Producers of volume products, even today, when very few secrets exist anywhere, carry out their research, develop their new line and, as much as feasible, exorcise all stumbling-blocks to its future success, before selecting an appropriate date in the calendar that (hopefully) does not clash with its rivals’ best intentions. Then, the big reveal takes place…and a cynical market responds with, “Oh yeah…we were expecting that!”.
Much the same could be said of the latest X2 from BMW. As the latest addition to BMW’s line-up of even-numbered variants, it sits contentedly one step up from X1, as a supplement to the progressively larger X4 and X6 models. When BMW divided its model lines into ‘odds’ (the ‘ordinary’ models intended for company car and regular family buyers) and ‘evens’ (the sportier, more coupe-like models…ahem…intended for slightly more dynamic company car and family buyers), it possessed valid reasons for doing so.
For a start, its key rivals in the sector that became regarded as ‘premium’ were seeking to create fresh niches in the new car scene. The art of platform-sharing is such that what lies beneath each fresh body design means that a raft of new versions can be created that allows cost-effective new model development and introductions. However, managing consumer expectations is probably the single most important criterion, because without customers, notably of an aspirational type, any new product launch could be determined as both costly and wasteful.
Despite dimensions that make the X2 2cm shorter and 7cm lower than an X1, it shares its closest relative’s wheelbase. The end result is a more hunkered-down and engagingly coupe-ish alternative, presenting the usual BMW identifiers of minimal body overhang, both fore and aft, while incorporating the signature radiator ‘double-kidney’ grille and the renowned ‘Hofmeister kink’ outline to the rearmost side windows. However, even traditional styling cues have been updated most subtly. You need to look closely but, for the first time, the base of the ‘kidneys’ is wider than the top, which has the effect of making the car look sleeker and broader.
While only one engine is available from the outset (the line-up will be expanded in due course), there are the customary BMW trim levels: SE, Sport, M Sport and the more recent M Sport X and list prices start presently from £33,980 (not included your FCD discount). Although 17-inch diameter alloy wheels are the standard offering at entry-level, no less than ten optional designs and rim sizes are available, with the M Sport variants riding on 19-inchers, having 20s available as an option.
It is very difficult for BMW to stick too rigidly to the ‘evens’ attribute of a coupe roof-line, because it still needs to offer space for up to five occupants and the abbreviated body does create a slight compromise. Yet, the X2’s drag coefficient is still an impressive 0.28Cd. Naturally, the higher up the X2 range you reach, the better is the interior quality, although the ‘base’ offering is still of exceedingly high merchantable standard, with contrast stitching on the dashboard, within which is sited the typical, nacelle-mounted twin main and twin supplementary dials, with their evergreen clarity.
Driver-focused integrity has long been a BMW attribute and you can hop from one model to the next, up and down the ranges, never to feel lost or incapable of starting the car and conducting it with anything less than a sense of total confidence. It is what makes BMW cars so inspiring and acts as a primary safety tenet from which all of its rivals could benefit. Interestingly, a multi-colour mood lighting aspect that has featured on the BMW Mini for several years, now makes it way into the X2, factoring-in a sense of fun, without denigrating the overall elegance. Its fine LED illumination circumnavigates the interior.
The solitary launch engine is the 187bhp version of the firm’s first-rate 2.0-litre turbo-diesel. Known for its low CO2 rating, in this case emitting a modest 121g/km, allied to an impressive Official Combined fuel return of 61.4mpg, it is not short on verve. In fact, it can despatch the benchmark 0-60mph dash in a cool 7.4s, before hitting the stops at 137mph, thanks to a substantial 295lbs ft of torque. Considering that this engine drives through an 8-speed automatic transmission that sends power to all four wheels, using BMW’s refined xDrive system, the performance figures are very impressive for a car that weighs 1.6-tonnes.
Of course, diesel, despite the cleanliness of BMW’s well-engineered power units, is suffering from ‘bad PR’ at the moment and, regardless of the efficiency of BMW’s drivetrain, some owners will prefer front-wheel-drive and petrol, which will also introduce a lower cost, three-cylinder option that aligns the new model to the X1 range. Those variants will join the range later in the year.
BMW has never been shy of its on-road prowess and drivers of the X2 will be able to thrill to reactive and surgically accurate steering, while the overall body control is exemplary. Of course, a range of electronically adjustable driving modes is accessible but, in default state, the ride quality is firm but avoids being fidgety. In fact, the X2 possesses a very sporting but compliant ride that encourages driver engagement and makes the car immense fun to pedal along twisty roads. Grip levels are high, even on the standard wheel and tyre set-up, which affords the car a hot hatchback dynamic balance that is tremendously alluring.
If anything, BMW is proving a point that makes a ‘crossover’ more appealing than a conventional hatchback. Whether this will lead to rationalisation of its model line-up remains to be seen but I can perceive the X2 generating a strong customer following, for reasons other than mere fashion.
