Gac Aion Ut vs BMW IX2

What's the difference?

The Aion UT is a cleverly-specified little hatchback and a great entry-point into electric motoring. The software needs a bit of work from a usability perspective, plus the spongy ride and cutesy styling might not be for everyone. 

However, with strong points including driving range, cabin space and value, there’s even a pitch for it in some cases to be an only car compared to most of its price rivals, which are more likely to be thought of as a second car runabout in a two-car garage.

The pick of the range is definitely the entry-level Premium. It comes in at a headline-grabbing price with specs to blow rivals out of the water, while only missing out on a few luxuries.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

The second-generation BMW X2 is leagues better than the car it replaces. It now sits nicely in BMW's line-up and offers genuinely tempting electric variants.

This isn't an affordable car by any means but next to rivals from Mercedes-Benz and Volvo, the well-equipped iX2 xDrive30 feels a complete package.

Similarly, the entry-level xDrive20i petrol is a very compelling choice with a comfortable ride and sporty drive.

We'd skip the contrived M35i unless your heart is set on going quickly in a straight line. With the thinking cap on, it's also hard to make a case for the X2 over the objectively better (and more affordable) X1. Then there's the more spacious, powerful, efficient and cheaper Tesla Model Y.

That's not really the point of this car, though. It'll never sell in as many numbers as the X1. Those who love its fastback styling will be pleasantly surprised by the new X2. It does what it says on the tin, marrying the BMW badge with a sporty drive and daring style.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

GAC tells us the UT hatch was designed in Milan, Italy, but it also isn’t ashamed of the Chinese influence on its overall appearance, like the ultra-short bonnet and Chinese city-car style face.

Along the side it has a modern, aerodynamic profile, and the ultra-short overhangs and long wheelbase maximise the amount of room for batteries under the floor and interior space.

The rear feels a lot like a modern Mini, with its bulbous tailgate and protruding light clusters, spiced up with a sporty spoiler piece jutting out.

It’s not a bad looking thing and it’s available in an array of fun colours.

On the inside it seems to follow the established rule-book of Chinese automakers, with plush trims, big screens with minimal physical buttons as well as a contemporary two-spoke steering wheel.

There’s a trendy floating console which hosts the cupholders and wireless charger on the Luxury grade, and an array of interesting patterns and textures through the doors and dash which you wouldn’t have once seen on a car at this price-point.

However, it is worth noting that while the seats are quite nice, and the steering wheel is a stand-out touchpoint, the trims on the doors and across the dash-top are hard plastics, more so than some of this car’s rivals.

The entire point of the BMW X2 is to grab attention and promote conversation. The X2's new-found success comes mainly from bigger proportions - it's grown 194mm over its predecessor and 54mm longer than X1.

It's 64mm taller and sits on tracks that have been pumped by 21mm. All the changes are built into the latest iteration of BMW/Mini's transverse UKL2 platform.

The result is presence and swagger on the road for the X2. Even the base car grabs attention, while electric iX2 variants get unique closed-off grilles and a different front bumper treatment.

It's the M35i thats most eye-catching, though. A jutting lower spoiler and butch stance highlighted by horizontal kidney grille slats and quad exhaust tips. Our test car was finished with massive (and optional) 21-inch alloy wheels.

As successful as the whole package is, there are fussy elements: the boxy rear end, awkward spoiler and peculiar tail-lights. From some very specific angles there's even a hint of SsangYong Actyon to the proportions.

The iX2 and X2 aren't made to appease everyone, though, so you don't have to love it.

Inside is a different story with elegant simplicity the X2's remit. It's much like an X1 in layout with crisply integrated curved screens running the latest iDrive 'OS9'.

Apple CarPlay was faultless (wireless Android Auto is also included) yet connected navigation makes it easy to rely on BMW's in-house features.

You get 90 days free use of BMW Digital Premium, which includes the ability to download games and apps as well as more advanced connected navigation. After the trial, you'll need to pay monthly ($9.99) or annually ($109) for the services.

The X2's door pulls and handles are particularly nice to interact with, blending visual lightness with reassuring sturdiness.

In terms of interior space, the Aion UT stands out with its spacious cabin. At 182cm tall, I am easily able to find a comfortable seating position, and visibility out the front sides and rear, while not as good as some small SUVs, isn’t bad.

There’s lots of headroom, and while I mentioned the hard plastic door cards before, there’s enough padding everywhere your elbows are going to touch to make it feel a bit nicer than perhaps it is.

