2023 BMW X1 revealed with electric iX1 option, confirmed for Australia

The third-generation BMW X1 will arrive in Australia before Christmas, with more space, more tech and, eventually, the choice of petrol and all-electric power.

The 2023 BMW X1 small SUV has been revealed, ahead of its Australian launch in the fourth quarter of 2022 (October to December) – with the electric iX1 to follow next year.

Replacing the current ‘F48’ model on sale since 2015, the new ‘U11’ X1 small SUV introduces BMW’s latest design language, interior tech and powertrains to its small-car range – and previews the next X2 and 1 Series hatch, due closer to the middle of the decade.

It’s the first X1 to offer an electric option in global markets, badged (unsurprisingly) iX1. With production set to begin in November, Australian deliveries of the EV are due to commence in the first quarter of next year, a few months after the petrol range.

Pricing is yet to be confirmed for Australia, though expect to pay more than the current car, which is priced from $47,900 plus on-road costs for a base sDrive18i, to $56,900 for an sDrive20i (following the axing of the $66,990 xDrive25i last year).

Above: BMW X1 xDrive30e, with the M Sport pack.

The Australian range at launch will consist of sDrive18i and xDrive20i petrol variants – the former tuned uniquely for Australia, and the latter not offered at all in Europe – with the iX1 xDrive30 to follow later on. Diesel power will no longer be available.

On the styling front, the new BMW X1 draws cues from the brand’s latest models – including its twin under the skin, Europe’s 2 Series Active Tourer hatch – with chiselled shoulder lines, flush door handles, and an almost-rectangular pair of kidney grilles even larger than those of its predecessor.

Styling details vary depending on the model chosen; standard models receive chrome highlights and black body cladding, M Sport cars get sportier bumpers and body-coloured arches, and the electric iX1 gains blue accents, i badging and a unique rear bumper.

Alloy wheels between 18 and 20 inches in diameter will be available in Australia, as will be matrix LED headlights (similar to the updated 3 Series sedan), LED tail-lights, a selection of metallic and satin colours, and optional black accents on M Sport cars.

Inside, the new X1 benefits from BMW’s latest twin-screen dashboard for its compact cars, with a 10.25-inch instrument display and a 10.7-inch touchscreen integrated into a curved panel.

Running the latest iDrive 8 software, the centre screen incorporates augmented-reality satellite navigation, a ‘Hey BMW’ activated voice assistant, 5G connectivity, over-the-air updates, and wireless Apple CarPlay and Android Auto.

The current X1’s traditional gear lever and centre tunnel designs have been dropped in favour of a space-efficient floating console, home to a switch-style ‘shift-by-wire’ gear selector – but no rotary iDrive controller, for only the second time in a BMW since iDrive was introduced in 2001.

Other interior highlights include a storage area below said floating console, dual-zone climate control, wireless phone charging, four USB-C ports, a panoramic sunroof, ambient lighting, a head-up display, and a choice of six-speaker unbranded or 12-speaker Harman Kardon sound systems.

Drivers can choose between five new ‘My Modes’, spanning Personal, Sport and Efficient modes as standard, with Expressive and Relax Modes available from the options list.

Standard and sport front seats available in Europe, trimmed in cloth, Sensatec synthetic leather, Alcantara (suede-like trim) or Vernasca genuine leather, and available with heating, electric adjustment, massaging and lumbar support.

In the rear, BMW claims “noticeably greater seat comfort than that offered by the [old model]”, with 40:20:40 or 60:40 adjustment available for the seat bench, and sliding (up to 13cm of movement) and reclining functionality.

The new BMW X1 measures 4500mm long, 1845mm wide and 1642mm tall, riding on a 2692mm wheelbase – 53mm longer overall, 24mm wide, 44mm taller and 22mm longer in wheelbase. Track widths are up 31mm for more confident handling.

Boot space is up to 540 litres in petrol models (up 35 litres), increasing to 1600 litres with the seats folded (up 50L). Electric and plug-in hybrid models offer slightly less, at 490L with the seats up, or 1495L with them down.

Under the bonnet, four models will be available in Europe at launch – two petrols and two diesels – with more combustion-engined options to follow in the months after, plus the electric iX1 and two e-badged plug-in hybrids.

Above: BMW iX1.

