2024 BMW X2 M35i xDrive First Drive: A Better Basic Sporty Bimmer?
BMW upsizes its entry-level sporty SUV, adding power and performance.
Let's play a game. Chunky two-box bodywork? Check. All-wheel drive? Check. High ride height? Check. Yep, the 2024 BMW X2 M35i xDrive checks all the boxes, but don't you dare call it an SUV, insist BMW insiders. They say the all-new, second-generation X2 is an "SAC," a sports activity coupe.
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That's the same sort of semantic shenanigans Ferrari likes to play with its two-box, all-wheel drive, high-riding Purosangue. True, the X2's fastback profile makes it look kinda, sorta coupelike compared with the mechanically identical X1 M35i compact SUV launched last year. But if Lamborghini calls its snarling, supercar-quick Urus an SUV, then BMW's fast and sharp new X2 M35i xDrive is one, too.
The X2 M35i xDrive is top dog in a two-model X2 lineup that goes on sale in the U.S. in March. The entry-level model, the $42,995 X2 xDrive28i, packs a 241-hp, 295-lb-ft punch and will sprint from 0 to 60 mph in 6.2 seconds on the way to a 149-mph top speed (if you order it with summer tires).
The M35i model, which starts at $52,395 (all prices include destination) has the same powertrain and driveline as the xDrive 28i. But its 2.0-liter turbocharged four-cylinder engine has been tweaked to pump out 312 hp (torque remains the same at 295 lb-ft) which, combined with shorter ratios in the seven-speed dual-clutch transmission, brings the 0-60-mph acceleration time down to a claimed 5.2 seconds and boosts the top speed to 155 mph despite a 37-pound increase in weight.
The first-generation X2 was launched in 2018 as a sportier alternative to the X1 SUV. It was built on BMW's UKL2 architecture, which also underpinned the previous-generation X1 and the Mini Countryman, and BMW sold more than 380,000 of them worldwide. The new X2 is built on BMW's FAAR-WE architecture, which not only allows for internal combustion engine (ICE), plug-in hybrid (PHEV), and battery electric vehicle (BEV) powertrains, but has also allowed a generous increase in size.
Like the new X1 launched last year and the recently revealed Mini Countryman, which also are built on FAAR-WE, the 2024 X2 is bigger in every dimension than its predecessor. Overall length is up by a hefty 7.1 inches, width has increased by 0.8 inch, height by 2.9 inches, and the wheelbase is 0.9 inch longer. The previous X2 was a tight fit for rear seat passengers, but the new model offers an inch more kneeroom, and with all the seats in use, the new X2 can haul 25.3 cubic feet of cargo. Fold the 40/20/40 split rear seatbacks flat, and usable load space increases to 51.7 cubic feet.
A Less Aggressive Look
The previous-gen X2 was shorter and lower than the previous-gen X1 on which it was based. The 2024 edition is still lower overall, by 2.0 inches, than the current X1, but it's now 2.1 inches longer. As a result, it doesn't exude the same snarky hot-hatch-on-steroids vibe of its predecessor; indeed, despite its menacing grille and sweeping C-pillars pulled inward to accentuate the hips over the rear wheels, the 2024 X2 looks a more conservative design.
Numerous external styling tweaks differentiate the X2 M35i from the XDrive28i. They include a new front splitter, a kidney grille with horizontal bars and illuminated frame, an M-specific rear spoiler, a quad outlet exhaust, and M exterior mirrors. Standard wheels are 20-inchers, but 21s are available as an option.
Inside, the X2 M35i features an M leather steering wheel with M-specific paddle shifters. Alcantara graces the dash and doors. M sport seats with a backlit M logo are available as an option. The dash includes BMW's curved display, which consists of a 10.25-inch instrument panel and a 10.7-inch touchscreen co-located behind a continuous glass surface that curves toward the driver.
The display's graphics and functions are controlled by BMW's Operating System 9. The touchscreen continuously displays the navigation system's map view or other individually configurable graphics, with function icons in a vertical arrangement on the driver's side of the display. Drivers can switch icons with a vertical swipe on the screen, the iDrive QuickSelect feature allowing the function selected to be activated directly without having to enter a submenu.
The software can be upgraded via over-the-air updates—with more than five million vehicles on the road, BMW says it has the largest fleet in the world with upgradeable software—and it supports BMW's new Digital Premium package. Among other things, this enables in-car audio and video streaming and even multi-player gaming via BMW's partnership with gaming platform AirConsole, whose system enables users' smartphones to be used as controllers.
New Hardware > New Software
Playing with the software might be fun for some, but we'd rather play with the hardware, thanks. And it doesn't take many miles behind the wheel to understand two things about the X2 M35i: One, it drives pretty much how you'd expect a compact BMW with a transverse-mounted turbocharged four-cylinder engine, all-wheel drive, and big wheels and tires to drive; and two, the new X2 feels more grown up than its predecessor. Both of these things are good.
The 2.0-liter turbo, which in M-spec boasts a stronger crankshaft, an optimized oil supply system for the pistons, main bearing shells and caps carried over from the latest-generation six-cylinder engines, and variable valve timing, makes its 312 hp from 5,750 rpm to 6,500 rpm and its peak torque of 295 lb-ft from 2,000 rpm to 4,500 rpm. As those numbers suggest, the engine feels strong and punchy in the mid-range, thrusting the 3,840-pound M35i out of turns and along straights with casual efficiency.
