we’re seeing this same design and tech now in budget cars such as the Chery Omoda 5 and Haval H6. BMW needs to be even slicker and more stylish if it wants to maintain its edge.  

If you like your SUVs sporty looking then check out the BMW X2, X4 and X6. These are coupe style SUVs (but with four doors).

Few SUVs are as imposing as the X5 xDrive30d. Simply put, it commands attention on the road, or even from across the road. Or a mile away.

The sense of commanding presence starts at the front, where the first signs of its sports body kit are. As impressive as the trio of large air intakes is, it’s the engorged version of BMW’s signature kidney grille that gets people talking. It’s simply appropriately sized for a vehicle this big, if you ask me.

The adaptive LED headlights integrate hexagon-style daytime running lights, which look the business, while the LED foglights below also help to light the way.

Around the side, the X5 xDrive30d is also pretty slick, with our test vehicle’s optional bi-colour 22-inch alloy wheels ($3900) filling its wheelarches nicely, with blue brake callipers tucked behind. The ‘air curtains’ also look sporty alongside the high-gloss Shadow Line trim.

At the rear, the X5’s three-dimensional LED tail-lights look superb, combining with the flat tailgate to deliver a strong impression. Then there’s the chunky bumper, with dual exhaust tailpipes and a diffuser insert. Not bad at all.

Step inside the X5 xDrive30d and you’d be excused for thinking that you’re in the wrong BMW. Yes, it could very well be a body-double for the 7 Series luxury sedan. In fact, in many ways, it’s just as luxurious as BMW's flagship model.

Granted our test vehicle had optional Walknappa leather upholstery covering its upper dashboard and door shoulders ($2100) , but even without that it is still a seriously premium affair.

Vernasca leather upholstery is the X5 xDrive30d’s standard choice for seats, armrests and door inserts, while soft-touch materials are pretty much found everywhere else. Yep, even on the door bins.

The ambience is further heightened by the Anthracite headliner and ambient lighting, which makes things feel even sportier.

Speaking of which, while it might be a large SUV, the X5 xDrive30d still has a genuinely sporty side, as exhibited by its chunky steering wheel, supportive front seats and grippy sports pedals. They all make it feel that bit more special.

The X5 also has cutting-edge technology, highlighted by the pair of sharp 12.3-inch displays; one being the central touchscreen, the other a digital instrument cluster.

Both are powered by the now-familiar BMW OS 7.0 multimedia system, which was a stark departure from its predecessor in terms of layout and functionality. But that’s no bad thing, as it still raises the stakes, especially with its always-on voice control.

Users will also be stoked by this set-up’s seamless support for wireless Apple CarPlay and Android Auto, with the former connecting with ease upon re-entry, although it does consistently dropout if the iPhone involved is placed in the cubby directly beneath the dash...

That said, the instrument cluster is fully digital, having abandoned the physical rings of its forbear, but it looks dim and still lacks the breadth of functionality that some rivals offer.

And let’s not forget the brilliant windshield-projected head-up display, which is large and crisp, giving you few reasons to look away from the road ahead.

My family found the X1 xDrive20i to be one of the most practical small SUVs we’ve lived with thanks to its spacious interior, clever cabin storage and plenty of convenient features.

I need to point out the door pockets - they’re the biggest I’ve ever seen. They’re more door buckets than pockets and super helpful over the week not just for bottles but for everything else that I needed to dump out of my own pockets and into them.

The floating centre armrest up front looks like an ironing board and has a tonne of storage underneath.

The wireless charging is handy but the holster is a bit un-user friendly in terms of access, but it held the phone tight and stopped it becoming a projectile when driving, which is what you want.

There are power outlets galore, too, proximity unlocking, and a gesture tailgate.

Legroom in the back is excellent and there’s so much headroom throughout. 

The X1’s 540-litre boot capacity is excellent for the class and meant we could fit our baby’s big pram and the seven-year old’s scooter and still have room for the grocery shopping.

Measuring 4922mm long (with a 2975mm wheelbase), 2004mm wide and 1745mm, the X5 xDrive30d is a large SUV in every sense of the term, so it’s no surprise that it does practicality very well.

The boot’s cargo capacity is generous, at 650L, but it can be expanded to a very helpful 1870L with the 40/20/40 split-fold rear bench stowed – an action that can be taken via the boot’s manual-release latches.

The split power-operated tailgate ensures that access to the wide and flat rear storage area couldn’t be any easier. And there are four tie-down points and a 12V power outlet on hand.