In Australia, two petrol versions will be available at launch: the front-wheel-drive sDrive18i, and the all-wheel-drive xDrive20i.

The sDrive18i is powered by a 1.5-litre turbocharged three-cylinder, mated to a seven-speed dual-clutch automatic gearbox – but whereas European models develop 100kW and 230Nm, Australian models will offer 115kW and 230Nm.

Australia’s xDrive20i model isn’t offered in Europe, using a 2.0-litre turbo petrol four-cylinder with 150kW and 300Nm – sent to all four wheels through a seven-speed dual-clutch automatic transmission.

Instead of the xDrive20i, Europe gets a more potent xDrive23i, with a 150kW/320Nm version of the 2.0-litre engine, seven-speed auto and all-wheel-drive layout, augmented by a 48-volt mild-hybrid system which can boost outputs to 160kW/360Nm for a 7.1-second 0-100km/h time.

Diesel buyers in Europe can select two versions of a 2.0-litre turbo four-cylinder and seven-speed dual-clutch auto: 110kW/360Nm front-wheel-drive sDrive18d, or a 145kW/400Nm all-wheel-drive xDrive23d with mild-hybrid tech (155kW with petrol and electric combined).

Headlining the electrified range will be the iX1, launching in a sole xDrive30 variant with dual electric motors developing 200kW and 494Nm in standard driving, with a further 30kW available in ‘boost’ power mode (for 230kW total).

Above: BMW iX1.

It’s the quickest X1 money can buy – until the inevitable M35i performance model arrives this time next year – with a 5.7-second 0-100km/h time, and a 180km/h limited top speed.

A 64.7kWh battery laid flat in the floor delivers a claimed 413km to 438km of driving range (depending on options) according to European WLTP testing – on par or exceeding its Volvo, Mercedes-Benz and Lexus rivals in Australia. Regenerative braking is on offer.

DC fast charging at up to 130kW is available, good for a 10 to 80 per cent charge in 29 minutes, or 120km of on-paper claimed range after 10 minutes of charging.

AC charging at 11kW or 22kW is available, for empty to full home charges in as little as six hours and 30 minutes with the former, or three hours and 45 minutes with the latter.

Above: BMW X1 xDrive23i, without the M Sport kit.

European buyers can also choose from two plug-in hybrids – the 180kW/477Nm xDrive25e and 240kW/477Nm xDrive30e – both with 1.5-litre three-cylinder engines, all-wheel drive, seven-speed dual-clutch autos, and 14.2kWh battery packs.

These variants – which have not been confirmed for Australia – are capable of up to 89km of electric driving range, and 0-100km/h sprint times as low as 5.7 seconds with a full battery. However, maximum charging power peaks at 7.4kW AC.

Under the skin, adaptive suspension with a 15mm-lower ride height is available, along with variable electric steering, overhauled suspension geometry, and trick “near-actuator wheel slip limitation” stability control said to intervene 10 times faster than traditional systems.

A full suite of advanced safety technology is available, led by a Level 2 semi-autonomous driving system combining adaptive cruise control and lane-following assist to accelerate, brake and centre the car within its lane at up to 180km/h.

Other assistance features include autonomous emergency braking with pedestrian/cyclist detection and intersection support, blind-spot monitoring, rear cross-traffic alert, traffic sign recognition, front and rear parking sensors, automatic parking, and a 360-degree camera.

The 2023 BMW X1 is due in Australian showrooms with petrol power in the fourth quarter of 2022 (October to December), ahead of the iX1’s arrival in the first quarter of 2023 (January to March).

Pricing and specifications will be announced closer to launch.

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2023 Mercedes-AMG C63 previewed with four-cylinder hybrid power

This lightly-veiled concept revealed in Germany showcases AMG’s new 500kW four-cylinder plug-in hybrid-powered performance model.

Photo credit: Autocar.

The next-generation 2023 Mercedes-AMG C63 4Matic – already confirmed to forgo traditional V8 power in favour of a new hi-tech four-cylinder plug-in hybrid drivetrain – has been revealed in concept form, ahead of a planned unveiling for the final production model later this year.

Displayed at the Nürburgring 24 Hour race in Germany (photos here via Autocar), the new 2023 C63 4Matic is differentiated from other fifth-generation C-Class models by way of a comprehensive body kit, giving it a more muscular appearance than its standard siblings.

