2020 BMW X1 vs Honda CR-V

What's the difference?

BMW’s X1 won me over mainly because of its raucous engine, signature handling, and suspension characteristics.

It is perhaps a little harsh for some family drivers though, and still has some notable spec omissions this far into its lifecycle. So, keep these factors in mind when considering it against its premium competition, particularly given there are some serious rivals arriving in the coming months.

The Honda CR-V VTi-L7 is a really nice midsize family SUV let down by a lack of active safety equipment. It has been disappointingly left behind its competitors on that front, and while it isn't “unsafe”, you need to know that rival SUVs offer considerably better safety gear than it, and that could be enough to sway your decision.

A shame, really. Because otherwise it's fairly brilliant.

From the outside, the X1 totally owns the BMW design language. It somehow comes together so well over the frame of a small SUV, from the traditional BMW double kidney grille, to the chiseled LED headlights, squared-off profile, and cleanly resolved rear.

It’s miles better than its first-generation X1 predecessor, at least from the outside.

I found the inside to be a mixed bag. I liked the seats, steering wheel and multimedia system, but it just doesn’t feel cohesive.

It’s like a bunch of parts have been plucked off the shelf and  shoved together. It has a strangely compact dash cluster from the outgoing 2 Series, but at the same time, the brand’s latest touchscreen, as well as a collection of old-looking controls on a cascading dash which for some reason eats an uncomfortable amount of the front occupant’s space.

It’s been made to work together, but still feels a little chaotic. Like parts and buttons have just been plastered all over. This extends down to the centre console, where BMW gives you the option of controlling the media suite through a dial and buttons.

All the fittings are undeniably quality though, with everything from leather-clad surfaces to switchgear all having a solid, satisfying feeling. The feeling of this car being more expensive for a reason. There’s also an abundance of padded surfaces, and comfortable seats in every position.

The fact that Honda can somehow squeeze seven seats - with room for seven actual people - into a body this compact is a testament to the brand's clever packaging philosophy.

The CR-V dimensions don't chance whether you're buying the five-seat or seven-seat model. It measures 4596mm long (on a 2660mm wheelbase), 1855mm wide and 1679mm tall. For reference, the length of a CR-V is more than a ruler shorter than a Toyota Corolla sedan. That's truly amazing considering there are seven seats in here.

Of course that comes down to the tall, square body of the CR-V, which - unlike some competitors - is unashamedly focused on practicality.

The interior design is a key part of that focus, and the CR-V has some things are dreamy for parents and grandparents - like rear doors that open almost to right angles, allowing for very easy access to the back seats (but could also lead to unintended door dings in car parks if enthusiastic youngsters fling them open with force).

There are also five child seat attachment points for the rear five seats. The third-row features top-tether only points, which are off to the side of the boot so you still have usable cargo space with the rearmost seats in play.

But on the flipside, the top-tether points for the second row are located in the ceiling of the boot area, meaning you have to run straps through the head-space of the third row to secure the seats in place, essentially rendering that back row as unusable if the second-row is kitted out for kids seats. Of course there are dual ISOFIX outboard anchors as well, but Australian legislation requires top straps be fitted in addition to ISOFIX.

The X1’s hidden trick is in how big its interior space is.

It’s voluminous – or as Richard Berry pointed out in his 2018 review of the pre-facelifted X1 – it has more head and legroom than an X3 and almost as much luggage space.

Impressive, right? Especially for something which is quite a bit smaller when it comes to its exterior dimensions.

A lot of that is down to the X1 sharing its platform with space-efficient and predominantly front-wheel drive Minis. But there’s more, too!

The back seats are foldable and on rails, letting you choose luggage over passengers if need be. While this is pretty impressive, the X1’s 505-litre boot space is under threat.

Audi’s new generation Q3 offers 530 litres, while the incoming Mercedes-Benz GLB will offer 570-litres in five-seat form. If it’s boot space (or seven seats…) you’re chasing, it is worth factoring in to your premium small SUV decision making process.

The back seat, as already mentioned, has plenty of leg and headroom, plus dual USB ports and directional air vents on the back of the centre console.