Left to its own devices, the seven-speed dual-clutch transmission feels smooth and concise, especially in Sport mode, where it will downshift pretty much right when you want it to on corner entry and hold the lower gear even if you lift off the gas slightly to tuck the nose tighter into the apex of a turn. Despite its all-wheel-drive powertrain, the X2 M35i feels like a front-drive car, not the least because 57 percent of its weight is supported by the front axle, and the drivetrain is programmed to send torque to the rear wheels only on demand.
The new X2's suspension follows the basic design philosophy of the previous model. That said, every component of the front axle has been developed almost completely from scratch to deliver new kinematics and increased rigidity to help turn-in response and steering feel. The caster offset has been increased by some 15 percent over the previous model to improve steering feedback and straight-line stability. The multi-link rear axle is more rigidly located to ensure precise control of the rear wheels under cornering loads. The M35i comes equipped with M-specification suspension that includes adjustable shocks and drops the ride height by 0.6 inch compared with the XDrive 28i.
Our tester, which rolled on 20-inch wheels with Pirelli P Zero 245/40 summer tires, responded crisply to commands from the helm and gripped nicely even on sections of road soaked by violent passing rainstorms during our test drive in Portugal. Even so, despite a steering ratio 6 percent quicker than that of the entry-level xDrive28i, the dialog from the front axle wasn't quite as detailed as you'd expect from an M-badged BMW, in part because of the clumsy, thick-rimmed steering wheel. And we noticed some torque steer while accelerating hard over uneven road surfaces.
The ride is firm, even in the default drive mode, let alone the stiffer Sport settings, with road heaves initiating lots of rapid vertical motions. We'll wait until we sample it stateside, but our experience in Portugal suggests the M35i will feel busy over the joints on concrete freeways. That said, even with all the M-spec hardware, this new X2 rides more quietly than the old xDrive28i on low-profile summer tires, especially at lower speeds, and its longer wheelbase and wider track make it feel more composed on second-rate roads.
The X2 M35i comes standard with BMW's M Sport brakes. Our tester was equipped with the optional M Compound brake setup with four-piston calipers clamping 15.2-inch drilled discs at the front and single-piston calipers acting on 13.0-inch discs at the rear. This lighter, higher-performance system delivered strong, consistent braking performance with good pedal feel.
Although it's significantly bigger than the model it replaces, the 2024 BMW X2 M35i xDrive is still a compact and agile performance SUV that's fast and fun to drive. And it seems, at first glance, to be in a class of its own. The Mercedes-AMG GLB35 has similar power and performance but is a bigger and blockier, more conventionally styled compact SUV, and Audi doesn't offer the 394-hp, 354-lb-ft RS Q3 in the U.S. But the BMW does have one not-so-obvious rival. One, ironically, made by BMW, with virtually identical hardware under the skin. And, no, it's not the $50,895 BMW X1 M35i.
If you're not fixated on buying the BMW badge, the new Mini John Cooper Works Countryman is arguably the thinking person's alternative to the X2 M35i. For $4,500 less you get the same powertrain and performance, wrapped in arguably more modernist sheetmetal and with a more striking interior. True, the BMW's engine feels a tad punchier and the steering a touch sharper, but the Mini's suspension has less impact harshness and offers a better low-speed ride. Of course, BMW is betting most of its customers won't think to cross-shop a Mini.
I can’t remember a time when I wasn’t fascinated by cars. My father was a mechanic, and some of my earliest memories are of handing him wrenches as he worked to turn a succession of down-at-heel secondhand cars into reliable family transportation. Later, when I was about 12, I’d be allowed to back the Valiant station wagon out onto the street and drive it around to the front of the house to wash it. We had the cleanest Valiant in the world.
I got my driver’s license exactly three months after my 16th birthday in a Series II Land Rover, ex-Australian Army with no synchro on first or second and about a million miles on the clock. “Pass your test in that,” said Dad, “and you’ll be able to drive anything.” He was right. Nearly four decades later I’ve driven everything from a Bugatti Veyron to a Volvo 18-wheeler, on roads and tracks all over the world. Very few people get the opportunity to parlay their passion into a career. I’m one of those fortunate few.
I started editing my local car club magazine, partly because no-one else would do it, and partly because I’d sold my rally car to get the deposit for my first house, and wanted to stay involved in the sport. Then one day someone handed me a free local sports paper and said they might want car stuff in it. I rang the editor and to my surprise she said yes. There was no pay, but I did get press passes, which meant I got into the races for free. And meet real automotive journalists in the pressroom. And watch and learn.
It’s been a helluva ride ever since. I’ve written about everything from Formula 1 to Sprint Car racing; from new cars and trucks to wild street machines and multi-million dollar classics; from global industry trends to secondhand car dealers. I’ve done automotive TV shows and radio shows, and helped create automotive websites, iMags and mobile apps. I’ve been the editor-in-chief of leading automotive media brands in Australia, Great Britain, and the United States. And I’ve enjoyed every minute of it. The longer I’m in this business the more astonished I am these fiendishly complicated devices we call automobiles get made at all, and how accomplished they have become at doing what they’re designed to do. I believe all new cars should be great, and I’m disappointed when they’re not. Over the years I’ve come to realize cars are the result of a complex interaction of people, politics and process, which is why they’re all different. And why they continue to fascinate me.Read More