I have always suspected – as I suspect most car lovers – that this growing spread of SUVs from traditional European luxury brands was in some way a forced marriage. As Marie-Antoinette married Louis XVI, so that Austria and France cease their hostilities for decades, there has always been money and a small heart. For example, one must think that while the Cayenne is – and now the Macan – that pays the bills, the soul of Stuttgart still belongs to 911. Ditto for Bentley and this awful, miserable Bentayga. And Rolls-Royce seems so shameful that he can not call his Cullinan a sporting aid, as if calling a ‘high-car’ makes the car the least taxing.
This antipathy can change. Jaguar, for example, has recently made really great cross-overs, which was about to be released because I-Pace was the tastiest. Admittedly, Audi has released polite sport beasts. And after years of producing some real horrors, BMW has figured out what might be the first sports-something-or-other vehicle – BMW insists on the appeal of its Crossovers Sports requirements, the usage word they use causes great anger. as the cutest of, well, sports scores.
The X2 is simply beautiful. This is a bit of a surprise to me because I always looked at the X4 and X6 as positive evidence that BMW’s designers had a serious case of aggressive passive hatred for all that amateur sports is.
The X2 seems to have been formed by a loving hand, attractive both by its profile and its details, consistent style from all angles. Although based on the X1 platform – shared with several Mini’s – the X2 is about 80 millimeters shorter and, more importantly, 70 millimeters lower. And with a slightly sloping roofline at the rear, he finally reaches the coupé-like profile that BMW is chasing all those years. There is a little love in the clean lines of the X2, not the illogical truck and coupage that the X4 and X6 are.
His sporty appearance is no illusion. Despite being based on a front-wheel drive platform – shared again with the X1 and various Minis – the X2, at least in the M version that I have driven, turns with the precision that has made a machine from BMW the ultimate training. There is a lot of feedback in the steering wheel, the roll is well under control (again, thanks to the M Sport X option for its stiffer springs) and just enough torsion torque from the standard AWD system in Canada to possibly complete the plot online. The most impressive thing is that the X2 actually seems eager to attack winding roads, yet another common but recently ignored attribute of both (and in the future?) Ultimate Driving Machine. Welcome BMW, but if you can also do a pre-driving SUV, you can apply the same magic to some of your once powerful sedans.
The 2.0-liter Turbo from BMW has grown up. No, it does not have the BMW Classic Six Rumbling Line. Neither his couple. But there is enough character and enough power – 225 hp and 258 lb-ft of torque – to invite at least some nonsense. It even gets a good fuel consumption – 9.0 L / 100 km despite my semi-constant sensation on the Twin Power turbo. It is a healthy little thing, perfectly adapted to the size and purpose of the X2.
Indeed, my only compliant powertrain has nothing to do with the engine, but the occasional restraint of the transmission to switch back. In the standard comfort mode there was a delay almost equal to that of Mercedes in response to throttle control as if the tranny did not want to go down too quickly, otherwise it would shake vulnerable passengers. Rock it for the sport and it was launched fairly quickly, but then kept all the equipment too long for a “reasonable” sporting ride. A combination of both, without the need for different institutions, would have been better.
Despite its crushed appearance it is anything but spacious like the so-called more utilitarian car (do not tell BMW that I used that word) X1. The front and rear legs are equally generous, the lower head of 70 mm, at least partially cushioned by the lower seats and there is enough space for the shoulders for four (three in the rear could push, however). The only serious defect compared to the X1 is that the payload has dropped to 611.6 liters with the seats up compared to the 767.4 liters of the X1. With the back seat down, there are 1.419 L against 1.662 X1. Nevertheless, it is even more than Audi and the towers on the 1,183 L that Mercedes GLA offers. I found it very accommodating of motorcycle parts and fitness equipment.
We all agree that the X2 should not be used off-road, right? I think the reason why the X2 works stylistically is that BMW has not even tried to have the illusion of off-road capabilities. The compromise with this stylistic honesty is that while, yes, the X2 is slightly higher – to facilitate entry and exit and that the driving position “commands” of the SUV apologists continues – there is still little monitoring on the ground. Moreover, at least in the shape I’ve driven, it rolls on a 40-inch profile 40-inch rubber that will probably burst when you see the first sharp rock in the country club’s parking lot. Perhaps this nickname Sports Activity Vehicle is not that bad.
The X2 is one of BMW, if not LE, that I would buy. It is larger than it seems, well equipped – although I would have liked an active cruise control for this price – and it is at least semi-practical. It is also sexy, does not cost an arm and a leg and it is just as fun to ride as any Bimmer on this side of an M2. As I said, imagine if BMW can do that – if it thinks – with an FWD crossover, imagine that the same focus was on something important.