Front seat occupants are pretty well treated, with some cool turbine-design cupholders in the centre, smallish trenches in the doors, as well as a large bin under the armrest. There are a selection of USB ports to choose from as well as a wireless phone charging bay.

Seat comfort is good all-round, although it took me a long time to adjust to the odd upright seating position which seems to be the only ‘right’ way to have everything adjusted, at least for my preferences.

I already covered off some of the third-row design considerations in that section, but how does that all translate to the space on offer?

I'm 182cm and I (just) fit in all three rows.

In the very back seats the headroom is the main issue. I struggled to fit in the back row sitting upright, my neck was cricked to the side in order to fit. But smaller adults or children shouldn't have too much of an issue back there, as the width, kneeroom and toe room was adequate for short trips. There are some bottle holders in the back, and there are rear air vents and a fan controller for those in the back.

Third-row access is decent, as the middle-row seats flip and tumble forward (60:40 split, with the smaller section thankfully on the kerbside). They also slide to allow access, but that might be difficult if you have a child seat fitted.

I can't stress enough how much having the top-tether points in the roof section will annoy you if you regularly use the third row. Many competitors have the top tether anchor integrated into the back of the middle-row seat, and they also have sliding functionality which is, quite simply, a better way of doing it.

In the second row, there's decent leg room, toe room and head room, even with a large sunroof. Amenities are good, with dual map pockets, a pair of directional air vents, a flip down armrest with a pair of cup holders, and bottle holders in the doors too.

And then up front there's exceptional practicality, with a huge centre console section with a secondary section below the cup holders. There's also a covered bin, plus another storage section in front of the cup holders below the high-mounted gear selector, big door pockets with bottle holders, and a pair of small storage slots either side of the gear selector box, too.

The steering wheel is nice and neat, the driver info screen is a fully digital affair - there's a digital speedometer, fuel readout, and trip computer. It takes a bit of learning to get the controls down pat using the steering wheel buttons, but there's a bit going on.

The media screen is a 7.0-inch touch-capacitive unit, which is getting to be on the small side by today's standards. It has the stuff you'd expect, though, with Apple CarPlay, Android Auto, Bluetooth, sat nav and digital radio all included. It's a bit of an old-school display and the menus are fine but not super intuitive, and the screen doubles as a display for the reversing camera and Honda's proprietary LaneWatch side-view system.

If you're wondering about charging, there are four USB ports (two front, two rear) and there's even a HDMI input. The sound system has eight speakers, and the quality is pretty good, too.

As for boot space or cargo capacity, there's 150 litres (VDA) of luggage space with all the rear seats in play - or enough for school bags or some shopping - and that increases to 472L in five-seat layout (suitcases, sporting gear, a pram - and maybe even all at once!). Fold down all the rear seats and you've got 967L of room to the window line, and a lot more if you dare load up above that line.

There's a movable rear floor section that gives you a level playing field if you need it when storing long items, and under the boot floor (and the third-row seats) there's even a full-size alloy spare wheel. Neat!

The Honda CR-V range - like most midsize SUVs - traverses a fairly broad price list. The cheapest CR-V you can get - the Vi five-seater - has a list price of just $28,290 (plus on-road costs), while the dearest is the VTi-LX five-seater at $44,290.

This model falls at the higher end of the range, with the VTi-L7 coming at a RRP/MSRP of $38,990 plus on-road costs.

So, what do you get for your money? The standard equipment list includes: a panoramic sunroof, power tailgate, auto headlights (halogen) with LED daytime running lights, dual zone climate control, electric driver's seat adjustment with memory settings, leather seat trim, paddle shifters, heated front seats, sat nav, front and rear parking sensors, a reversing camera, and 18-inch alloy wheels.

And look, you might be wondering if there is a cheaper seven-seat CR-V available - the answer is yes, and it's called VTi-E7. It costs $34,490 and is the only other seven seater in the CR-V range.