The main drawback of this car for me is the lack of tactile buttons and the frustrating software.

The main screen isn’t particularly well utilised, being taken up by either a background or the navigation map, with an array of typically small shortcuts across the bottom for important features like the climate control or settings menus.

You can pre-set a few information panels which sit above the shortcut bar as in many rival cars and there’s also a shortcut tray which can be hosted on the driver’s side and configured with a variety of shortcuts and settings.

It’s just a bit clumsy to use, and the array of poorly-labelled settings menus for things like active safety equipment feel needlessly complicated.

I’d love to see this car with physical controls for climate and multimedia to make it easier to live with.

Up front the storage is decent. There are big pockets in the doors and a large storage tray between the driver and front passenger thanks to a flat floor. There’s also a slightly weird storage box under the touchscreen which has a net inside, good for more delicate objects you don’t want flying around the cabin.

On the floating console there are two cupholders which are a bit too shallow for my liking, and the wireless charger feels almost pointless because its made of a hard plastic, so your phone just slides right off in the corners. The cabled outlets are hidden beneath which allows for tidy cable management and the centre armrest console box is a healthy size.

The rear seat is comparatively basic, although touches on the key points. Its main advantage is how generous the space is. My frame was able to fit behind my own driving position with heaps of room for my knees, and just enough room for my head despite the dip in the roof for the sunroof shade in the Luxury-grade car we tested. There may be even more headroom in the base car.

The flat floor makes the space useful even for three across in a pinch and there’s a drop-down armrest with (again, shallow) cupholders. There are pockets on the back of both front seats and smallish pockets in each door. The array of soft trims continues, too, and the back of the centre console features a partially adjustable air vent. Luxury spec cars get a single USB rear power outlet.

As with many Chinese cars in this segment, the generous rear seat space comes at a cost to the boot. It measures just 321 litres, which is slightly smaller than its main opponents in this category, although larger than some hatchbacks like the Toyota Corolla, for example.

It has its advantages, though. The floor is two-tiered, and can offer a flat load area with the rear seats folded down, or a deeper boot in its lower position. Underneath there’s a cutaway good for charging equipment and the tyre repair kit (sorry, no spare wheel in here).

Unlike some EVs, the Aion UT doesn’t get a frunk (front boot) for additional storage.

Despite the X2 living dangerously in the style department, it hasn't sacrificed cabin practicality – at least in the front seat.

A vertical wireless charging pad holds a phone in like a kid on a rollercoaster (important, as you'll read later, because the X2 range has some serious back-road talent) with nearby USB-C plugs for additional charge.

The door bins easily fit a one-litre camping bottle, there's good storage for small bags beneath the floating armrest (which has a very small cubby for keys or mints) and a sizeable glove box.

As you'd expect from a German-built BMW (all X2s hail from Regensburg) build quality is excellent... save for the flimsy indicator stalks. The latest oblong engage with a limp click that's a far cry from the damped thump of older BMWs, such as the E90 3 Series.

The cabin materials are pleasing to touch with quality stitching and soft padding on heavy touch areas. Geometrically patterned trim inserts add some cabin flare and look sturdy as well. 

The X2 and iX2's back seat is not as good as the BMW X1's – none of the proverbial thanks, Sherlock.

Under the sloping roof headroom will be acceptable for 175cm adults and knee room is passable. Despite sharing underpinnings between electric and combustion variants there's minimal spatial compromise.

There are ISOFIX ports and top tether anchors for all seating positions. Vents are mounted in the centre console and there is a fold-out armrest with cup holders. Doors open relatively wide for a 'coupe' as well. 

Of some concern is the X2's narrow bench; the body-work sculpted appearance of the coupe tail results in lots of shoulder room intrusion. To put it in simple terms, it's best capped at four occupants.

The boot is at least very generous, offering between 525L (iX2) and 560L (X2) of VDA space.

The load bay is long and there is no load lip to lift items over. Seats fold in a 40:20:40 configuration, growing capacity up to 1400L.

Neither the X2 or iX2 is fitted with a spare tyre, so its mobility kits for X2 owners.

The 2024 BMW X2 range spans $75,900 to $92,900 before on-road costs. Surprisingly, it's the M35i that's dearest, rather than the electric iX2 xDrive30 ($85,700).