There are plenty of genuine in-cabin storage options, too, with both the glovebox and central bin on the larger side, while the front door bins can carry a stunning four regular bottles. And don’t worry; their rear counterparts can take three apiece.

Better yet, two cupholders are located at the front of the centre console, while the second row’s fold-down armrest has a pair of pop-out cupholders as well as a shallow tray with a lid.

The latter joins the small driver's side cubby and the two trays at the rear of the centre console as the most random storage spaces on hand, while map pockets are attached to the front seat backrests, which integrate USB-C ports.

Speaking of the front seats, sitting behind them, it becomes apparent how much space there is inside the X5 xDrive30d, with oodles of legroom available behind our 184cm driving position. We also have about an inch of headroom, even with the panoramic sunroof fitted.

What’s really impressive is how well the second row accommodates three adults abreast. There’s enough room on offer that a fully grown trio could go on a long journey with few complaints, partly thanks to the almost non-existent transmission tunnel.

Child seats are also easy to fit, thanks to the three top-tether and two ISOFIX anchorage points, as well as the generous aperture of the rear doors.

Connectivity-wise, there’s a wireless smartphone charger, a USB-A port and a 12V power outlet ahead of the aforementioned front cupholders, while a USB-C port is found in the central bin. Rear occupants also get a 12V power outlet below their central air vents.

Priced from $121,900 plus on-road costs, the xDrive30d slots between the xDrive25d ($104,900) and xDrive40i ($124,900) at the lower end of the X5 range.

Standard equipment in the X5 xDrive30d that hasn’t been mentioned yet includes dusk-sensing lights, rain-sensing windshield wipers, power-folding side mirrors with heating functionality, roof rails, keyless entry and a power-operated tailgate.

Inside you'll also find push-button start, satellite navigation with live traffic, digital radio, a 205W sound system with 10 speakers, power-adjustable front seats with heating and memory functionality, an auto-dimming rearview mirror and M-branded scuff plates.

In typical BMW fashion, our test vehicle was fitted with several options, including Mineral White metallic paintwork ($2000), bi-colour 22-inch alloy wheels ($3900) and Walknappa leather upholstery for the upper dashboard and door shoulders ($2100).

Rivals for the X5 xDrive30d include the Mercedes-Benz GLE300d ($107,100), Volvo XC90 D5 Momentum ($94,990) and Lexus RX450h Sports Luxury ($111,088), meaning it’s relatively expensive, although specification isn’t exactly like for like.

The X1 xDrive20i M Sport has a more powerful engine than the grades below it in the range - it’s a 2.0-litre, turbo-petrol, four-cylinder making 150kW and 300Nm.

A seven-speed dual-clutch automatic transmission does the shifting for you.   

This is also the only all-wheel drive X1 currently in the range.

As its name suggests, the X5 xDrive30d is motivated by the same 3.0-litre turbo-diesel inline six-cylinder engine used in other BMW models, and that’s a very good thing, because it’s one of my favourites.

In this form, it produces 195kW of power at 4000rpm and a very useful 620Nm of torque from 2000-2500rpm – perfect outputs for a large SUV.

Meanwhile, an eight-speed ZF torque-converter automatic transmission (with paddle-shifters) – another favourite – and BMW’s fully variable xDrive system are responsible for sending drive to all four wheels.

As a result, the 2110kg X5 xDrive30d can sprint from standstill to 100km/h in a hot-hatch-like 6.5 seconds, on the way to its top speed of 230km/h.

BMW says that after a combination of open and urban roads the X1 xDrive20i M Sport will use 7.4L/100km.

In my own testing my driving was mainly city and suburban, which uses quite a lot of fuel. We did dashes to birthday parties, the grocery shopping, school drop offs and all of it in busy traffic.  

I recorded 8.9L/100km, but that’s not overly thirsty considering I was carrying two car seats with children, and all the gear that goes with them. 

A small 45 litre tank means the xDrive 20i M Sport has a range of about 608km, which is on the shorter side.

The X5 xDrive30d’s fuel consumption on the combined cycle test (ADR 81/02) is 7.2L/100km, while its carbon dioxide (CO2) emissions are 189g/km. Both claims are strong for a large SUV.

In the real world, we averaged 7.9L/100km over 270km of driving that was slightly skewed towards highways over city roads, which is a very solid result for a vehicle of this size.

For reference, the X5 xDrive30d has a large, 80-litre fuel tank.

Only a week before testing the X1 xDrive20i M Sport I’d been reviewing a BMW 330e and going from the 3 Series to the SUV was like changing my seating position from being in a bathtub to sitting on a bar stool. 