You still get all seven seats covered in leather-appointed trim, 18-inch wheels, electric driver's seat adjustment (no memory settings), the same media screen (but without navigation), and a manual boot lid, reversing camera and rear parking sensors. I'd recommend you buy the VTi-E7 spec if you really want a CR-V 7 seater, because the stuf the L7 adds is nice, but not really necessary.

Colour options include pearlescent finishes Passion Red, Platinum White and Crystal Black, as well as metallic options in Brilliant Sporty Blue, Lunar Silver and Modern Steel grey. The really good news is that all of the colour options (or color, if that's how you spell it where you're reading this) are free. Yep, $0!

No complaints here. With 170kW/350Nm on tap from a four-cylinder turbo-petrol, you can’t make the argument the 25i needs more power.

BMW has stopped short of saying there will be a faster M version of the X1, and there probably shouldn’t be, what’s offered here is more than enough. BMW claims the 25i will sprint from 0-100km/h in just 6.5 seconds.

The 25i is ‘xDrive’ all-wheel drive only and drives power to the wheels via an eight-speed torque converter automatic transmission.

This grade of Honda CR-V - like all but the base model - comes with a 1.5-litre turbocharged four-cylinder petrol engine.

Want to know engine specs? The power output is 140kW (at 5600rpm) and the torque figure is 240Nm (at 2000-5000rpm). Not quite a horsepower hero, but better than adequate outputs nonetheless.

As with all CR-Vs the gearbox is a continuously variable transmission (CVT) auto, which isn't to all tastes but is a good pairing with this powerplant.

The model you choose in the CR-V range will determine if it comes in two-wheel drive (2WD)/front-wheel drive (FWD) or all-wheel drive (AWD). This one is a 2WD.

Towing capacity is 600kg for an unbraked trailer, and 1000kg for a braked trailer for all seven-seat CR-V models (and, according to Honda Australia's site, that figure is "with seven seats occupied" - but the onus is on the driver to ensure the gross combination mass, or GCM, doesn't exceed 3300kg). Five-seat CR-V models offer 600kg unbraked/1500kg braked towing capacity. 

How much fuel you will consume will largely depend on how much the punchy engine will tempt your right foot, but the claimed/combined figure on the X1’s spec sheet is 7.1L/100km.

Despite enjoying the 25i more than I care to admit, my average fuel usage over a fairly representative ‘combined’ week came out as 7.9L/100km. Not bad at all.

The X1 requires mid-grade 95RON unleaded petrol and has a 61 litre fuel tank.

Claimed fuel consumption on the combined test cycle, according to Honda, is 7.3 litres per 100 kilometres. It has an eco mode (Econ, as Honda calls it) that dulls the throttle a bit and aims for better fuel use, and that mode was engaged the entire time for my test, as I didn't feel I needed extra engine grunt at all.

That was all the more impressive as I did more than 600km in the CR-V, most of which was highway driving (including a loop west over the Blue Mountains and back!), and bettered that claim, with 7.0L/100km displayed on test.

The X1 drives like a BMW – for better or worse.

There are some great attributes. The steering is a fantastic balance of weight and speed, the internal switchgear is all exactly the same as it is in the 2 Series sedan, and the suspension is firm, letting you feel every bit of the road.

That last one is possibly this car's worst attribute, though. While you’ll have an above average driving experience in the curvy stuff, the X1 is overly harsh for daily family duties.

I mean, seriously. I’m sure the average SUV buyer in this class is hardly going to be taking their kids to school via the Nurburgring every day.

If nothing else it’s a point of difference for the Bavarian SUV, and after a week you’ll be used to it. Those who do will be rewarded with one of the more engaging small SUVs on the market.

The engine proved to be distinctly punchy, impressing with its responsiveness and linear power delivery. It has a lovely (partially artificial) raspy exhaust note, to boot, which makes hopping behind the wheel all the more enjoyable.

It has some other quirks worth noting, too. I couldn’t get used to its oddly high and upright seating position, the front two seats seemed a bit narrow despite familiar BMW leather trim, and there was an undeniable heft to the whole product which made it lose its confidence when really pushed in the corners.

