AUTONEWS

Most electric vehicle owners are those with higher incomes and higher levels of education

A joint study by the EHU-University of the Basque Country and the BC3 research center reveals that EVs are concentrated in households with high incomes, higher levels of education and located in urban areas, which highlights a social divide in accessing them. The study, published in Energy Economics, concludes that current government grant schemes do not address this inequality, and proposes linking grants to income levels.

Road transport poses a major challenge in the fight against climate change. Not only is it one of the sectors that emits the most greenhouse gases, but it is also the only one in which emissions are continuing to rise. In this context, the electrification of the vehicle parc has become one of the key strategies for decarbonizing mobility. However, Spain has one of the oldest vehicle parcs in Europe and, although the target is to reach 5.5 million EVs by 2030, currently there are barely 600,000, according to figures from the DGT (Spanish Directorate-General for Traffic).

In view of this situation, a study by the EHU researcher Mercè Amich analyzed the factors influencing the purchase of EVs at national level, as well as the effectiveness of the MOVES schemes, the main grant programs designed to encourage the purchase of EVs.

"We need to understand what is going on, because, at the current rate, the targets are not going to be met. In other parts of Europe, electric vehicle uptake is indeed proving successful. You don't need to go all the way to Northern European countries. Portugal, for example, is doing it much better.

"What we found in our study is that most electric vehicles are located in urban areas, in households with high incomes and a higher level of education. There is a significant social divide when it comes to acquiring electric vehicles, and current grant schemes are contributing to this inequality. Unless access to these technologies is made more widely available, climate targets are not going to be met," explained Amich.

According to the study, the factors that most influence the purchase of EVs are income, educational achievement and place of residence. "The higher one's income is, the more property one owns. It is in households with incomes well above the average that there are the most electric vehicles. Most electric vehicle owners have a university degree and live in large cities, particularly in Barcelona and Madrid," explained Amich.

The findings are novel, as they analyze, for the first time, real data on EV ownership. Until 2021, the information available was limited to surveys on preferences and did not reflect the population's actual behavior. That is why this research provides the first in-depth analysis of what is actually going on.

Socially and environmentally ineffective grants...Regarding the effectiveness of the MOVES grant schemes run by the Ministry for Ecological Transition, the EHU study concludes that these schemes are not achieving their purpose adequately. By analyzing property data alongside the regional distribution of financial support, the research team saw that government resources are neither reaching those who most need EVs, nor driving an effective renewal of the vehicle parc.

"We do not have any data detailing whether owners of electric vehicles took advantage of the MOVES schemes. But as there are so few of them on the market, we can be fairly certain that the data are linked. So if we match the information, we can see that the grants are being given to people who could afford an electric vehicle without them. This means that they are failing to change purchasing behavior, which is precisely the aim of this type of public policy," said Amich.

What is more, the findings suggest that many users are not replacing their internal combustion engine vehicles, but are instead adding electric vehicles to their arrays of vehicles, thus reducing the environmental impact of the grants.

Proposals for improving grant scheme design...The research includes recommendations to address the social and environmental inefficiencies of the grant schemes. For example, to promote more equitable access to EVs, the study proposes introducing an income threshold to be eligible for financial support, thereby ensuring that the grants reach those who need them most.

"Right now, a wealthy individual in Madrid looking to buy a Tesla receives the same level of support as someone who does not have as much money." A great deal of public money is being spent on subsidizing rather exclusive, expensive vehicles for very small sections of the population who most likely already have the financial means to make the investment. "There should be an income cap, as is the case with other types of support," said Amich.

From an environmental perspective, reviewing the requirement for older internal combustion engine vehicles to be sent to the scrapyard should be reviewed, so that electric vehicles do in fact replace the most polluting cars. This criterion had been included in some calls for proposals under the MOVES schemes, but was subsequently withdrawn.

Historically, electric vehicle (EV) owners have been concentrated in higher income and education brackets due to a combination of financial and structural barriers that make the technology more accessible to this group.

Here are the main reasons explained by recent research(below):

1. Initial Purchase Price (Accessibility Gap)...Although battery costs have fallen, the average price of a new EV remains higher than that of cars with internal combustion engines (ICE).

Financial barrier: The high initial cost acts as a filter, allowing only people with high disposable income to make the investment.

