Tesla Model Y vs BMW IX1

What's the difference?

Tesla promised wholesale improvements to the Model Y, and this Juniper update delivers where it counts. But with increased, and sometimes cheaper, competition arriving every day, the pressure remains on Tesla to keep the Model Y ahead of the pack.

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?

We’re not talking massive changes here – more a modernising of the Model Y offering that doesn’t really change the shape or dimensions. 

The most noticeable changes outside are the front and rear light bars, spanning the width of both the bonnet and the boot. They’re a nice touch, and seriously soften what many (including me) consider the worst angles of the Model Y. There are also new headlights, a refreshed front bumper and a new look for the alloy wheels.

Inside, it is the absolute definition of pared-back minimalism. In fact, some could argue it’s gone a little bit too far.

There are no physical buttons anywhere but on the steering wheel, and there's just the one stalk, which has the sole function of operating the indicators. Everything else - mirrors, windscreen wipers, headlights etc - are accessed either through the steering wheel, or through the central screen.

And that includes the gear selector, which is now a swipe-down-for-reverse, swipe-up-for-drive function on the central screen. You might love that, but I don't. I'm sure I'd get more used to it, but initially it did nothing but slow down how quickly I could get the car moving.

Helpfully, the central screen is big and very easy use, and logging into Spotify and Apple CarPlay does largely negate the missing phone mirroring – though if the function exists, I couldn't get it to read my incoming texts to me.

Our test car's cabin was black but highlighted with quality-feeling fabric panels in the doors and on the dash, which are then framed by a metallic-feeling mesh, helping the Model Y's cabin feel definitely elevated from the vehicles that came before it.

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.

The new Model Y stretches 4792mm long, 1982mm wide and 1624mm tall, and the practicality perks of the outgoing model still shine strongly in this new version.

Climb into the backseat and you’ll find a seriously spacious area, and one that feels even bigger and lighter thanks to the completely flat floor and the glass roof.

Even sitting behind my own 175cm driving position, there was ample knee and headroom, and the addition of the 8.0-inch rear screen, which supports two headphone connections, is a clever touch. Gone are the mind-numbing days of staring out the window on long family road trips. Now, kids get access to YouTube, Netflix and a heap of games.

There are also two USB charge points, and a pull-down divider that separates the comfortable rear seats. The door pockets front and rear are sizeable, and cabin storage abounds, including a hugely deep storage bin that separates the front seats.

Open the boot, and remove the shade, and you'll find another fairly massive storage area, including a deep hidden area under the boot floor. But you won't find a spare tyre – instead Tesla offers a 24-hour call-out service for the life of the warranty, where someone will come and repair or replace your tyre, should you have an issue.

Tesla isn't good at detailing specifics about its vehicles, but says you can expect a total 2138 litres of storage space in the Model Y, presumably with the rear seats folded flat and measured to the ceiling.

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.

For now, only a single iX1 grade is available, dubbed xDrive30, starting from $84,900 (all prices are before on-road costs).

Most buyers seem to be choosing the no-cost-extra racier 'M Sport' pack over the more-conservatively presented 'xLine'.

Both come complete with double-the-usual AC charging capability (22kW), twin-motor all-wheel drive, a 67kWh battery, variable-ratio steering and adaptive dampers as standard.

In contrast, the Mercedes EQB 350 4Matic equivalent starts from over $107,000 (though a less-expensive single-motor front-drive version comes in from nearly $89,000), and both with a slower 11kW charger. Genesis’ advanced GV60, meanwhile, kicks off from nearly $108K.

We cannot remember BMW ever going so hard on comparative value in Australia, though how it responds to the sensational (though admittedly smaller) Volvo EX30’s $59,990 ask remains to be seen.

Anyway, the iX1 is no bare-bones special.

Besides the aforementioned twin electric motors, AWD, 22kW AC charger and (non-driver-configurable) adaptive dampers, there are goodies like keyless entry/start, a digital key with ultra-wide-band tech, a 10.7-inch multimedia touchscreen, a digital instrumentation cluster, ‘Hey, BMW!’ voice control, a head-up display, sat-nav with augmented reality view, dual-zone climate control, ‘Veganza’ artificial leather, a reversing camera, digital radio, Apple CarPlay/Android Auto connectivity, wireless phone charging, a powered tailgate, roof rails and 19-inch alloy wheels.

