BMW X1 Vs Lexus NX 350h Comparison

They grow up so fast. It’s a battle of two different takes on the small luxury SUV: the BMW X1 vs Lexus NX350h.

The BMW X1 rolled onto the scene right near the end of the aughts. Here was a tiny high-rider on the vaunted 3 Series platform, essentially a Touring with altered proportions. The sophomore effort migrated to a front-drive Mini platform, which offended “enthusiasts” but made plenty of sense given the sub-compact space it competed in. Now here comes X1 version 3.0, again on a front-biased platform but growing in size and premium feel, enough to challenge the next class up.

That class includes the Lexus NX, which enjoyed a move to a second generation just a year ago. Slightly smaller than the X3 with which it competes, the NX is one of our preferred front-biased choices in this crowded segment. It’s handsome, easy to drive, feels properly luxurious and—in the hybrid form here—is very easy on the wallet in day-to-day activities.

Has the X1 grown up enough to command a seat at the big kids table? Can the NX 350h’s fuel-sipping ways woo us? Managing editor Mike Schlee and I spent a week with both to find out.

X1: BMW is using its smallest SUV to bridge the gap between its traditional cabin design and the new-age space found in the all-electric iX. Want the best example of how exactly it’s doing this? Look no further than the door panels.

Schlee’s first comment is about the myriad materials that make up the door. “Textures, colors, and designs everywhere,” he says in his first note, adding “I like them, but they will not be for everyone’s taste.” We count two different black textures, the cream, the brushed metal, a sliver of LED ambient lighting, and the not-convincing-nor-offensive wood trim. On top of that, there’s one pattern on the Harman/Kardon speaker and another, different one below it. I’m with Mike in that I like it, but some folks might find it busy. It’s clear BMW is targeting a more youthful buyer with the X1. I specifically dig the angular door handles, though their placement can make it hard to close a door if you’re of a shorter wingspan.

The open-air center console is pure iX, and we like the volume of storage space it allows. That does mean that anything larger than a phone won’t fit in the cubby however, so it’s all visible to passersby. Extra points to the rollercoaster-style restraint bar for the wireless phone charger. Okay, it does still keep a distracting screen within (peripheral) view, but it also actually charges the phone consistently, which is far from a sure thing even today.

Front-seat comfort is high, with well-bolstered seats that offer plenty of thigh support. This X1 comes with BMW Active Seats, which subtly shifts the cushion sides to keep your buns from going numb. On long trips, it works.

NX 350h: The NX cabin is dominated by the enormous stand-up panel housing its touchscreen infotainment system. Look past that, however, and the typically tight Lexus fit and finish standards are apparent, in a cabin that is all classic luxury. The black wood trim is sharp, with the scalloping giving a greater sense of width, and the caramel leather is smooth. There’s much less going on with this design, but we like it all the same. And, like the BMW, the doors are of particular note here, though for a very different reason.

“I like the push button door handles,” says Schlee. He calls them “a classy touch,” though we’ll have to agree to disagree there. I find them awkward, and on more than one occasion they don’t fully unlatch. Lexus has told us, on separate occasions, that this is for ease of use and for safety, the latter tied to the safe exit assist feature. No matter what, I at least acknowledge that once fully unlatched, they open freely. Looking at you, Merc EQS doors…

The NX is the larger SUV here, but the tape measure tells a different story inside. Front headroom is tight at 37.1 in (942 mm), but at least there’s a sizeable moonroof to let light in. Seat comfort is typical Lexus-good, with solid lower-back support and a longer squab to keep taller folks comfy.

The second row technically has an additional inch of noggin space, but the curved roofline can make it feel tight for taller passengers. The NX also has less rear legroom (36.1 in / 917 mm). If you aren’t filling the second row up, the NX does have a better view out the back than the X1 and its tiny rear glass and giant central headrest.

The NX also loses out on the cargo space race, with quoted amounts of 22.7 cubic feet (648 L) behind the second row, and only 46.9 cubes (1,328 L) with it folded flat.

Bottom Line: Despite being the smaller vehicle, the X1 has the more spacious cabin and cargo hold, so if you’re a numbers person, it’s the winner. How that interior is trimmed is more a personal preference: those that want a more traditional take will find joy in the Lexus, and future-minded folks will gravitate towards the Bimmer.

X1: Honey, they’ve ditched the rotary dial!