Although the concept wears a composite wrap featuring AMG’s new corporate colour scheme, various exterior styling elements are clearly evident, including a new front bumper with a low-set splitter, large air ducts and signature ‘Panamericana’ grille treatment.

Photo credit: Autocar.

Further back, the new C63 receives a uniquely-styled bonnet with a central air vent, and widened front fenders in combination with a lengthened front track and chunky sills underneath the doors.

The rear is distinguished by a revised bumper similar in style to that featured on the recently unveiled C43 4Matic as well as a subtle boot-mounted spoiler and AMG’s traditional trapezoidal-shaped tailpipes. The concept also receives 20-inch wheels with Michelin tyres.

More than the styling, though, it is the drivetrain of the new C63 4Matic that is already the subject of heated discussion among the performance car crowd.

Photo credit: Autocar.

The upcoming Audi RS4 and BMW M3 rival is powered by a longitudinally-mounted 2.0-litre four-cylinder petrol engine featuring an electrically-driven turbocharger in combination with an electric motor, which together will provide the third-generation C63 4Matic sedan and wagon pairing with a significant boost in performance.

Exact power claims have not yet been made public, though AMG says its new four-cylinder E-Performance drivetrain is capable of delivering a combined 500kW – some 125kW more than the twin-turbocharged 4.0-litre V8 used by the outgoing C63 S range.

The heady reserves include 350kW from the internal combustion engine alone – 40kW more than AMG’s existing ‘M139’ four-cylinder engine, as used by the A45 S hot hatch, promising to make the new AMG-developed unit the world’s most powerful four-cylinder engine in a production car.

Photo credit: Autocar.

The petrol engine is supplemented by a 150kW electric motor mounted on the new C63 4Matic’s rear axle.

It provides drive exclusively to the rear wheels via a two-speed gearbox, with electric energy provided by a 6.1kWh lithium-ion battery mounted within the floor of the boot. Charging can be achieved at up to 3.7kW on an AC system via a port located within the right-hand side of the rear bumper.

Details remain scarce ahead of the new performance sedan’s official unveiling, though its peak power of 500kW is claimed to be available in short 10-second bursts of full-throttle acceleration.

AMG’s new plug-in hybrid system is also rumoured to develop up to 750Nm of torque, 50Nm more than the outgoing turbo V8.

Photo credit: Autocar.

By comparison, the new C43 4Matic’s turbocharged 2.0-litre four-cylinder mild-hybrid petrol engine develops 300kW and 500Nm (click here for full details).

An ability to run on the electric motor alone is set to provide the new C63 4Matic with a limited electric range of less than 20km at speeds up to 130km/h.

One of the key advantages of the adoption of the new electrified drivetrain is a reduction in weight over the front axle of the new C63 4Matic. At 160.5kg, AMG’s ‘M139’ four-cylinder engine weighs 48.5kg less than the ‘M177’ V8 engine used by today’s C63.

The mounting of the electric motor and battery at the rear, a layout mirroring that of the recently introduced GT63 4Matic E Performance four-door, adds extra weight overall but it is claimed to provide an improved front-to-rear weight distribution.

As well as featuring in the new C63 4Matic, the new four-cylinder plug-in hybrid drivetrain is also planned to appear in the top-rung AMG version of the new second-generation GLC.

It’s also set to feature an upcoming coupe and convertible model pairing that will go under the name CLE, as a replacement for today’s C- and E-Class coupe and convertible models – with the new models to be codenamed C236 and A236.

Our thanks to Autocar for permission to use these images.

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Production Mercedes-AMG One guns for hypercar glory

Revealed in production form five years after the original concept, the Formula One-inspired plug-in-hybrid coupe is AMG’s most powerful road car yet.

Mercedes-AMG has revealed the production version of its headlining 2022 Mercedes-AMG One hypercar, ahead of a start to customer deliveries for the spectacular Formula One-inspired hybrid-powered two-seater by the end of the year.

Initially previewed in concept form at the 2017 Frankfurt motor show, the hardcore coupe is the most powerful Mercedes-AMG road car to date, mating a modified 422kW version of the company’s turbocharged 1.6-litre V6 race engine with four electric motors developing a combined 450kW, for a total system output of 782kW.