Market segmentation: Most models launched until 2024 focus on premium, luxury, or large SUV segments, which naturally attract wealthier consumers.

2. Infrastructure and housing...Charging logistics favor those with more resources and property.

Home charging: EV owners tend to own homes with private garages, facilitating the installation of home chargers.

Urban inequality: Residents of apartments in densely populated areas or renters (generally with lower incomes) face difficulties charging their vehicles at home, making EVs less practical for them.

3. Education and perceived value...The level of education is often a stronger indicator of adoption than income itself.

Information processing: People with higher levels of education tend to have an easier time understanding the Total Cost of Ownership (TCO), realizing that savings on fuel and maintenance offset the higher initial price over time.

Environmental awareness and innovation: Highly educated individuals tend to be early adopters of new technologies and demonstrate greater concern for climate goals, which drives a preference for sustainable vehicles.

4. Failure of incentive policies...Many government subsidies (such as tax credits) have no income limits, resulting in the use of public money to make luxury cars cheaper for those who could already afford them. This reinforces the concentration of technology in the upper classes instead of democratizing access.

Provided by University of the Basque Country 

PEUGEOT

Peugeot Concept 6 & Peugeot Concept 8

Peugeot returns to the Beijing International Motor Show, reaffirming its global ambition in one of the world’s most influential automotive markets. The show marks a strategic moment for the brand as it accelerates its transformation towards electric and intelligent mobility, combining French design, driving pleasure and advanced technologies.

At the show, Peugeot presents a vision of the future that combines French style, emotive design and cutting-edge electric and intelligent technologies. True to its brand promise “Serious about pleasure”, the brand continues to advance its global positioning, placing emotion, excellence and innovation at the heart of its transformation.

The brand demonstrates its commitment to delivering vehicles that are distinctive, desirable and enjoyable to drive, fully aligned with the expectations of a new generation of customers. As part of this vision, Peugeot is presenting two new concept cars in Beijing, offering a bold and tangible glimpse into the brand’s future.

These two concept cars embody Peugeot’s ambition to push the boundaries of design, innovation and intelligent mobility, while remaining true to the brand’s core values ​​of emotion and driving pleasure. More than design studies, they illustrate Peugeot’s ability to anticipate future customer expectations and shape a new generation of desirable, forward-looking vehicles for the Chinese and global markets.

Peugeot Concept 6...Concept 6 expresses a vision of a bold new generation of large sedans. Its feline silhouette combines the elegance of a sedan with the dynamism of a “shooting brake”, evoking Peugeot’s long heritage of grand tourer estates.

Elegant and sporty, modern and timeless, Concept 6 reflects a refined and emotional approach to design, displaying French charm and a strong sense of proportion.

Peugeot Concept 8...Concept 8 prepares the future of Peugeot’s large SUVs. Its pure and essential design suggests efficiency and aerodynamic performance, while its refined and powerful stance promises intuitive driving pleasure.

Sporty and generous in proportion, the Concept 8 heralds the next chapter of Peugeot's SUV ambitions, embodying power, space and dynamism.

Together, the Concept 6 and Concept 8 embody the brand's core values: sporty, agile and unmistakably expressive. In an increasingly uniform world, Peugeot opts for emotion, presence and meaning, favouring clarity over excess and character over noise.

Peugeot's participation at the Beijing International Motor Show underlines its determination to shape the future of mobility on a global scale. With China as a key pillar of its strategy, the brand is moving forward with confidence, drawing strength from its heritage while setting new standards for the future.

These new concept cars herald a new line of large sedans and SUVs, built in China for China and for export from China to Peugeot's overseas markets, as part of the brand's international growth plan. The cars will combine the best of Peugeot's design talent and driving dynamics, with the technological excellence of partner Dongfeng, which will manufacture the cars at its factory in Wuhan.

by Autonews

VW

Volkswagen Golf Hybrid & T-Roc Hybrid

Volkswagen has developed a new full hybrid drive that combines temporary electric driving with high efficiency and a long range. The new drive system is planned to be used in the Golf Hybrid and T-Roc Hybrid from the fourth quarter of this year.

The new hybrid models are not dependent on charging cables and charging infrastructure: the energy for the electric drive phases is recovered in these models through recuperation and by using the turbocharged gasoline engine in combination with a generator.

