Crossover – Pulpaddict

Lexus RZ review

Luxury brand Lexus is a little late to the party with its first purpose-built electric vehicle. So, the question is – has the RZ been worth the wait?

Lexus is no stranger to electrification. After all, Toyota’s premium sister brand launched its first hybrid, the RX 400h, way back in 2005.

However, it’s taken until now for Lexus to introduce its debut pure electric car designed from the ground up – the RZ 450e – which sits between the mid-size NX and larger RX SUV models.

The RZ’s many EV rivals include the Audi Q4 e-tron, Mercedes-Benz EQA, Volvo XC40 Recharge, Kia EV6, Genesis GV60, Polestar 2 and Jaguar I-Pace.

Before I begin, let’s deal with the elephant in the room, because the RZ has been co-developed with the very similar Toyota bZ4X and Subaru Solterra EVs.

In fact, the RZ 400h is being manufactured alongside its cousins in the same plant at Motomachi, Japan, and they all share the same e-TNGA platform.

It may bear more than a passing resemblance to the Toyota and Subaru, but the RZ differs in some key areas.

The exterior has some uniquely Lexus touches. Its sharper front end features the signature spindle grille (now sealed), while its derriere features a light bar running across the width of the car and softer lines than the BZ’s rump.

Naturally, there’s also a more opulent, driver-focused interior with leather upholstery, heated front seats, dual-zone climate control and Lexus’s latest (and much improved) 14-inch touchscreen infotainment system, plus an optional double panoramic roof (which is dimmable and has a coating to reduce the heat it lets into the car) and 20-inch wheels.

So-called “radiant” heaters mounted at knee-level in front of the driver and passenger are another option. Unlike convection heating, they use infrared radiation to heat solid objects directly in front of them and Lexus claims they use around 8% less energy.

The RZ 450e has an all-wheel-drive layout as standard. Named Direct4, it features two electric motors mounted on each axle, and though it has the same 71.4kWh battery ((of which 64kWh is usable) used by its cousins, the front motor has been upgraded to deliver 201bhp while the rear remains unchanged at 107bhp, producing a combined 308bhp with a maximum torque of 321 lb-ft.

It’s swift, with a 0-62mph sprint time of 5.3 seconds, while driving range varies from around 245 miles (20-inch wheels) to 270 miles (18-inch).

The RZ has a maximum 150kWh charging capability, meaning a boost from 10-80% can take as little as 30 minutes when connected to a fast public charger. Naturally, it will also charge overnight using a 7kW wallbox.

Sounds good, but some rivals have ranges of around 300 miles, while the Kia EV6 and Genesis GV60 have a maximum charging capacity of up to 350kWh – that’s 10-80% in just 18 minutes.

On a more positive note, Lexus loves innovation and the RZ is a classic case. From 2024 there will be an option to ditch the traditional steering wheel and choose a butterfly-shaped ‘yoke’ instead.

Looking like something out of Top Gun, it also utilises Lexus’s new One Motion Grip steer-by-wire system. That means it has no mechanical link and no steering column between the steering wheel and driving wheels.

The system requires just 150 degrees of steering wheel rotation between straight ahead and full lock, eliminating the need for any hand-over-hand movements, and allows a better view of the instrument binnacle ahead. However, you also have to keep your hands at the quarter to three position.

I tried the ‘yoke’ version, as well as a regular wheel with a conventional electric power steering rack.

Given a few weeks to adapt, I think the quirks of the new steering wheel would become second nature. For instance, at low speeds, little movement is required for a lot of steering to the front wheels, making it easier to manoeuvre.

Higher speeds require more movement to apply less steering to the wheels for better stability. In practice, that change in ratio meant that my cornering wasn’t as smooth at higher speeds because the steering is so sharp and fast.

Frankly, I felt much more confident driving the RZ with a traditional steering wheel, though the yoke and steer-by-wire are not just a gimmick and many drivers will prefer the system.

My only other observation would be that the yoke’s diminutive stature means the stalks for indicators and lights are on the stubby side, while the regenerative braking paddles have been reduced to buttons.