There's no three-cylinder price leader in the X2 range as there is in the X1 and your body kit choice is M Sport, which explains why, trim-for-trim, the X2 xDrive20 $5000 dearer.

Once you've added the $3000 M Sport pack to the X1 xDrive30, though, you're only $2000 off the X2 for equivalent spec levels.

Some highlights include 'Veganza' artificial leather upholstery (in black, Oyster or Mocha), 19-inch alloy wheels, M Sport kit including adaptive dampers, 'Iconic Glow' illuminated kidney grilles, adaptive LED headlights, head-up display and 10.7-inch touchscreen with BMW's slick ninth-gen operating system – this equipment is shared with the iX2 xDrive30.

The $82,900 (before on-road costs) single-motor iX2 eDrive20 is more basic, missing adaptive cruise control, lane-trace assist, power seat adjust and front seat heating. All EV models include tyre pressure monitoring, acoustic pedestrian warning, 12-month Chargefox subscription, and Mode 2 and 3 charging cables.

Being a BMW there are options on the table. An enhancement pack comprises metallic paint, a sunroof, Harman/Kardon sound system, steering wheel heating and adjustable lumbar support with massage function for $3615 on the iX2 xDrive30 and $4700 on the X2 xDrive20.

Cleverly, BMW has priced the iX2 xDrive30 beneath the luxury car tax threshold – significantly benefiting those looking at buy via a novated lease – even with the enhancement pack and metallic paint. Something Mercedes-Benz hasn't been able to achieve with its $102,900 twin-motor EQA350 rival.

An M Sport Package Pro is available for all variants adding dark finish headlights and extended piano black exterior trim, M Compound brakes, M seatbelts and 20-inch 'style 873' alloy wheels.

That pack is gratis on the flagship M35i xDrive which benefits from a higher 233kW tune of its 2.0-litre turbo-petrol four-cylinder and a torsen limited-slip differential on its front axle.

The pictured M35i was finished in $5000 worth of matte paint, in this case Frozen Pure grey. Portimao blue is also available along with regular metallic paint ($1800).

The Aion UT has a front-mounted electric motor producing 150kW/210Nm. That’s plenty punchy for any hatchback at this price, and I like the way the brand hasn’t messed around with a sub-100kW motor in the base variant to push prospects towards the top-spec car.

It’s more powerful than all of its closest rivals and at the time of writing you’ll have to spend four to six thousand dollars more to get into something equivalent from BYD, Chery, Jaecoo, Leapmotor or MG.

It even has a claimed 0-100km/h sprint time as low as 7.3 seconds.

BMW's internal combustion engines are responsive and slick in the X2, while the iX2's well-calibrated electric powertrains deliver pleasingly instant pick-up.

The range kicks off with a heavily revised version of BMW's all-aluminium 'B48' 2.0-litre four-cylinder in xDrive20i tune. It produces 150kW and 300Nm, enough to hit 100km/h in 7.4 seconds from rest.

Like the xDrive20i, the M35i employs a seven-speed dual-clutch transmission driving all four wheels.

Australian M35is are more powerful than European models, developing 233kW and 400Nm for a 0-100km/h sprint in 5.4 seconds. A freer-flowing exhaust is augmented with active sounds for a fruity (if synthetic) note.

BMW offers a pair of electric powertrains with the 150kW front-drive eDrive20 and twin-motor 230kW/494Nm iX2 xDrive30.

We only sampled the more powerful one which features Hans Zimmer-composed sound scapes and an impressive turn of pace, hitting 100km/h in 5.6 seconds (claimed).

It is limited to a 180km/h top speed which may pose an issue on German Autobahns but is no trouble in Australia.

The Aion UT has a 60kWh lithium-iron phosphate (LFP) battery pack, which grants it a WLTP-certified 430km of driving range.

That’s more than its closest rivals, like the entry-level Ora Standard Range (310km), BYD Dolphin Essential (410km) or BYD Atto 2 (345km).

Claimed efficiency is 16.4kWh/100km and the car I tested returned a consumption of 14.0kWh/100km over a 130km route of mixed conditions, which isn’t bad at all.

Charging speeds are less impressive, but realistically appropriate for the relatively small battery. The peak DC charging capacity of 87kW means a charge time which the brand quotes at 24 minutes, but this is from 30-80 per cent. Expect closer to 40 minutes for a 10-80 per cent charge.

AC charging is decent, at 11kW. This should have you charging from 10-80 per cent between four and five hours.