With a top speed limited to 352km/h, the One is also the Mercedes-Benz performance car division’s fastest ever production model – eclipsing the official 344km/h of the 24-year-old CLK GTR coupe built by AMG between 1998 and 1999.

The new left-hand-drive-only hypercar is the result of a close collaboration between Mercedes-AMG’s regular road car operations based in Affalterbach, Germany, as well as the company’s High Performance Powertrain division in Brixworth, England and the Mercedes-AMG Petronas Formula One team in Brackley, England.

How the lack of right-hand drive affects Australian deliveries remains to be seen, as eight examples were previously confirmed for buyers Down Under. The One may not be road-legal locally, similar to the Jaguar XE SV Project 8 track car offered in 2019.

To be produced in a run of no more than 275 – all of which are already accounted for at a price of $2.75 million – the four-wheel drive One has encountered a troubled gestation, with emission compliance of its hi-tech drivetrain and race-grade active aerodynamics at the root of the delays in its introduction, which was originally planned for 2019.

The basis of the advanced Aston Martin Valkyrie and Ferrari SF90 Stradale rival is a carbon-fibre monocoque with an integrated steel roll bar.

It supports a large rear sub-frame structure for the petrol-electric drivetrain and rear chassis in a grid tube frame design made out of carbon fibre and titanium.

The definitive production version of the One, revealed here for the first time without the disguise applied to earlier prototypes, holds true to the appearance of the original Project ONE concept.

However, every aspect of its exterior design has been updated in a bid to attain the lofty performance targets regularly hinted to by Mercedes-AMG over its five-year development.

The body, a combination of carbon fibre and composite plastic, has been developed for maximum downforce with active elements within the cooling ducts at the front end and louvres on top of the front wheelhouses.

There’s also a complex two-piece extendable rear wing with an adjustable wing blade and flap, and a longitudinal fin to prevent cross flow or stall at the rear.

There are three different aerodynamic modes: Highway, in which the ducts and louvres are closed and the rear wing is retracted; Race Max Downforce, where the ducts and louvres open and the rear wing extends fully; and Race DRS (Drag Reduction System), with the ducts and louvres closed and the rear wing flap retracted.

Cooling also plays a key role in the new car’s appearance with large ducts up front in the nose, an airbox that arcs over the cabin and sizeable extractors at the rear to draw hot air out of the engine bay.

The centre-locking 19-inch front and 20-inch rear wheels, standard in forged aluminium and optional in forged magnesium, feature carbon-fibre elements to smooth airflow and aid heat dissipation from the brakes and wheel houses.

They measure 10 inches (254mm) wide at the front and 12 inches (305mm) wide at the rear, and are shod in 285/35 ZR19 and 335/30 ZR20 Michelin Pilot Sport Cup 2R M01 tyres developed especially for the new car.

At 4828mm in length and 2006mm in width, the One is just 2mm longer but 55mm wider than the Valkyrie. A wheelbase of 2720mm together with tracks measuring 1721mm at the front and 1669mm at the rear, and minimum ride height, provide it with a suitably squat stance.

The longitudinally-mounted V6 petrol engine boasts a bore and stroke of 80.0 and 50.03mm, giving it a swept volume of 1599cc.

Developed to run on 98 octane Super Plus fuel, it uses an electric exhaust gas turbocharger, water-injected intercooler, pneumatic valve springs and dry-sump lubrication. To ensure it satisfies all existing emission regulations, it receives electrically-heatable catalysts and petrol particulate filters. It also uses a titanium rear silencer.

The internal combustion unit develops peak power of 422kW at 9000rpm, some 2000rpm short of a claimed 11,000rpm ignition cut-out.

The four electric motors include MGU-H (Motor Generator Unit – Heat) and MGU-K (Motor Generator Unit – Kinetic) units similar to those found on the German car maker’s more recent F1 race cars.

The former 90kW MGU-H motor is housed on a shaft between the turbocharger and its electric compressor, with the latter 120kW MGU-K unit positioned on the engine and connected to the driveshaft. A further two 120kW motors are integrated in the front axle for electric all-wheel drive.