The new full hybrid system will be offered in two power levels (136 hp and 170 hp) in the future and offers reduced fuel consumption compared to a mild hybrid drive. Volkswagen will present details of the new drive system in Vienna, as part of the International Automobile Symposium (April 22-24, 2026).

The full hybrid drive offers numerous advantages: compared to the simpler mild hybrid, it allows a higher proportion of electric driving and therefore lower emissions and consumption values, as well as reduced fuel costs. Compared to a plug-in hybrid drive, the purchase costs of a full hybrid are lower and it does not require a charging infrastructure. Taking the Golf as an example, the new hybrid system can be identified under the designation “Hybrid” and fills the gap between the mild hybrid, which is already available as “eTSI”, and the plug-in hybrid. They can be ordered in the Golf under the designation “eHybrid” or as a sporty GTE. Volkswagen is thus using an even wider range of electrified drive systems, which allows it to offer the right drive solution for every usage scenario and every customer, in addition to the fully electric ID. models.

The new hybrid drive drives the front axle. Its core components are the hybrid module, the turbocharged gasoline engine (TSI) and the lithium-ion battery.

The high-voltage battery, matched to the hybrid drive with NMC cells and a capacity of 1.6 kWh (gross) typical for HEV vehicles, is integrated into the vehicle floor at the rear of both the Golf and the T-Roc.

Volkswagen has designed the interaction between the turbocharged petrol engine (1.5 TSI evo2), two electric motors and a high-voltage battery to achieve a good balance of efficiency, dynamics and comfort. The electric motor responsible for the drive power replaces or supports the turbocharged petrol engine in all those phases in which it offers additional efficiency. For example, the Golf Hybrid and T-Roc Hybrid therefore often run on electric power alone, which makes them very quiet when moving off, at low speeds and in city traffic.

The driver will be able to choose between three driving profiles in the new Golf Hybrid and T-Roc Hybrid models: Eco, Comfort and Sport. In the Eco driving profile, the maximum power of the system is limited to 70 percent and the boost function is deactivated in order to reduce energy consumption. The Comfort profile does not limit the system's power and allows boost. In the Sport driving profile, sporty characteristics are achieved by switching the drive to standard mode earlier, so that full power is quickly available.

Full hybrid system...The new full hybrid system was developed to operate without dependence on external recharging. The electrical energy used by the system is generated on board through energy regeneration (recovery) and by the combustion engine associated with a generator.

According to the manufacturer, this configuration allows for lower fuel consumption compared to mild hybrid systems. Compared to plug-in hybrids, the system has a lower acquisition cost and eliminates the need for recharging infrastructure.

The system operates on the front axle and consists of a hybrid module, a 1.5 TSI evo2 turbocharged combustion engine, and a lithium-ion battery. The hybrid module integrates two electric motors — one responsible for traction and the other for energy generation — as well as power electronics, differential, single-speed transmission, and an electronically controlled multi-disc clutch.

Also part of the system are an electric air conditioning compressor and an electric brake servo. The high-voltage battery uses NMC-type cells and has a gross capacity of 1.6 kWh, being installed in the rear of the vehicle floor.

The system's operation combines the combustion engine, electric motors, and high-voltage battery in an automated way, focusing on energy efficiency and adaptation to usage conditions.

In electric mode, the vehicle moves using only the electric motor at low speeds, with the combustion engine switched off. In serial mode, the electric motor propels the vehicle while the combustion engine operates decoupled, generating energy through the generator to power the electrical system.

In parallel mode, the combustion engine takes over the main propulsion from approximately 60 km/h, with the electric motor acting as support in situations such as acceleration.

Volkswagen recently unified the hybrid technology for the Golf and T-Roc, introducing a new full hybrid system (HEV). Although they share engines and technologies, the choice between them depends on your preference for a dynamic hatchback or a practical, elevated SUV.

Both models now feature the 1.5 TSI evo2 engine combined with two electric motors, allowing for temporary driving in 100% electric mode without the need for external charging (self-recharging).

Space and practicality...The T-Roc has an advantage in versatility and height, while the Golf focuses on aerodynamic efficiency and interior refinement.

Trunk: The T-Roc Hybrid offers approximately 475 liters (30 liters more than the previous model), surpassing the 380 liters of the standard Golf. In the Golf GTE (Plug-in), this volume drops to 273 liters due to the batteries.