On the safety front, you’ll find driver-assist tech like autonomous emergency braking (AEB), lane-support systems, adaptive cruise control, adaptive LED headlights and automatic parking assist. More on those in the safety section below.

Need more but want to think less? BMW’s new and simplified option packs bundles key features like a panoramic sunroof, metallic paint (normally $1500 on its own), Harman Kardon audio upgrade, lumbar massaging front seats and alternative interior trims in a reasonably-priced $4700 'Enhancement Pack'.

There are several others bundles available, too, as well as a handy 22kW BMW AC Wallbox from $1199, not including installation, that cuts down home-charging from over 33 hours using the regular mains to around 3.5 hours.

And don’t worry, BMW diehards. You can still spend tens of thousands of dollars more via the company’s endlessly extensive options list. The Germans aren’t foolish.

Unlike in the iX3’s Hyundai, Kia or Genesis rivals, which use a pure EV skateboard platform and offer no internal combustion engine (ICE) alternatives on this architecture, there is no V2L Vehicle-to-Load capability. In other words, you cannot charge appliances or power your home in an electrical blackout scenario.

Again, Tesla keeps its cards close to its chest on specific outputs, but data we've seen points to this Tesla's rear-mounted electric motor producing 255kW, a smallish increase from the 220kW of the outgoing model.

Tesla says that's enough to produce a sprint to 100km/h time of 5.9 seconds.

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.

Again, more cloak and dagger from Tesla here, but most reporting suggests a 75kWh battery is housed beneath the new Model Y.

We do know that our rear-drive Model Y will deliver a claimed 466km driving range on the WLTP cycle.

Charging is capped at a reported 220kW, with the brand suggesting 238km in driving range can be added in 15 minutes when using a 175kW Supercharger. Home AC charging is capped at 11kW.

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.

Reviewing a Tesla Model Y at the moment is no mean feat. The company's very public figurehead is fighting for a front-row grid position in the battle for world's most unlikeable human at the moment.

But anyway, journalist hat on, personal views aside, Tesla has done a good job with the new Model Y. I actually didn't much like the outgoing model – the ride was too harsh, the steering too darty and the cabin too austere – but Tesla has comprehensively overhauled each of those drawbacks to create a car that is genuinely much better than it has ever been before.

Let's start with the cabin. It's still austere, but the quality feels higher and more premium, and while I'll die on a hill of the screen-controlled drive selector being a bad idea, it is otherwise now a nice place to spend time. The screen and the software powering it largely replace the perks of Apple CarPlay, and the addition of the rear screen is a very good one, too.

But the biggest improvements are in the way the Model Y drives. It's far more compliant on Sydney roads, while the steering sensitivity has been dialled back so it doesn't feel as though you're constantly making corrections.

I also like the power delivery in the RWD. It's not lightning fast, but the grunt is constant and feels really instantaneous and usable.

It's no sports car, though. Our test car took in some of the windiest roads in greater Sydney and beyond, and while the body roll and composure feels on point, the Model Y does struggle with really sharp cornering. The aggressive traction control was a constant passenger on the really challenging stuff.

Overall, the improvements are good, and very noticeable.

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.

ANCAP awarded the X1 petrol versions a five-star rating in 2022, based on the European NCAP result. No separate iX1 figure is as-yet available.

The iX1 comes with many of the latest driver-assist safety tech features, including AEB with day/night pedestrian and cyclist detection. This system is operational from 5.0km/h.

You'll also find front and rear cross-traffic alert, secondary collision avoidance braking, as well as a blind-spot monitor, lane-departure warning and swerve-assist systems, speed assist tech like adaptive cruise control with full-stop/go functionality, stability and traction controls, anti-lock brakes with brake-assist and a drowsy driver alert.

The lane support systems start from 60km/h and the driver monitoring system kicks in from 70km/h.

Along with dual-front airbags, the front-seat occupants have side chest and side pelvis airbag protection, as well as an airbag between them to help mitigate lateral-impact injuries while outboard rear-seat occupants have side head airbags (also called curtain airbags) coverage. The total airbag count is seven.

ISOFIX child-seat latches are fitted to outboard rear seat positions, while a trio of top tethers for straps are included across the back bench.

Underwhelming, I'm afraid. A four-year/80,000km warranty might be the worst offered by any mainstream brand in the country. For the record, five-year/unlimited km is now the minimum standard, with many brands far exceeding that.

Servicing intervals are a bit scattered, with the brand instead listing when things need to be done, rather than a traditional schedule.

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.