The X1 won me over, though. By the time I was handing the keys back, I did just want one more go…

As mentioned above, my drive time was largely out of town - but I was impressed, as always, with the CR-V in all situations.

It's such a competent mid-size SUV, one that is perfectly suited to family buyers who want a comfortable car that's quiet and easy to live with. I really think it is one of the best in the class in terms of balancing comfort and control. It's arguably more comfortable than a CX-5, Tucson or RAV4, and more controlled than a Forester, X-Trail or Outlander.

The suspension is well sorted, with a ride quality that is very well resolved, very comfortable for both the driver and passengers, and yet it still handles quite nicely too, with direct and enjoyable steering that is both quick to respond, and easy to judge. Some people might find it's a little too darty, but you get used to it - trust me.

The engine and transmission work well together, though the transmission can rob you of some of the joy of the turbo engine's thrust. The engine does offer a good dollop of grunt in Econ mode, you just need to get to the throttle detent (that section midway down the throttle travel where it goes from measured response to more urgent acceleration) to take advantage of it.

It's very refined, very quiet, and very impressive. I'd happily do long distance driving in a CR-V on a regular basis, and it's also adept at urban driving duties: it's easy to park, deals well with slow-speed bumps and lumps, and the drive experience is pretty relaxing overall.

Safety is where the 2WD versions of the CR-V fall down most dramatically. That's because no 2WD CR-V has any form of auto emergency braking, nor any of the clever advanced safety tech that you might expect for a family-focused SUV.

That might seem at odds with the car's ANCAP crash test score - it managed to get a maximum five-star rating back in 2017, when the criteria didn't require AEB to manage that feat.

As such, this 2WD CR-V (and all the other 2WD models in the range) are well behind the eight ball for active safety assistance. As mentioned, no AEB, no lane departure warning, no lane keeping assistance, no blind spot warning, no rear cross-traffic, no front cross-traffic, no rear AEB, no adaptive cruise control… the list of missing stuff is pretty long.

You do get Honda's LaneWatch system, a camera-based left-side monitor that acts like blind-spot warning, but it doesn't warn you, rather it only shows what is in your blind spot on the media screen.

There is a reversing camera, front and rear parking sensors, tyre pressure monitoring, electronic stability control, hill start assist, and six airbags (dual front, front side, full-length curtain - including third-row coverage).

The thing is, if you don't need seven seats, then you could get a much safer CR-V. The all-wheel drive VTi-S model, for instance, is cheaper than this VTi-L7, and gets AEB, lane departure warning, lane keeping assist, auto high-beam, and adaptive cruise. So you really need to consider whether seven seats is vital when making your decision.

BMW insists on a three-year warranty package, going so far as going on the record saying owners don’t want more (really… what kind of owner doesn’t want a competitive five-year warranty?). Regardless, it is the standard for cars in the premium segment, with the exception of Lexus which offers four years.

It would be nice to see premium automakers raise the game a little here, but the X1 is thankfully offered with a capped price servicing program.

Like other premium brands it is offered as a package at the time of purchase and covers five years of services. The 'Basic' program costs $1550, while the 'Plus' program comes in at $4420. The main difference between each program is whether wear items like brake pads, wiper blades, etc, are included.

Honda covers all of its new models with a five-year/unlimited kilometre warranty. That's par for the course these days, but the brand has dabbled in promotional seven-year warranty cover. Hit up the dealer to see if your purchase is eligible for this extended warranty.

And the company also has a capped price service plan, which runs out to up to 10 years. Service intervals are every 12 months or 10,000km, which is a bit more regular than most rivals (which have annual/15,000km intervals).

The basic cost per maintenance visit is $312, which is pretty affordable for this class of vehicle, but that is before you factor in some additional consumables such as the cabin air filter ($45, every 24 months/30,000km), brake fluid ($58, every 36 months), transmission fluid ($172, every 36 months/40,000km), air cleaner element ($55, every 60,000km) and spark plugs ($274, every 100,000km).

When it comes to roadside assistance, Honda offers all new car buyers five years of coverage (or seven years if you get a seven-year warranty plan).