Driving position: The T-Roc offers a higher view and facilitates access to the rear seats and the installation of child seats.

Dimensions: The new generation T-Roc has grown by 12 cm, offering more legroom compared to the Golf, especially for tall passengers.

Main differences in choice:

-Golf Hybrid: Ideal for those seeking a lower car with better handling and external charging options (PHEV) offering up to 132 km of electric range. It is the benchmark for interior finish quality in the segment.

-T-Roc Hybrid: Perfect for those who prioritize the SUV look, greater ground clearance to tackle urban obstacles (speed bumps and potholes), and a more generous trunk for family trips.

Autonews

AUTONEWS

Q&A: Expert discusses who's responsible when AI makes mistakes

What happens when artificial intelligence gets it wrong? From self-driving cars to medical tools, rapid advances in AI are raising new ethical and legal concerns.

University of Virginia professor David Danks is uniquely positioned to speak about what happens when AI fails. He joined the University in January with dual appointments in the Department of Philosophy and the School of Data Science. We sat down with him to discuss the recent AI boom and the ethical challenges it raises.

What are your thoughts on accountability when AI makes a high-stakes mistake? A. We're facing a competition between two futures. One is a future in which we don't solve this problem and instead just keep saying, "There always has to be a human who's accountable."

We're starting to see some signs that this might be the future we're moving to, where a radiologist, for example, has to sign off on every AI diagnosis, but they aren't given the time to actually second-guess the AI diagnosis.

They're essentially having to put their signature on diagnoses, and thereby be accountable for any errors, even though they didn't meaningfully get to contribute in any way to that diagnosis. So, we're solving the accountability problem, but only by making humans the perpetual scapegoats.

How could accountability be addressed with AI systems?

A. A different future is one where we think carefully about issues of accountability and liability and recognize that the companies and organizations creating these systems should bear some accountability when the systems fail or go awry.

We have very well-established product liability law in essentially every country in the world, and one way to do this would be through product liability law.

If a company such as OpenAI does not want to assume liability, then they can put that into their contracts, and they can negotiate who bears the liability. This is a very standard sort of contract law.

We need something more than just liability, though, because increasingly, we're seeing AI systems that act in surprising and novel ways without direct prompting by a human.

When do you think the accountability issue will come to a head?

A. I think the place we're going to see this play out first, or most likely going to play out, is in fields around home, consumer robotics, things like autonomous vehicles, software and cars.

Imagine you purchase a self-driving car. Who bears the liability when it gets into an accident when you're not in the car? Is it you, as the owner? 

Is it the company that created the self-driving car system? Or do we say, "No, you need separate self-driving insurance on top of your regular insurance so that when things go wrong, you're covered?" This is all going to have to get worked out in the next five to 10 years.

Much as we allow corporations in the United States to be legal persons, perhaps algorithms and systems need to start having some form of legal personhood, such that they can have insurance.

If they do something wrong, there's an insurance payout, or they might have property that could be seized, as compensation when the AI makes a mistake.

As these systems become more powerful, what should we do to make sure the tools are benefiting us?

A. The single biggest step that we can take collectively is actually to have an understanding of what we want these technologies to do.

The rhetoric and hype around AI emphasize the ways in which it will transform our lives, and companies are selling a very rosy picture of those transformations without people having a real understanding of the risks that are also there.

And so, we're stumbling toward a future that nobody really intended or had in mind.

Do you think deploying this technology responsibly is possible, given the race that tech companies are in right now?

A. I do believe that companies could be more responsible in how they develop and deploy these systems without bankrupting themselves. It's massively more expensive to find problems later rather than fixing them early.

Most of the responsible AI practices that people have advocated for, myself included, are ultimately about knowing why you're building whatever it is you are building.

I think a lot of the race narrative is actually self-generated by the companies, rather than reflecting actual economic pressures.

What advice do you have for individuals as we adjust to this changing technological landscape? A. Perhaps the most important thing that people can do is be educated. Too many people use technology without thinking about why. Instead, we should all strive to think about whether AI will be useful for us and only use it if it will.

Provided by University of Virginia 

MERCEDES-BENZ

Mercedes' design chief openly: "Nobody buys station wagons anymore"

Slovenian Robert Lešnik, head of exterior design at Mercedes, believes that station wagons are no longer relevant on the market, given that "nobody buys them anymore".