When it’s available from 2024, a test drive in both versions would be highly recommended.

The steering is a talking point, but ultimately the RZ drives like a Lexus, which means it’s luxurious, smooth, refined and supremely comfortable.

Compliant over poorer road surfaces, it felt nothing but composed over our varied test routes. Hustle it in Sport mode and it stays nicely flat in faster corners and there’s no shortage of grip. Given its agility, you’d never know it weighs more than two tonnes. That said, the RZ is best enjoyed wafting along in the default Normal setting.

Unlike many EVs, the RZ’s brakes seemed fairly responsive and I liked the use of paddles behind the steering wheel to adjust the level of regen on the move.

Ultimately, the Lexus RZ ticks Lexus’s three Cs of confidence, control and comfort in all driving situations. Job done.

The cabin is a mixed bag. The design up front means it’s not quite a spacious as some other EVs because the centre console is solid and fixed. Puzzlingly, there’s not even a glovebox on the passenger side.

The good news is there’s plenty of head and legroom for three adults in the back and boot capacity is a healthy 522 litres, or 1,451 litres with the rear seats flipped. Note, there is no ‘frunk’ under the bonnet – the charging cables have to be stored in the boot.

There are three trim levels to choose from (Premium, Premium Plus and range-topping Takumi).

Priced from £62,600-£72,100, the entry-level Premium model comes with a generous amount of standard equipment including LED headlights, eight-way electrically adjustable front seats, a powered bootlid, leather upholstery, heated front seats, dual-zone climate control and Lexus’s extensive safety and driver assistance systems.

Move up the grades and other goodies such as a head-up display, 360-degree camera system, radiant heated front seats, a two-tone paint job and a Mark Levinson sound system are offered.

And a special mention for Safe Exit Assist (a Lexus exclusive) which prevents your door opening into the path of vehicles and cyclists approaching from the rear. Great idea.

Finally, if you choose an RZ you’re also buying into Lexus’s reputation for reliability and award-winning customer service.

Like all Lexus cars, it also benefits from an extended manufacturer warranty for up to 10 years or 100,000 miles, whichever comes first (as long as you service your car with Lexus).

What’s more, Lexus guarantees the battery will retain at least 70% of its capacity after 10 years. And given its long experience in battery technologies, the company believes the actual capacity at the point should be at least 90%.

Ultimately, the Lexus brand means a lot, which may trump the fact that some RZ rivals offer longer ranges, more power and engagement, plus quicker charging at a lower price.

Verdict: Striking, sumptuous, safe and sensible, the pure electric Lexus RZ 450e is a classy family-sized SUV delivering superb build quality and clever innovations. An impressive debut EV from a top-notch brand.

Lexus UK

Peugeot 408 review

We road test the rakish new Peugeot 408. It’s certainly got kerb appeal, but what’s it like to drive?

The all-new Peugeot 408 is marketed as a fastback. In fact, it’s more of a mash up of a hatchback, SUV-coupe and saloon.

Ultimately, what really matters is that when it comes to car design, Peugeot is on a roll. From the 208 supermini, to the 308 hatchback and 3008 crossover, there’s not a pug in the range (if you’ll excuse the pun).

The 408 is priced from £31,050 to £43,300, and this large family car sits taller than a saloon or hatchback and lower than an SUV/crossover.

You can choose between a conventional petrol or a plug-in hybrid, and both are paired with an eight-speed automatic gearbox, while a 100% electric version will join the line-up in the next year or so.

The 408 has a sleek, sloping roofline, giving it a coupe-esque profile. Up front, there’s a wide, imposing grille with body-coloured strakes, flanked by ‘lion’s fang’ daytime running lights and slim, mean-looking headlights.

The rear end sees a modest outing for Peugeot’s signature ‘lion’s claw’ rear lights and a chunky black bumper below. Overall, the 408’s derriere is not unlike a Lamborghini Urus, no less.

Inside, it’s much like the smaller 308 (which is no bad thing). So, as ever with Peugeots, the small steering wheel is placed below the digital driver’s display.