Rated at 7.5L/100km (xDrive20i) and 7.8L/100km (M35i), after a 130km jaunt, the M35i's trip computer showed 9.8L/100km.

Premium 95 RON or higher is required and the fuel tank holds 54 litres.

For the iX2 xDrive30, consumption was above the WLTP rating. We saw 18.2kWh/100km on our hilly country route which would equate to 356km from a charge of the 64.8kWh lithium-ion battery battery.

The 417km WLTP driving range figure is at 15.5kWh/100km, we'd expect to get closer to the rated figures in more typical urban and suburban use cases.

Regenerative braking was quite pronounced (there are four setting: Adaptive, Low, Moderate and High) and on a descent into Hobart the xDrive30 managed to boost charge levels from 27 to 29 per cent.

As for regular charging, the iX2 will take DC electricity at 130kW, meaning 29 minutes from 10 to 80 per cent. That interval allows you to roam around 290km between charging stops on a long run.

One great aspect of both iX2 variants are their fast 22kW AC charging capability. It means the iX2 can go from flat-full in under four hours, rather than eight hours on an 11kW wallbox.

Though most owners won't have access to three-phase electricity, this suits public charging – such as at shopping centres or destinations – very well.

Another boon is BMW's inclusion of both Mode 2 and Mode 3 charging cables and a 12-month ChargeFox subscription.

Home wallbox installation isn't included in the deal (Lexus offers this with its UX300e) though BMW does offer the service at a cost for those who want it.

The drive experience can be where a lot of Chinese cars fall down but I walked away less frustrated by the Aion UT.

That’s not to say it will behave as you might expect a low-slung hatchback to. The suspension, for example, is extremely soft as it maintains its original Chinese-market state-of-tune.

This makes the car waft over imperfections on city roads. And in that sense it offers supreme ride comfort in the scenarios it was designed for. However, at the extremes, like some speed bumps, or particularly deep pot holes there can be a surprisingly violent re-bound sending a thud through the cabin.

The other trade-off for soft suspension is less body control. I was surprised to find that the Aion UT holds it together mostly well on a flat country B-road, but when undulations and big dips introduce themselves, the soft suspension can be too slow to react, making the car lose confidence in higher-speed open road scenarios we’re more used to in Australia.

The steering, like many electric cars in this category, is relatively heavily electrically assisted. This makes it light and easy to adjust at low speeds for easy park and maneuverability in the confines of a city. It loses a little bit of road-feel at higher speeds but the Aion UT’s steering is far from the least connected I’ve experienced recently.

One thing it can’t be criticised for is a lack of power. With 150kW instantaneously available the Aion UT has some serious poke and while the ChaoYang tyre package is tuned more for efficiency than grip, it’s again not one of the worst I’ve driven with.

One thing which helps the whole experience along is this car’s hatchback layout. With the weight of the battery low and squat and the wheels all the way out to the edges of the frame, the Aion UT inherently handles decently compared to an electric crossover or small SUV.

Like all Chinese cars, the UT has a host of occasionally frustrating driver aids, which you can read about in the Safety section below. While I was inclined to turn some of the features off after testing them, the alerts are relatively quiet and non-invasive.

Is the UT any good to drive? It’s not bad for the segment, I was largely pleased with how it handled and the power on offer, and while it still has its annoyances, they’re not big deal-breakers. 

The MG4 rear-drive is a better allrounder, while the GWM Ora isn’t as good. I’d say it’s on par with the BYD Dolphin, but they excel in different areas. The Dolphin's a bit sharper in terms of handling but the Aion UT is more comfortable.

The previous-generation X2 always felt a bit more Audi or Volkswagen than BMW in the way it went down a road.

This latest iteration has a secure, dynamic balance more in-keeping with the blue-and-white roundel and is far more impressive than its predecessor.

We spent our first leg in the performance-oriented M35i. The punchy engine, front-biased AWD and slick transmission felt just right in the sporty small SUV.

It sits 15mm lower than the other variants on differently tuned springs and adaptive dampers.

The M35i holds onto the tarmac like a limpet with minimal body roll at very high limits partly thanks to the efficiency-oriented 245/35R21 Continental Eco Contact 6 Q tyres.

Yet this comes at the cost of adjustability. With such tight rebound damping in Sport and Sport Plus modes, the M35i's body is too tied down. Even in Comfort, the M35i hopped and fidgeted over Tasmania's broken tarmac, a trait not aided by the 21-inch alloys.