Slovenian Robert Lešnik, head of exterior design at Mercedes, believes that station wagons are no longer relevant on the market, given that "nobody buys them anymore".

The German automaker introduced the new electric C-Class a few days ago, and the industry and fans of the brand wondered if there would be a station wagon version. If we face the latest statements from Mercedes-Benz representatives, the answer is no.

Robert Lešnik, head of exterior design at Mercedes-Benz, claims that the popularity of station wagons has declined significantly in recent years and that the best proof is the sales figures. Obviously, because everything revolves around SUVs these days.

"We have three regions. Nobody buys them in America anymore; we tried the shooting brake version of the CLS and 'nobody' bought it. The Chinese don't understand them and don't buy them. Then we're left with Europe, and if you look at the Mercedes-Benz E-Class, it's a bit expensive. So who can buy a car like that in Europe," Lešnik said in an interview with the British magazine Autocar.

Mercedes-Benz's portfolio currently includes the C-Class station wagon with internal combustion engines, and a redesign is even expected. There are also the CLA Shooting Brake and the E-Class station wagon.

Now it remains to be seen whether Mercedes will change its mind and launch a zero-emission C-Class station wagon, given that BMW is preparing the i3 Touring.

Robert Lešnik, the Slovenian Head of Exterior Design at Mercedes-Benz, has indicated that station wagons (estates) are losing their market relevance due to low demand. 

According to a report based on his conversation with Autocar (as of April 2026), Lešnik noted that while designers and journalists appreciate the long-roof bodystyle, "nobody is buying them" in significant numbers. 

Key points regarding Lešnik’s assessment(below):

Regional Decline: He indicated that the market for wagons is effectively dead in America and that Chinese consumers "don't understand them and don't buy them".

Europe's Shrinking Market: Even in Europe, which has historically been the primary market for wagons, demand has decreased, with high-end models like the Mercedes-Benz E-Class Estate becoming too expensive for a shrinking customer pool.

EV Shifts: This view supports reports that Mercedes might not offer a station wagon version of future electric vehicles (such as the C-Class EV), breaking a 30-year tradition, as the sales numbers do not support the investment. 

Autonews

RENAULT

Renault Twingo becomes the new star of Gran Turismo 7

Sony has just updated Gran Turismo 7, the game that provides the experience of driving the most exciting cars on the market. However, it's not just about exclusive models, untamed power, and breathtaking performance. There are also nostalgic touches for those who occasionally enjoy a game, even after 40.

Kazunori Yamauchi has pulled the covers off the three cars coming to Gran Turismo 7 in next week’s update, and two of them are not quite what we were expecting. The series creator took to social media to reveal the Renault Twingo, Porsche 964 Turbo S, and Yangwang U9 (yes, U9, not the Xtreme) as the trio joining the game on April 23.

The confirmation follows last week’s teaser image, which showed all three cars under dust sheets. The Twingo was the easy call. The other two had us guessing, and in both cases the answer turned out to be the more interesting option.

The Twingo that’s making its way into The Real Driving Simulator is among those very early examples, with an interior upholstery that’s best described as “silly.” “Zany,” even. Twingos aren’t foreign to motorsport, either. There have been Twingo one-make racing series, and one team even sought to campaign one in the Nürburgring 24 Hours, though recent uncool behavior from the organizers has thwarted that objective.

Beyond the little Renault is the 964 911 Turbo S Leichtbau. It’s not the only 964 in the game, but is certainly the rarest, after the 911 Carrera RS. Then there’s the quad-motor Yangwang U9 electric hypercar. This one “only” has 1,286 horsepower; the U9 Track Edition cranks up the power at each corner to 744 hp for a total of 2,977 ponies, but, strangely, that’s not the one that Polyphony has chosen to bring to GT7.

The April 1.69 patch will also bring a new Muscle Car Extra Menu and Power Pack Challenges—quests for rewards that those who purchased the Power Pack DLC from late last year will be able to take on. Expect the update to drop overnight tonight.

The one car everybody correctly identified from the teaser was the original Renault Twingo, and the confirmation simply rubber-stamps it.