However, this ‘i-Cockpit’ design is not to everyone’s taste. I prefer to sit low in any cabin, and in the 408 I found the top of the steering wheel obscured the upper reaches of the instrument binnacle.

That said, it’s perfectly comfortable once you get used to the set-up and many drivers may prefer the generally slightly elevated driving position (compared to a conventional saloon or estate).

Elsewhere, the cabin reflects Peugeot’s push upmarket with quality materials, plenty of soft-touch surfaces and a satisfying weight to the doors. It’s all well finished too and the seats are comfortable and supportive.

The centrally mounted 10-inch i-Connect Advanced infotainment system is clear and slick enough, and I liked the row of i-Toggles (touch-sensitive, short-cut buttons mounted lower down), which can be configured as favourites. There’s also a row of physical switches below for essentials such as climate control. The infotainment system can also be updated over-the-air.

There’s no shortage of space up front or behind, though taller back-seat passengers may struggle for headroom, thanks to the sexy roofline.

When it comes to luggage capacity, the petrol version offers 536 litres, rising to 1,611 litres with the rear seats folded down. The plug-in hybrid delivers slightly less (471/1,545 litres) because the battery eats into the boot space.

The new Peugeot 408 is well equipped and there are four trim levels – Allure, Allure Premium, GT and First Edition.

Allure gets 17-inch alloy wheels, LED headlights, a reversing camera with rear parking sensors and part-leather seats, plus a 10-inch touchscreen with Apple CarPlay and Android Auto.

Allure Premium adds larger 19-inch alloy wheels, keyless entry, front parking sensors, adaptive cruise control, rear cross-traffic alert and long-range blind spot protection.

Range-topping GT cars get different 19-inch alloy wheels, a body-coloured grille and a sporty body kit. Inside, there are aluminium trims on the door sills, ambient lighting and green contrast stitching.

Limited-run First Edition adds goodies including 20-inch alloy wheels and a 10-way electrically adjustable driver’s seat with massage functions.

I tested both the 128bhp petrol and the more powerful of the two plug-in hybrid versions (178bhp and 222bhp).

This entry-level model utilises the 1.2-litre PureTech three-cylinder engine used extensively across the Peugeot and Citroen ranges.

It’s a punchy performer and seems swifter than the 0-62mph figure of 10.4 seconds. It tops out at 130mph, while economy is up to 48.1mpg and CO2 emissions are as low as 133g/km.

It may seem odd to power a relatively large car with such a dinky engine, but it works. Yes, it’s thrummy if you put your foot down, and it sometimes has to work a little harder than a bigger engine, but overall it’s an impressive unit perhaps best suited to urban environments.

The plug-in hybrid version we tested has a 1.6-litre four-cylinder petrol engine, paired with a 109bhp electric motor, producing a combined 222bhp.

The PHEV gets from 0-62mph in 7.8 seconds and goes on to a maximum speed of 145mph. In theory, it’s capable of up to 269.5mpg, but as with any plug-in hybrid, your economy will depend on many factors such as the length of your journey, whether you keep the battery fully charged, the temperature and how your drive.

Just as importantly, the 408 PHEV offers up to 40 miles of electric-only driving, while CO2 emissions are as low as 26g/km, unlocking substantial tax savings for business users.

So, if your daily commute is around the 25-mile mark (in line with the UK average) and you can charge overnight at home or elsewhere, your visits to the petrol station could be few and far between.

The battery on both plug-in hybrid versions has a capacity of 12.4kWh and two types of on-board single-phase charger are available – a 3.7kW as standard, or an optional 7.4kW. Charge times are 3hrs 25mins and 1hr 40mins respectively.

There’s no doubt that the PHEV version offers the most relaxed driving experience overall and suits the 408 best.

There’s more power on tap, and naturally, it’s hushed in all-electric mode, while the switch from petrol to hybrid and vice versa is seamless.

That said, push on or select Sport mode and the 1.6-litre engine becomes a little more vocal.