It’s true: after over two decades, the vaunted iDrive controller is gone, making this an almost exclusively touchscreen-operated version of the latest iDrive 8.0 build. That takes some getting used to, if I’m honest: I like the dial, because it means no mucking up the screen, nor reaching out to poke and swipe. Oh well. This new UX is mostly easy to use, thanks to the left-hand menu, though I’m still not a fan of needing to bring up the climate control menu to use the heated seats. The number of general menu icons can be overwhelming at first, but it’s easy to customize the front page for your own most-used selections. Apple CarPlay and Android Auto are both standard and wireless. Again: rollercoaster phone holder!

Beyond that, the X1 has a fully digital instrument cluster that is familiar from other models. It allows for a decent level of customization, with different themes and central info options. The available head-up display is useful, as is the video augmented reality that uses the central screen to overlay navigation over front camera footage. BMW Drive Recorder and the 360-degree camera ensure any parking job is easy-peasy.

The Harman/Kardon sound system provides crisp tunes, though it seems the lower third of the volume range is essentially useless. You’ll want to pump it up.

The big miss is no adaptive cruise control, which should really be standard on every luxury car here in 2023. It’s part of the $1,700 Active Driving Assistant Pro package in the US, but isn’t even available in Canada. C’mon, BMW.

NX 350h: I’m still smitten with the new Lexus infotainment. Not only does it banish the old touchpad setup to the bin it belongs in, but it looks awesome, with a large, easy-to-read screen. Like the BMW, it has a left-side menu for easy navigation. There are issues that have become more apparent after the honeymoon period, however. It takes too many clicks to drop out of either Apple CarPlay or Android Auto, and there is a bit of input delay in the former. Hunting down trip information is needlessly convoluted, too.

That said, Lexus earns points for the sharp temperature controls, the always-visible climate menu, and the physical volume knob. Those who use terrestrial or satellite radio will beg for a tuning dial, however.

Even as the top trim, this NX 350h does miss out on a few features. Most noticeable is a head-up display, which can be had with other drivetrains. The rest of the kit list is pretty stacked, however: a clear panoramic view monitor (with cool see-through-the-car feature), ventilated front seats, a digital rearview mirror, digital key, 64-color ambient lighting, and a power-adjustable steering wheel.

Lexus doesn’t skimp on safety assists either. The full complement of Lexus Safety System+ 3.0 is here, with adaptive cruise control, lane keep assist, left-turn intersection assist, oncoming vehicle detection, and more.

X1: From launch, every X1 comes equipped with the same engine. It’s an updated version of BMW’s ubiquitous 2.0-liter turbo-four, now pumping out 241 horsepower and a stout 295 pound-feet of torque. Curiously, the X1 foregoes the usual ZF-sourced eight-speed auto for a seven-speed dual-clutch unit. North America only gets the X1 with xDrive AWD, as well.

For those looking for a more sporting drive—and indeed, a more BMW drive—this transmission is a good match. Responsive and capable of super-quick shifts, the DCT is a fun match for BMW’s torquey four. “The more fun vehicle to operate,” notes Schlee, “not just in a cornering sense, but in how effortless and responsive everything is.” Switch over to Sport mode and the X1 wants to hustle, the gearbox letting you explore the higher end of its rev range. Not that you need to; there’s power pretty much everywhere. Ease off and the X1 alters its attitude in kind; the engine is barely audible, and the transmission seamlessly shuffles to the highest ratio possible. The only fly in the dynamic ointment is that typical low-speed jerkiness inherent to DCTs. Paired with aggressive auto start/stop, it can sometimes harsh the X1’s mellow.

NX 350h: Like more than a few other Toyota and Lexus products out there, the NX 350h uses a 2.5-liter naturally-aspirated mill along with a pair of electric motors. The combined output is just one pony shy of the BMW at 240 hp; there’s no combined torque figure quoted. It sends this power through an electronically controlled continuously variable transmission (e-CVT). There is no physical connection between the ICE and the rear wheels; only an electric motor acts on it for the standard AWD.

First, the good news: the NX is great on fuel. Not as great as its official figures: the numbers are 41/37/39 mpg (5.7/6.4/6.0 L/100 km), but we actually hovered around 36 mpg (6.5 L/100 km). As in other models with this drivetrain, however, it doesn’t matter how you drive the NX, its numbers stay consistent. Thrash it and the NX still plays it cool—and it does it all on regular fuel, too.

