The Tesla fightback starts here: the Germans create problems for the Model Y, as we pit the BMW iX1 vs Mercedes EQB vs TMY ⚡️
► Or has BMW or Merc toppled Elon?
Large cooling-air inlets in the sides of the front bumper, a rear apron clad with faux diffuser, 19-inch alloy wheels and other M trim titbits identify this BMW iX1 as the M Sport model. Overall, it’s a look that some might call typically aggressive, sharp-suited BMW styling; others might deem it an incoherent, shouty mishmash of slashes, creases, bulges and materials. You pays your money…
The bodyshell is almost entirely devoid of detailing, except for woeful panel gaps, and flush door handles in black to help you find them, even though they’re located exactly where you’d look for a door handle. Increasingly ubiquitous twin dashboard screens are housed in the high-tech equivalent of a pizzaiolo’s oven paddle; standard fare with a driver’s instrument binnacle and a central touchscreen for infotainment. It’s sad to see a track pad controller installed in the centre console, even if its haptic operation is better than most. Touch-sensitive dimples on the steering wheel also give control of the screens.
Having spent an eternity making it intelligible and intuitive to use, BMW has binned the iDrive controller. The company says this is because you’re close enough to the screen to touch it, so a console-mounted controller is superfluous. Um, this is not actually true unless you’re a gibbon. Those with a less simian reach will find themselves leaning forwards out of the seat to touch even the nearside of the screen. An ergonomic black mark, then, but score one for the bean counters.
The M Sport driver’s seat’s comfortable, albeit not quite as comfortable as the Merc’s. But the big fat M steering wheel rim isn’t. I’ve never warmed to it, even on cars where the performance merits the badge. Given there’s no driver’s instrument binnacle, the stuff you need to know – speed and range – is writ far too small on the screen; not legible out of the corner of the eye, so you have to look at it. And what’s with the element of the screen that shows you your environment, right down to traffic cones in roadworks? If someone approaches the car even that shows on the screen. But I don’t think the Tesla can differentiate between male and female forms.
The Mercedes offers three degrees of retardation available through the steering-wheel-mounted paddles, as has become the norm for EVs. I find the default mid setting a tad fierce for rural driving; slackening this off gives more of a freewheeling feel to throttle lift-off, in the manner of a standard automatic car.
The Tesla also offers three-step adjustable retardation, but insists that you use the touchscreen to change between settings, and will not allow you to do so unless the transmission is in Park. So you’ll need to pull over every time you enter an urban environment, unless you’re quick off the mark at traffic lights. Retardation at full strength does bring the car to a stop.
Alas, the Tesla’s ride quality is shocking; cart springs and concrete damping – right up there with a shopping trolley on corrugated iron, and the sound enters the cabin with a gusto that would impress even the Kodo drummers. Worse still, build quality is sufficiently suspect that the interior creaks and groans its way down the road like a galleon in a gale. The steering has a nasty stodgy quality top dead centre and then is instantly too quick and rather darty.
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