58 to 75hp depending on the engine, a cult following in Japan from its original run, and a car that exists in a very different universe from the 1,270hp EV it’s sharing an update with. We’re still assuming engine swaps will appear for this one sooner rather than later…

Knowing that not all of its players are teenagers, Sony has just added the Renault Twingo to its car lineup. And we're not talking about the latest generation or the next one, which will be released this year with electric propulsion and technical components shared with the new Renault 5. We're referring to the original model, that adorable city car that emerged in the 90s and charmed everyone thanks to the surprising space it offered in the rear seats (the rear seat slid back on rails, almost reaching the trunk door) and the possibility of folding down the front seats almost completely.

Of course, when playing, you can't expect great performance, since the virtual performance is in line with the 1.2 graphics engine with which the small Diamond model arrived on the market.

But it's not all about popular models, as the franchise also includes two dream cars. The first is the Porsche 911 Turbo S Leichtbau from the 964 generation. The car was based on a 911 Turbo from the 90s, but it differed by the air intakes on the rear fenders and by an even sportier character, designed to commemorate the German brand's participation in IMSA (the American endurance racing series). Given that only 86 units were produced, it is no surprise that each one easily costs more than one million euros.

And the third addition is the Chinese U9 sports car, from the Yangwang brand (owned by BYD). This spectacular two-seater vehicle boasts four electric motors capable of delivering a combined power of 1,286 hp, allowing it to achieve stratospheric acceleration from 0 to 100 km/h in just 2.36 seconds and reach almost 500 km/h (496.22 km/h). But perhaps the most surprising feature is its ability to jump (its four wheels lift off the ground) to avoid bumps, a feat achieved thanks to a suspension system that combines hydraulic and pneumatic elements.

In addition, events have been added to the Gilles Villeneuve, Yas Marina and Interlagos circuits, the ability to move the camera up and down has been improved, and a power challenge has been added, offering rewards based on the number of races completed within a specific period.

The Renault Twingo '93 is one of the main attractions of the Gran Turismo 7 update 1.69, released on April 23, 2026. The French compact, known for its peculiar design, was introduced to the game as a "used car" option, standing out as a cult favorite among enthusiasts of the series.

Here are the details of this inclusion (below):

The Car: The added version is the original 1993 model, with its 1.2-liter engine and three-door "minivan" look.

Availability: The Twingo '93 can be purchased at the GT7 Used Car dealership.

Performance and customization: With only 54hp in its original form, the car can receive modifications in "GT Auto" and, more importantly, is compatible with engine swaps, including options such as the Honda 2.4-liter K24A engine, transforming the city car into a high-performance machine.

Highlight in the update: Despite the arrival of more powerful machines like the Porsche 911 Turbo S Leichtbau '93 and the Chinese hypercar Yangwang U9 '24, the Twingo was considered by many players and the specialized media (such as GTPlanet and CarThrottle) as the true "star" of the patch due to its "underdog" nature and nostalgic appeal.

Additional Content: Update 1.69 also brought new menus to the Café (Extra Menu #53) and new events in the World Circuits.

Autonews

BMW

BMW X1 sDrive18d: Premium compact turbodiesel SUV with a range of 1,000 km to 1,200 km on a single tank

Two and a half years have passed since the third generation of the BMW X1, known internally as U11, arrived at dealerships as a great option for those seeking a premium compact SUV. At that time, we, who were present at the car's launch in Portugal, focused mainly on the electrified versions. But, even now, we cannot forget that the sDrive18d variant, diesel of course, remains a superb choice for those who devour the asphalt on long journeys.

The approach of this car, which represents the gateway to the Bavarian brand's 'X universe', avoids unnecessary extravagances and boasts a presence that, despite being the 'younger sibling', makes us think that it is anything but small. Its exterior design is withstanding the challenges of this first phase of its life, and especially those of its rivals, with great dignity. The double grilles maintain a generous size, well integrated into a very vertical front that commands respect in the rearview mirror. The headlights have a look that could be described as 'challenging', while the clean surfaces and recessed door handles improve aerodynamics and remind us that we are facing a very modern car.

The dimensions are those of a versatile vehicle: 4.5 m long, 1.84 m wide and 1.64 m high, with a well-proportioned wheelbase of almost 2.7 meters, which guarantees ample interior space. The use of clean surfaces and slightly squared wheel arches, which give it a robust stance, is still impressive, as are the three-dimensional taillights, which make it look a little wider.