Actually, the X1’s seat is far more comfortable than a stool and the refined quality is what you’d expect from BMW.

But compared to the low slung 330e the visibility and the upright driving angle of the X1 is very different.

It’s something you want in an SUV that puts practicality before performance.

As much as I liked the sporty sedan, as a dad I preferred being able to see better when parking in the X1, and this made life a lot easier.

Easy is a good word to describe what the X1 xDrive20i M Sport is like to drive - from that visibility to the light steering, comfortable ride and that great engine with all-wheel drive.

That 2.0-litre four-cylinder has more than enough grunt to run up the steep hills in my neighbourhood without struggling, the transmission is smooth and the all-wheel drive system adds a bit more reassurance in the wet weather.

All of this makes for an easy, enjoyable drive. 

When it comes to ride and handling, it would be easy to argue that the X5 xDrive30d’s combination is class-leading.

While its suspension (double-wishbone front and multi-link rear axles with adaptive dampers) has a sports tune, it stills rides comfortably, wafting over uneven surfaces with ease and quickly regaining composure over bumps. It all feels suitably luxurious.

However, the optional bi-colour 22-inch alloy wheels ($3900) fitted to our test vehicle often catch sharper edges and spoil the ride over poorer surfaces, so you should probably stick to the standard 20-inch rims.

Handling-wise, the X5 xDrive30d does naturally lean into corners during spirited driving when in its Comfort drive mode.

That being said, overall body control is relatively strong for a large SUV, and the Sport drive mode does go some way towards tightening things up, but the fact is, it’s always going to be hard to defy physics.

Meanwhile, the X5 xDrive30d’s electric power steering is not only speed-sensitive, but its weight is adjustable via the aforementioned drive modes.

In Comfort, this set up is well-weighted, with just the right amount of heft, however, change it to Sport and it becomes heavier, which might not be to everyone’s taste. Either way, it’s relatively direct and offers solid levels of feedback.

That said, the X5 xDrive30d’s sheer size is reflected by its 12.6m turning circle, which makes low-speed manoeuvres in tight spaces more challenging. The optional rear-wheel steering ($2250) can help with that, although it wasn’t fitted to our test vehicle.

In terms of straight-line performance, the X5 xDrive30d has a thick wad of maximum torque available early in the rev range, which means its engine’s pulling power is effortless all the way through to the mid-range, even if it can be a little spiky initially.

While peak power is relatively strong, you rarely need to approach the top end to make use of it, because this engine is all about those Newton-metres of torque.

Acceleration is therefore spritely, with the X5 hunkering down and charging off the line with intent when full throttle is applied.

A lot of this is performance is thanks to the transmission’s intuitive calibration and general responsiveness to spontaneous inputs.

Gear changes are quick and smooth, although on occasion they can be a little jerky when decelerating from low speeds to a standstill.

The five drive modes – Eco Pro, Comfort, Sport, Adaptive and Individual – allow the driver to alter engine and transmission settings while on the move, with Sport adding a noticeable edge, but Comfort is what you'll be using 99 per cent of the time.

The transmission’s Sport mode can be summoned at any time, with a flick of the gear selector leading to higher shift points that are complementary to spirited driving.

The Australasian New Car Assessment Program (ANCAP) awarded the X5 xDrive30d its maximum five-star safety rating in 2018.

Advanced driver-assist systems in the X5 xDrive30d extend to autonomous emergency braking with pedestrian and cyclist detection, lane-keep and steering assist, adaptive cruise control with stop and go functionality, traffic-sign recognition, high-beam assist, driver-attention alert, blind-spot monitoring, cross-traffic alert, park and reversing assist, surround-view cameras, front and rear parking sensors, hill-descent control and tyre-pressure monitoring. Yep, there’s not much missing here.

Other standard safety equipment includes seven airbags (dual front, side and curtain plus driver’s knee), anti-skid brakes (ABS), brake assist and the usual electronic stability and traction-control systems.

The X1 xDrive20i M Sport is covered by BMW’s five-year/unlimited kilometre warranty.

A five-year/80,000km service plan through BMW will cost $2150. You’ll be looking to pay an average of $430 per service every 12 months. 

As with all BMW models, the X5 xDrive30d comes with a three-year/unlimited-kilometre warranty, which is two years behind the premium standard set by Mercedes-Benz, Volvo and Genesis. It also gets three years of roadside assistance. 

The X5 xDrive30d’s service intervals are every 12 months of 15,000km, whichever comes first. Five-year/80,000km capped-price servicing plans start from $2250, or an average of $450 per visit, which is more than reasonable.