The eight-speed automatic gearbox works well too, only occasionally holding on to a gear for a tad too long.

The ride on both the petrol and hybrid versions is smooth and the car soaks up the bumps nicely.

The 408 has good road manners. It feels substantial, yet body lean is well controlled and there’s decent grip.

The steering is light and responsive, and the car is easy to manoeuvre. However, visibility out of the slim rear window isn’t great and I’d prefer a rear wiper.

The Peugeot 408 occupies something of a niche, so identifying rivals isn’t so easy. The Volkswagen Arteon Shooting Brake, Renault Arkana and Cupra Formentor, spring to mind, but its most obvious competitor is closer to home. The C5 X, from Citroen (Peugeot’s French cousin) is very similar, yet cheaper.

Verdict: The all-new Peugeot 408 manages to strike a balance between economy, comfort, practicality and sportiness. Safe and well equipped, it has a classy feel and oozes kerb appeal.

Peugeot UK

Nissan Ariya review

We road test the distinctive Nissan Ariya mid-sized electric SUV…

It’s taken Nissan more than 10 years to follow-up the game-changing Leaf with a brand new EV model. So, is the Ariya as good as it looks?

Let’s start by going back to basics. The Ariya (we think it’s pronounced ‘Arr-Ee-Yah’) is a mid-sized five-door SUV, so its rivals include the Hyundai Ioniq 5, Kia EV6, Skoda Enyaq, Volkswagen ID.4 and Tesla Model Y.

First impressions count and two things stand out. Its futuristic looks are like nothing else on the road, while its plush interior is a real step-up for Nissan.

There’s a choice of two battery sizes- a standard 63kWh unit or the ‘extended range’ 87kWh, which Nissan claims can travel 250 miles and 329 miles respectively from a full charge.

Starting at £46,145, entry-level models use a single electric motor to power the front wheels, producing 214bhp (63kWh) and 239bhp (87kWh).

All-wheel drive versions (marketed as ‘e-4ORCE’) get the larger 87kWh battery and an extra electric motor, delivering a total of 302bhp. However, range takes a hit, resulting in a claimed 285 miles.

The front-wheel drive 63kWh is capable of a 0-62mph sprint in 7.5 seconds and a top speed of 100mph, while the all-wheel-drive 87kWh has a 5.7-second 0-62mph time and can go on to 124mph.

Standard equipment is generous and there are just two trim levels to choose from – Advance and Evolve.

Entry-level Advance is fitted with full LED lighting, a heated windscreen, climate control, electrically adjustable and heated front seats, adaptive cruise control, a navigation system, 360-degree cameras and both Apple CarPlay and Android Auto.

Evolve adds a panoramic sunroof, a video-based rear-view mirror, ventilated seats, heated rear seats and a Bose sound system, among other features.

The extensive list of safety and driver assistance aids standard on all grades includes Intelligent Driver Alertness, Lane Keep Assist, Traffic Jam Pilot, Blind Spot Intervention, Intelligent Cruise Control, Full Auto Park and a 360-degree Around View Monitor. Extra goodies on the Evolve spec include Pro-Pilot Park and a Head-up Display.

The Ariya can be charged at speeds of up to 130kW (slower than some rivals such as the Kia EV6 and Hyundai Ioniq 5), meaning you can top up from 10-80% in around 30 minutes, while an overnight charge from a 7.4kW wallbox will take 10 hours.

Our 63kWh Advance test car looked stunning in Akatsuki Copper with a pearl-black roof. Somewhere between a traditional and coupe-styled SUV, it’s no shrinking violet and is on the tall side.

Up front, the large closed-off grille is flanked by sharp LED daytime running lights and headlights, while the swooping roofline leads to a full-width LED light bar at the rear of the car.

Inside, it’s smart and minimalist. Stylish wood-grained trim spans the width of the dashboard and it has a premium feel.

Touch-sensitive controls with haptic feedback are hidden within the trim, illuminating when the car is switched on. More of these ‘buttons’ are conveniently placed on the sliding centre armrest, which can be moved via the press of a button to provide additional foot space in the front or the rear.