Overall power is put at 782kW, some 245kW more than the most powerful of AMG’s existing models, the GT Black Series. By comparison, the Valkyrie develops 865kW, with the SF90 Stradale offering 735kW.

Mercedes-AMG does not quote a torque figure for its most powerful road car yet, saying “The complex nature of the drivetrain does not allow a representative figure”.

A claimed kerb weight of 1695kg provides the One with a weight to power ratio of 2.2kg per kW. Mercedes-AMG claims 0-100km/h in 2.9 seconds, 0-200km/h in 7.0 seconds and 0-300km/h in 15.6 seconds.

This places it on the same performance ground as the 1670kg SF90 Stradale, which boasts official 0-100km/h and 0-200km/h times of 2.5 seconds and 6.7 seconds respectively.

Drive is sent through a newly-developed seven-speed automatic manual gearbox with hydraulic operation, a four-disc clutch and steering wheel-mounted shift paddles.

The longitudinally-mounted transmission forms part of the car’s load-bearing structure, channeling the One’s prodigious power to an AMG Performance 4Matic+ four-wheel drive system with an all-electric front axle, petrol-electric hybrid rear axle and torque vectoring functionality.

Electric energy is used to run the two front-mounted electric motors, which each send their drive through a fixed-ratio gearbox, and store electrons in an 8.1kWh lithium-ion battery.

It operates at 800 volts, providing the One with a claimed range of up to 18.1km in all-electric – and therefore front-wheel drive – mode. External charging can be achieved at up to 3.7kW on an AC system via a port on the rear left-hand side. The fuel tank capacity is put at 55 litres.

There are six driving modes: Race Safe, Race, EV, Individual, Race Plus and Strat 2 – the latter two reserved for race circuit running only.

Race Safe provides ‘on-demand’ hybrid properties of the drivetrain, with start-up on electric power, and engagement of the petrol engine only at higher throttle loads. In Race, the combustion engine is always engaged and is used to charge the battery. EV is a pure-electric mode.

All three have been conceived for use on public roads and can be individualised in a separate Individual driving mode.

At the circuit, Race Plus engages an active aerodynamic function that deploys the spoiler at a pre-determined angle for added downforce, automatically lowers the suspension, and provides what AMG describes as “special performance management” of the drivetrain.

Strat 2 (a name derived from the Strategy 2 setting on Mercedes-AMG’s F1 car) takes it all one step further, with even more extreme aerodynamic settings, a firmer suspension tune and full power from all power sources.

On top of all this, there is also a charge button. It allows the driver to supplement brake energy recuperation with charging of the battery via the combustion engine.

Underpinning the One is race-grade pushrod suspension in a five-link design both front and rear, each with transversely-mounted dampers, adjustable struts, and wheel bearings with ceramic ball bearings for a reduction in friction over more conventional steel bearings.

The driver can choose between Comfort and Sport settings in Race Safe, Race and EV modes – which also offer a lift function for the front axle – and between Sport and Sport+ in Race Plus and Strat 2 modes, in which the hydraulic suspension is automatically lowered by 37mm at the front and 30mm at the rear.

The traction control system, meanwhile, offers no less than nine stages of engagement.

The Brembo-developed brakes use ventilated and drilled carbon-ceramic discs. They measure 398x38mm with six-piston calipers at the front and 380x34mm with four-piston calipers at the rear.

The interior of the One is trimmed in a combination of synthetic leather and carbon fibre.

The thin, non-adjustable seat squabs are mounted directly to the floor of the monocoque, placing the driver and front-seat passenger as low as possible in an inclined position with your hips positioned below the height of your feet. The seat backs offer two stages of adjustment at 25 and 30 degrees.

The airbag-equipped F1-style steering wheel, with shift lights, a rotary controller for the driving modes, traction control and spoiler settings, as well as the pedal box also offer a good deal of adjustment.

Two rectangular digital displays – one for the instruments and another for car data and infotainment functions – are mounted to the dashboard.

Air conditioning and electric windows are both standard, as is a digital rear-view mirror, which operates via a rear-mounted camera in the absence of a rear window. A central storage compartment houses two USB-C ports.

There is no provision for luggage storage, though smaller items can be stored behind the seats and above the centre console.

Overseas customer deliveries of the 2022 Mercedes-AMG One are due to commence before the end of this year.

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