Upon entering the cabin, the quality is immediately noticeable. The star of the show is the BMW Curved Display, a dual screen that seamlessly integrates the 10-inch instrument panel with the nearly 11-inch infotainment system under a single curved glass panel. The BMW Operating System 8.0 is the electronic brain of this system, reacting quickly and smoothly to ensure a tranquil driving experience. Below the central screen, a floating center console is another highlight of this generation, offering extra storage space at the bottom, which proves extremely useful. This is further enhanced by the trays in the doors that can accommodate large bottles. Even at first glance, the materials used also convey a sense of impeccable quality, with soft-touch plastics (except in the lower sections) and a level of fit and finish that promises to stand the test of time.

The spaciousness of the interior stands out as one of its strengths. In the rear, a 1.80 m tall passenger still has six fingers of width between their knees and the backrest of the front seat, and five fingers of width from their head to the roof. Four adults travel with a level of comfort typical of higher segments. Even five people can travel comfortably, as the center console isn't very high, and the seating position isn't too high, although it's true that the backrest (the armrest, when folded down) feels a bit firm. The rear seats slide on rails to better distribute space between passengers and luggage, and they also recline in different positions. This versatility is nothing new, but it allows the trunk, which is already quite spacious with 540 liters and a double floor, to be adapted to different cargo needs. Thus, the feeling in terms of space is that a family with two teenagers who travel frequently doesn't need to resort to an X3, as this X1 has more than enough space.

Under the hood, this sDrive18d version hides a two-liter, four-cylinder engine that delivers 150 hp. The absence of any hybrid system simplifies the mechanics compared to 48-volt options, but, on the other hand, forces the driver to forgo the benefits of the Eco label. Torque reaches 360 Nm from low revs, and the way the power is delivered, without being excessive, provides a pleasant feeling of strength. This engine is coupled to a seven-speed dual-clutch automatic transmission that sends power exclusively to the front wheels (hence the sDrive designation, not xDrive). To make gear changes more engaging, the car has paddle shifters on the steering wheel, which are certainly useful, but inexplicably small, making them easier to use for those with slightly longer fingers.

4.6 l/100 km on the highway...The performance figures are more than adequate for the car's intended purpose. Its top speed is 210 km/h and it accelerates from 0 to 100 km/h in 8.9 seconds. However, what is truly impressive (especially now that diesel sales are in the minority) is its fuel consumption. Driving on the highway at permitted speeds, with the car fully loaded with luggage and four people, this X1 recorded only 4.6 l/100 km. This number suggests a range of almost 1,000 km and, once again, makes us reconsider the advantages of diesel.

The BMW X1 sDrive18d (diesel) boasts a remarkable range, with recent models (U11) registering around 900 km in the WLTP cycle and previous models (F48) capable of exceeding 1,200 km, thanks to low fuel consumption (approx. 4.1 L/100km in extra-urban driving). The tank capacity generally varies between 45 and 61 liters.

Highlights of range and consumption (below):

Model U11 (newest): Average consumption of 5 L/100km (approx. 20 km/l) and an estimated range of around 900 km.

Model F48 (previous): High efficiency, with extra-urban consumption of 3.7 L/100km and a total range that can exceed 1,200 km.

Fuel tank: Tank capacity varies, with models citing 61 liters or 45 liters, directly affecting maximum range.

The driving dynamics maintain the brand's DNA. The suspension strikes an excellent balance between the firmness needed to prevent body roll and the shock absorption capacity expected of a car designed to comfortably transport the whole family. The steering is direct and precise, as, at the ideal speed for an SUV (and even a little faster), it positions the front end exactly where you want it. Furthermore, the brakes offer a firm feel on the pedal, allowing you to modulate braking force with confidence. And, to top it off, the car has good sound insulation, keeping mechanical and aerodynamic noise away from the occupants' ears.

Opt for a mild hybrid...The standard equipment of this model in Spain is more than sufficient. It includes 17-inch alloy wheels, a leather sports steering wheel, dual-zone automatic climate control, and a parking assistance system with a reversing camera. It also features adaptive cruise control and an emergency braking system, among other features. The starting price is €46,850, a value justified by the overall quality of the vehicle. However, it's not a bad idea to opt for the sDrive20d version, which costs €48,550. This is not due to the increase in power to 163 hp, but rather to the inclusion of a 48V mild hybrid system, which allows it to obtain the "Eco" label from the DGT (General Directorate of Transport).

Autonews