The Ariya’s infotainment system consists of two 12.3-inch screens, mounted side-by-side – a driver’s digital instrument cluster, plus a main infotainment interface complete with sat nav and Apple CarPlay and Android Auto functionality.

The cabin is spacious and light with plenty of room in the back for rear passengers to travel in comfort.

Single motor models get a decent 466-litre boot capacity (1,348 litres with the back seats down), reducing to 408 litres if all-wheel drive is chosen.

The overwhelming sensation on the road is of a relaxing driving experience. Not only is it comfortable and well insulted inside the cabin, it’s been well put together and the delivery of all that instant torque is smooth and quiet.

There are three driving modes (Eco, Sport and Normal), though we found the latter will do just fine. As you’d expect from Nissan, there’s also an e-pedal option, which winds up the regenerative braking and can bring the car to a halt simply by lifting off the accelerator.

It feels planted at high speed and on flowing country roads, but try to hustle in more challenging corners and its weight and height become more obvious. There’s a bit of body lean and 2.2 tonnes to slow down, which tends to blunt the driving engagement.

That said, grip levels are good, though as we found with our front-wheel drive test car, it is possible to spin the front wheels when setting off on loose surfaces and in the wet if you’re too heavy on the accelerator.

Otherwise, the steering feels nicely judged, and the commanding driving position offers good visibility (plus there’s a rear wiper, unlike some rivals!).

We haven’t tried the 87kWh all-wheel drive e-4ORCE model yet, but we suspect the increased grip, power and range (we’d estimate the real-world range in our 63kWh test car is closer to 200 miles) might be worth the extra expense.

Verdict: Safe, spacious and surprisingly classy, the Nissan Ariya family SUV boasts serious kerb appeal. Easy to drive and comfortable, it’s at its best cruising along stylishly and smoothly.

Nissan UK

Kia XCeed review

It’s time to get back behind the wheel of Kia’s popular XCeed compact crossover, which has just been treated to a facelift…

The XCeed is an important car for Kia in the UK, accounting for 10% of the South Korean company’s sales in the country during 2021, and more than half of all Ceed family sales over the same timeframe.

Just to recap, the XCeed is longer and taller than a standard Ceed hatch, and features a higher ground clearance and driving position, bigger wheels and a more rugged look.

The makeover brings a fresher exterior design, more kit and a new ‘GT-Line S’ trim level.

The design tweaks are subtle. Outside, there are updated LED head and taillights, a revised front grille and bumpers, plus new colours such as Sprint Green.

Interior upgrades are harder to spot, but apparently the lower portion of the instrument panel has been redesigned, with touch-sensitive buttons, dials and switches that control the audio volume, heating, and ventilation systems.

Meanwhile, the choice of engines is now between a 1.5-litre turbo petrol and a plug-in hybrid.

Priced from £23,395 to £32,995 for the PHEV, the XCeed line-up now consists of ‘2’, ‘3’ and ‘GT-Line S’ trim levels with GT-Line S replacing the old range-topping ‘4’ model.

Entry-level 2 grade comes with 16-inch alloy wheels, LED headlights, an 8.0-inch touchscreen with Android Auto and Apple CarPlay compatibility, and 4.2-inch driver instrument cluster. There’s also a reversing camera system, cruise control, speed limiter, a leather-trimmed steering wheel, plus safety systems such as collision avoidance assist and pedestrian/cyclist recognition.

The 3 adds 18-inch wheels, privacy glass and LED indicator lights on the door mirrors. Inside, there’s a 10.25-inch touchscreen, dual-zone automatic air conditioning, along with front seats that are heated and have electrical lumbar adjustment.

The range-topping GT-Line S gets a 12.3-inch driver’s digital display, plus a 10.25-inch central touchscreen. Other goodies include special 18-inch wheels, a bespoke body kit, a panoramic sunroof, black leather and suede seats that are heated front and rear, a powered tailgate, an upgraded JBL sound system and a wireless phone charger.