We would have preferred more build-up in the steering weight, too, given the sporting intentions. That chubby wheel rim does its best to remove any sensation of feedback, too.

BMW's iDrive is mostly fantastic except when it comes to changing drive modes, which you need to do fairly regularly in the M35i.

More than just normal – or Personal here – there's configurable Sport and Efficiency modes. There's also Digital Art and other less useful options.

Thankfully, the xDrive20 is much sweeter. Even optioned up with the 20-inch alloy wheels the ride is a lot more agreeable and well-suited to Tasmania's lumpy roads.

All the damper modes were usable with Sport providing welcome extra support without being too strict. Turning into corners felt more natural in the xDrive20 thanks to a bit more body roll which helps communicate grip levels.

The xDrive20i did feel low on grunt after the M35i and iX2 xDrive30 but that was only in a direct comparison - grunt levels were plenty once accustomed. We did miss the M35i's front limited-slip differential on loose surfaces, but it wasn't a deal breaker.

Seeing that the iX2 xDrive30's kerb weight was 325kg higher than the M35i (2020kg) set alarm bells going initially. That's a lot of extra weight for a 'small SUV' to be carrying around, and is beyond a Tesla Model Y Long Range (1979kg).

The iX2 uses the same kinematics and suspension components as the petrol cars but in completely retuned states. Encouragingly, the result is rather excellent.

You do notices the weight when pushing through patchily surfaced corners. The iX2 bobbles and hops occasionally as you approach the damper's limits, but to their credit they never gave up.

That light steering – which is frustrating in the M35i – aids to disguise the xDrive30's extra mass, too. As all X2's are front-biased AWD models, they never quite reach the dynamic heights of BMW's Cluster Architecture models.

Still, grunt is prodigious and, although it's officially slower than the M35i, the xDrive30's rolling response is predictably excellent. BMW has done a great job calibrating the regenerative braking, too.

I found Moderate was my preference, and because the brake pedal blends caliper and regenerative forces you lose precious little range from not having it jacked all the way up.

The iX2 is quiet inside, too. There's almost no wind intrusion and tyre roar is kept to a bare minimum inside, especially impressive given that the M35i sends quite some road noise into the cabin.

Returning through Hobart's outer suburbs, we notice some shortcomings. The iX2's high bonnet, low-set seating position and letterbox rear glass with protruding rear lip spoiler mean visibility is compromised. The X1 doesn't suffer from such issues.

That's the cost of visual flare and the excellent 360-degree camera and head-up display help to alleviate guesswork and keep eyes on the road.

The M35i didn't feel the most complete on the road. If you're chasing a sporty coupe statement at this kind of price, the BMW 230i coupe is a great driver's car.

Instead, you're better to spend money on either the xDrive20i or iX2 xDrive30 with some choice options and enjoy a slick coupe SUV driving experience.

The BMW X2 and iX2 are yet to be rated by ANCAP or Euro NCAP.

The X1 and its electric cousin scored five star ratings in 2022 under a less stringent set of tests.

Standard safety equipment includes seven airbags, frontal AEB with day/night pedestrian and cyclist detection, blind-spot monitoring, adaptive cruise control, speed sign detection, lane-departure warning, lane-keep assist and driver attention monitoring.

Systems such as anti-lock brakes, electronic bake force distribution and electronic stability control are all standard.

GAC covers this electric hatch with an eight-year and unlimited kilometre warranty, while the brand’s “magazine battery 2.0” is covered by a separate eight-year and 200,000km warranty. Five years of roadside assistance is included.

The Aion UT needs to be serviced once a year or 15,000km. The service price schedule extends all the way out to 240,000km with yearly visits costing between $199 and $640 but for the life of the warranty the average yearly cost comes in at $352.

There are currently 19 GAC dealers in Australia, confined mainly to Melbourne, Sydney and Brisbane with a single store in Perth and an outlier in Cairns. No representation yet in Tassie, Canberra, the Northern Territory or SA.

Since 2022, BMW has backed all of its cars with a five-year/unlimited kilometre warranty.

You’ll need to service the iX2 ands X2 based on condition, rather than kilometres traveled. The multimedia system will prompt you when it's time to visit a workshop. 

You can pay upfront for service plans with BMW: a five-year servicing package will cost you $3171 for the petrol X2s, while the iX2 is $2186 for six years.