The bad part is another common criticism with this drivetrain: it’s unbecoming of a Lexus. That buzzbox of a four-pot is fine in a RAV4 TRD Off-Road, but is uncouth in a luxo family vehicle. At highway speeds it quiets down, and there’s always ample power to get there, but every time the engine blares into life it chips away at the luxury feel.

Schlee also dings the NX for its refinement, or lack thereof. “I’m all for road feel coming through a vehicle, but the NX has a bit too much for this class,” he says. He also points out a vibration through the pedals and wheel when the ICE comes on-stream.

The Lexus’ steering is light and direct, making it easy to place on the road. In fact, it feels instantly familiar, which should be a win for anybody graduating from a car or even an older NX.

X1: BMW has kept the X1’s dimensions largely the same as before, with only slight stretches along most axes. Yet the more squared-off styling has resulted in a much more substantial presence. Say what you will about BMW’s current car designs, but the SUV lineup is generally pretty attractive. The X1 might be the best of them all, with a sharp shoulder line, squinting headlamps, and a kidney grille treatment that finds a balance between identifiable and caricature. There’s more than a hint of the upcoming flagship XM’s tail in the angular hatch design, too. We’d like the modest wheel design a lot more if it shared the faux-skid plate’s finish, however.

NX 350h: The second-gen NX fixed a lot of the original’s gawky proportions, specifically the malnourished underbite of the old, angled front bumper. The Lexus maw is arguably as identifiable as the BMW kidneys now, and the pointy headlights work well with it. We love Nori Green on any Lexus, and the spindly 20-inch alloys contrast nicely. There’s a dramatic tapering of the body as you approach the NX’s tail, however, and that makes it seem smaller than it is—but not in a good way. The passengers we had during the week were split on the tailgate treatment: some appreciate the spelled-out “L E X U S” badging, while others found it heavy-handed.

Bottom Line: You know how this goes: looks are subjective. The NX has classic Lexus proportions, though it almost feels like it blends in too well already. The BMW is edgier, but has fussier detailing.

X1: BMW keeps the trim walk of its smallest SAV pretty simple here in North America. There’s just one, starting from $40,095 ($47,470 CAD), including destination. Of course, this is a German car, so the options list is lengthy, allowing buyers to tailor the SAV to their own tastes. This Canadian-spec one comes reasonably box-ticked, with the Premium Enhanced Package ($6,250 CAD) and xLine Package ($1,350 CAD) being the main add-ons. Final tally: $56,715 CAD.

As is often the case with BMW products, there are a few detail changes between the Great White North and America. The closest equivalent US build is $47,695, including destination. It includes a handful of other features, like the odd interior camera.

(Eagle-eyed readers will note the wheels on this car are actually the M double-spokes, not the Style 867s that normally come with the xLine package. That’s because this X1 was swapped onto winter rubber.)

NX 350h: There are a whole bunch of flavors of NX, running from the simple NX 250 FWD ($40,705, $50,155 CAD with standard AWD), to the fancy NX 450h+ F Sport Handling AWD ($59,905 / $78,555 CAD as the F Sport Series 3).

In both countries, the NX 350h lands right around the middle, at $43,805 ($52,655 CAD). All prices include destination. This Canadian-spec model adds the Ultra Luxury package, the $10,800 CAD penultimate bundle on the trim walk. This is roughly analogous with the American Luxury Package ($7,450); it swaps out the digital key for the head-up display. Both countries get the bigger screen, pano moonroof, power tailgate, power steering wheel, and Intuitive Parking Assist.

A close US equivalent to our tester would run $53,975; our tester’s Canadian sticker is $63,455 CAD.

Bottom Line: The Lexus has more features, but not enough to make up for that price gap. The BMW wins here, but only slightly, as its safety suite is lacking.

As is so often the case with these comparisons here at AutoGuide, we see the value in both competitors. But calling it a tie is a cop-out, so a winner there must be.

Unfortunately for Lexus, that isn’t the NX. While it doesn’t look dramatically different than what came before, this second-gen model is a much stronger offering. Its key strengths are the wide range of available powertrains, its classically handsome interior, and a much-improved infotainment system. The hybrid NX 350h in particular has the advantage of excellent fuel economy, but it comes at the expense of refinement. Add in the oddly tight interior and high price, and even the pretty Nori Green paint can’t vault the NX to the top here.

The X1 has grown up, bringing with it newfound levels of refinement, an athletic drive, and personality. As contributing writer Evan Williams said in his first drive, it feels like a proper BMW now, and one we’d be happy to park in our own driveways. It wins this comparison.

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