The interior is perfectly decent, but compared to newer Kia models, such as the Niro, Sportage and EV6, it looks dated up front where there’s a curvy instrument binnacle and separate centre touchscreen instead of the merged panoramic, dual 12.3-inch screens.

That said, the XCeed’s infotainment system is a perfectly good and intuitively laid out display, while the interior itself is well put together with plenty of soft-touch surfaces.

The driving position is comfortable and there are no complaints in the visibility department.

There’s ample space in the cabin for adults front and rear. Boot capacity is 426 litres with the seats up and 1,378 litres with them folded down, though the PHEV’s boot is smaller at only 291 litres (1,243 litres in total).

We tested the plug-in hybrid and petrol versions of the new XCeed.

The entry-level 1.5-litre four-cylinder petrol engined car (badged T-GDI) develops 158bhp and can sprint from 0-60mph in 8.7 seconds (top speed 129mph).

Economy is up to 44.8mpg, while CO2 emissions are 143g/km. Drive sensibly and 45-48mpg is quite possible.

The engine itself is punchy, but vocal when pushed. That said, it settles down nicely on the motorway, while the six-speed manual shifts well.

The steering is light and accurate, body lean is well controlled and overall the XCeed is agile and delivers a decent drive.

Some may find the suspension a little on the stiff side and it’s not the most sophisticated of rides on poorer surfaces, but it feels planted and it’s more dynamic than you might think.

The PHEV combines a 1.6-litre petrol with a 8.9kWh battery and electric motor (producing a combined 139bhp) mated with a six-speed dual-clutch transmission.

With a top speed of 99mph, it takes 10.6 seconds to sprint to 60mph and offers up to 30 miles in electric-only mode.

In theory it can return as much as 200mpg. The reality is that your economy will depend on your journey lengths and whether you keep the battery charged up.

Drive with the battery depleted on longer journeys and you’re looking at closer to 40mpg.

Crucially, especially for business users who get tax benefits, tailpipe CO2 emissions are just 32g/km.

The XCeed PHEV is generally more refined than its ICE (Internal Combustion Engine) sibling. The hybrid system itself is smooth and switches between petrol and electric, and vice versa, almost seamlessly.

It feels planted on the road and zips along surprisingly swiftly in Sport mode, while the six-speed auto box is particularly slick.

Yes, you heard right, the XCeed PHEV isn’t afflicted with a CVT gearbox like most plug-in hybrids, so no high-revving din under heavy acceleration.

More comfortable than sporty, spirited drivers will find body lean well controlled in more challenging corners.

It’s also worth noting that the XCeed PHEV can (unusually for a car of its size and type) tow a braked trailer of up to 1,300kg.

Verdict: The refreshed Kia XCeed is better than ever. Whether you go for a straight petrol or the plug-in hybrid version, it’s more comfortable than engaging, but still a great all-round package. Add the affordable price and generous seven-year warranty and it’s no wonder it’s been selling so well.

Kia UK

BMW X1 review

We road test the all-new BMW X1 – the ‘baby’ of the brand’s SUV family is bigger than before, and much better for it…

More than 119,999 BMW X1s have found homes in the UK since the model was launched way back in 2009.

Now it’s time for the third generation, and it’s a much improved proposition in every department.

Size is everything in the modern world and the new X1 is slightly bigger than its popular predecessor (53mm longer, 24mm wider, 44mm higher and 22mm in wheelbase), crucially delivering more space for passengers and their luggage.

So, just as the latest Volkswagen Polo is about the same size as the original Golf, the new X1 isn’t far off the Mk 1 BMW X3.

Sharing the same platform as the BMW 2 Series Active Tourer MPV, the overall shape of the Mk 3 X1 is chunkier with a greater road presence.

Up front, the large kidney grille is flanked by slim LED headlights. The side profile sports meaty wheel arches and fared-in door handles, while the rear boasts a pert tailgate, three-dimensional LED lights and underride protection.

Inside, the X1 features BMW’s impressive eighth generation iDrive operating system, which includes a 10.7-inch touchscreen infotainment system and a 10.25-inch driver’s digital instrument cluster.

