Volkswagen Id.4 vs BMW IX2

What's the difference?

It’s been a long wait for the Volkswagen ID.4 Pro, but it’s one that’s paid off. It's an electric SUV that delivers on the essentials - comfort, smart features, and an effortless driving experience. But it also keeps charging times, range, and running costs firmly in the 'very liveable' camp. The ID.4 Pro manages to feel polished and personable, which is a great combination.

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.

The ID.4 Pro leans toward the pillowy end when it comes to exterior shape but it’s as cute as a button. Soft curves aren’t uncommon in this segment, and the overall effect is friendly yet grown-up.

A chrome accent strip running from the roof to the C-pillars adds interest, as do the matrix headlights, which look a bit like Transformer eyes. They’re adaptive too, so they put on a little light show when you start the car - a fun party trick.

Around the back, customisable rear light profiles will earn nods from the cooler kids.

Step inside and the cabin shines. Space is generous, and any 'cute' impressions fade fast as it’s clear this cabin means business.

Visually, it’s slick and considered, with premium materials like leather, suede, and synthetic trims setting the tone. There’s still a touch of Volkswagen fun, though. Look out for the Pause and Play icons on the brake and accelerator pedals.

It feels airy and open, especially with the panoramic sunroof option, and both displays are impressively sharp. You might expect a larger digital cluster, but the 5.3-inch instrument screen does a surprisingly good job, keeping things tidy and focused on the drive.

I'm also quite fond of the adjustable front armrests, which can be folded up and out of the way when not needed. A small touch, but it adds to the car’s flexible, family-friendly feel.

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.

The front row offers plenty of room for two co-pilots to settle in without bumping elbows. The seat padding is softer than you’d usually expect from Volkswagen, and with the extendable under-thigh supports and added seat functions, the ID.4 Pro proves itself a seriously comfortable road-tripper.

In the back, space is generous, and my eight-year old appreciated the wide door openings and cushy seating. It’s best thought of as a very comfy space for two adults, with room for a third in a pinch.

That flat floor makes a noticeable difference for the middle passenger, giving them more legroom than usual. The 'two is best' idea also applies to child seats and while there are three top-tether anchor points, realistically, using more than two at once would be a squeeze. I had no trouble installing my booster this week, though it did block visibility out the back window.

Storage up front is a strong point, with a glove box, cupholders, bottle holders, and a generous centre console. The console houses the wireless charging pad, two USB-C ports, and a large cubby that swallowed gloves, snacks, and two pairs of glasses with cases which is perfect for keeping the cabin clutter-free.

Rear passengers are well looked after, too, with climate control, directional air vents, two USB-C ports, a fold-down armrest with cupholders, bottle holders in each door and map pockets. It’s all very family-friendly.

The 543L boot handled everything we threw at it this week. I like the adjustable floor height; set it higher to create a handy space for your charging cables, or lower it to maximise room. There’s also a hidden pocket under the floor for the tyre repair kit (no spare of any description).

You miss out on a frunk, but the powered tailgate and stretchy luggage net help keep things secure and easy to manage.

Tech-wise, it’s mostly intuitive. While my husband isn’t a fan of the touchpad climate and steering wheel controls, I find them pretty straightforward to use.

What does bug me, though, is the lack of built-in sat nav and wireless Apple CarPlay. I don’t like leaving my phone charging all the time, and even when you reconnect the cable, you have to manually restart CarPlay every time you get in. Hopefully that’s something Volkswagen irons out in a future update.

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 ID.4 Pro is fully electric and rear-wheel drive with a single motor on the rear axle producing 210kW and 545Nm. That supports a claimed 0-100km/h sprint of 6.7 seconds, which feels satisfyingly swift for a mid-size SUV.

There’s instant torque for easy overtakes and the RWD keeps things balanced and composed. You also get a choice of drive modes to suit your style, and regenerative braking helps recover energy smoothly. It’s subtle, but effective enough to make city driving feel more efficient.

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 ID.4 Pro is fitted with an 82kWh lithium-ion battery and offers a WLTP driving range of up to 544km, which is impressive for the segment.

Official combined cycle (urban/extra-urban) energy consumption is rated at 16.7kWh/100km, and around town, where regenerative braking works harder, you’re unlikely to feel any range anxiety.

If, like me, you do a lot of regional driving or longer trips, you might find yourself keeping a closer eye on the gauge. My real-world consumption sat closer to 20kWh/100km, which still leaves you with solid usable range, but it’s something to factor in.

Charging is straightforward, with a Type 2 CCS port that accepts up to 175kW on a DC fast charger and 11kW on AC.

Both figures are useful and on a fast charger you can expect a 10-80 per cent top-up in around 30 minutes which is quick enough to squeeze in a coffee break or snack stop, even with a kid in tow.

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 ID.4 Pro is simple to operate, and aside from the instant power delivery and lack of a traditional start/stop button, it behaves much like a combustion-powered car.

That makes it a great entry-point for anyone new to EVs because it's familiar, but has just enough electric quirk to keep things interesting.

I miss a true one-pedal driving experience in city traffic, but the set-up still works well. Regenerative braking isn’t particularly strong, but you can toggle between 'Drive' and 'B' mode, with the latter offering a bit more resistance. I’ve kept it in B mode most of the week as the extra feedback just feels nicer underfoot.

This week’s testing included winding mountain roads, regional backroads, as well as freeway stretches and the ID.4 handled it all with confidence. There’s enough precision in the corners to keep things fun, and it always feels well planted.

The suspension strikes a middle ground - not ultra-soft, but still comfortable. You’ll feel some of the sharper bumps, but most surfaces are smoothed out well, and the cabin stays quiet even at higher speeds. Ride comfort has clearly been a priority and it pays off.

From the driver’s seat, visibility could be better. The rear window is narrow, and the thick pillars don’t help, so I found myself relying quite a bit on the camera system when parking or manoeuvring.

That said, the ID.4’s size and clear 360-degree camera system make it incredibly user-friendly in tight spaces. Whether parallel parking or squeezing into small car parks, it isn't stressful to park.

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.

The ID.4 Pro comes with a five-year/unlimited kilometre warranty, which is standard across the Volkswagen range, while the battery is covered for eight years or 160,000km, giving buyers a little extra peace of mind when it comes to long-term EV ownership.

Volkswagen also offers a 10-year capped-price servicing program, which is excellent for the segment.

The total cost comes to $2890 over the full term, and the service intervals are spaced every two years or 30,000km, whichever comes first.

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.