The curved screen infotainment system is mainly operated via the touchscreen, voice commands and flush buttons on the steering wheel. There’s no longer a rotary controller next to the gear selector, which may annoy some, along with the general minimalisation of switches, buttons and dials.

Priced from £33,775, the new X1 is available with a range of petrol, diesel and plug-in hybrid engines (with an EV range of up to 57 miles), while a flagship all-electric iX1 variant joins the family in early 2023.

BMW expects 66% of UK sales to be pure electric, 14% PHEV and the final 20% split between petrol and diesel.

We had a brief test drive in a prototype iX1, but spent most of our time in the xDrive23i, which features a 2.0-litre four-cylinder petrol engine with 48V mild hybrid tech that makes 215bhp and is mated to BMW’s seven-speed Steptronic dual clutch transmission.

Taking just 7.1 seconds to cover the 0-62mph dash, it delivers a claimed 42.2mpg with CO2 emissions of 151g/km.

The top-of-the range iX1 EV costs substantially more, has a 64.7kWh battery producing 308bhp, a claimed range of up to 272 miles, and it can polish off the 0-62mph sprint in a swift 5.6 seconds.

We tested the AWD xDrive23i in xLine and M Sport trim levels (there’s an entry-level Sport too), and a posh piece of kit it is too, with BMW’s usual top build quality and classy materials.

There’s a commanding view of the road from up front (I would prefer the option of a lower seating position), visibility is good, though the reversing camera (standard on all models, along with front and rear sensors) comes in handy when manoeuvring thanks to the slim tailgate window.

A special mention for the infotainment system, which is slick and sharp, along with the clear head-up display and augmented satellite navigation system which overlays upcoming directions on the touchscreen via big chevron graphics.

Refinement levels in the cabin are impressive, there’s plenty of grunt from the petrol engine, which is only vocal under heavy acceleration, while the sweet-shifting gearbox cracks on effortlessly.

The M Sport comes with adaptive suspension, and frankly the difference is marginal. Overall, the set-up is on the firm side, which is noticeable on bumpier surfaces, but not uncomfortable.

The pay-off is that the X1 delivers a more dynamic driving experience. With an agile feel, body control and grip levels are good in more challenging corners – whether you’re in Personal, Sport or Efficient drive modes. Meanwhile, the steering is light and direct, making town driving a doddle.

It’s worth noting that the M Sport gets shift paddles and the left one activates the Sport Boost, which delivers an extra 19bhp of power (useful for overtakes).

Of course, the iX1 is the one to go for if you can stretch to £52,255 and you have a home charger. It looks just like its petrol, diesel and PHEV siblings, but BMW’s entry-level electric car is a real smoothie.

Faster than it really needs to be (there’s a Sport Boost function too), it’s whisper quiet (once you switch off the irritating Hans Zimmer ‘IconicSounds’ digital soundtrack) and easy to drive.

Despite the fact that it weighs around 400kg more than its ICE stablemates, the boffins at BMW have done a great job hiding it, because the iX1 is nimble and fun.

The iX1 we tested has two electric motors, one driving the front wheels and one the rears. Needless to say, there’s excellent traction and it feels nicely composed.

Whether you go electric or not, BMW’s baby SUV is a practical proposition with plenty of space inside the cabin and superb leg and headroom in the back.

Boot space varies according to the degree of electrification, but peaks at 540 litres for the petrols and diesels (1,600 litres with the 40/20/40-split seats folded).

Finally, the X1 is safe too. Awarded a maximum five stars by Euro NCAP, it’s packed with safety and driver assistance goodies as standard, including autonomous emergency braking (AEB), lane departure warning and speed limit assist, plus an additional centre airbag between the driver and front passenger seats.

Premium rivals include the Audi Q3, Mercedes-Benz GLA, Lexus UX and Volvo XC40.

Verdict: The latest-gen BMW X1 goes straight to the top of the class with its winning blend of space, technology, driving engagement and quality. If you’re looking for a classy, compact family SUV, the X1 should head your shortlist.

BMW UK