BMW 225xe: Munich plug-in hybrid delivers an impressive 2 l/100 km. Or does it?

BMW has been developing two new brands in recent years: the electric and futuristic i range (although the i8 is also a plug-in hybrid), and plug-in hybrid models based on its conventional cars, marketed as the iPerformance range. From the 225 designation, one might expect a 2 Series, i.e. a sporty coupé or convertible with a 2.5-litre six-cylinder engine under the bonnet, and, given the x badge, at first glance also xDrive with a rear-axle bias for “sheer driving pleasure”.

However, those numbers no longer hold true, and the naming of the individual ranges is also somewhat confusing: this is the 2 Series Active Tourer, a small MPV based on the 1 Series, with eDrive propulsion (electric xDrive), combining a three-cylinder engine at the front axle and an electric motor at the rear axle. In other words, nothing that would greatly interest a fan of the brand with the propeller badge – but after a few thousand kilometres, a question came to mind: “is it really that bad for a BMW?”

The brand’s first small MPV

The 2 Series Active Tourer is Munich’s first small MPV (the GranTourer version is not available as a hybrid), so it breaks established rules not only through its drivetrain but also through its body style, in response to changing customer demands.

Its natural habitat should be cities rather than motorways, and its highly visible body, 4.3 metres long, will handle that very well with the help of sensors and a reversing camera. Balancing the design of a relatively short and tall car is always a problem; I know virtually no MPV that I would look at and immediately say was genuinely attractive.

The other issue is the visual M package (and any other sports package), which does not make much sense to me on family-oriented MPVs, while its sharp edges are not especially pleasing to the eye in this case either. I like cars without that package far more in the case of the 2 AT; by contrast, I consider the details of both the front and rear lights very attractive. At the same time, I have to admit that I liked the car considerably more in reality than in photographs, where it looks rather bloated and stocky, especially from the side, relative to the size of its wheels.

The M package interior is excellent

One of BMW’s most significant advantages for me personally is the option to order the M package for the interior as well: sports seats and M steering wheels that feel superb in the hands, both genuinely excellent.

I will not pretend that the 2 ActiveTourer is a particularly large car – it is 4.3 metres long, after all, and BMWs have never been renowned for an abundance of space, including in terms of width. There is just enough room in the rear unless you are a 190cm tall man like me; then there really is not enough, but that is nothing unusual. The rear seats in this car are not intended for carrying adults, but children, and they are sufficient for them. A plus is that they fold in a 40-20-40 split and, in the case of small children, can be separated from one another by the folding armrest in the centre seat (I cannot imagine carrying five passengers).

Of course, the city-focused character of the car and those sports seats are somewhat at odds, but on a longer journey you will appreciate them thanks to the considerable scope for adjusting the seating position for your comfort. Their adjustable side bolsters are exemplary, and the ability to adjust both the angle of the seat cushion (as well as its length) and the backrest is also excellent.

The ambient interior lighting is very effective; it is just a shame that the colour can only be changed between white and orange. Overall, I have to admit that I like the interior. I cannot complain about the materials used (apart from glossy black plastic, on which fingerprints and dust are very visible), the number and accessibility of storage areas, or even the trim used (three cheers for the end of the imitation-wood era). Inside, the 2 AT is a genuine BMW with a premium feel, in which you will be happy to spend your journeys – perhaps going on an adventure and watching stars through the glass roof (I have yet to find another use for it).

A possible drawback is the boot capacity (400 litres), which looks poor compared with an Octavia. I am not part of a family with children, so I cannot judge how much additional equipment they require, but after folding down the centre seat, three men and a cello still fitted inside (hard to believe we are adults already). I do not consider it an insurmountable obstacle, and a roof box can solve it for a longer holiday.

A huge number of buttons

Many people today complain that carmakers are behind the times and use lots of buttons rather than large, beautiful touchscreens (and shiny ones at that). First, I would like to point out that a mass of buttons can look quite different – Opels and Volvos after the turn of the millennium are fine examples – and second, I cannot operate anything on a touchscreen by touch alone without taking my eyes off the road.

Even so, current BMW interiors have more than enough of them. There are many radio buttons, which I consider largely unnecessary and replaceable by a display, while a CD changer literally amused me in 2017.

I like the driving-mode selector on the centre console and the climate control and seat-heating controls, which I can find by touch when needed (and they feel very pleasant in the hand). Moreover, for me personally, the BMW iDrive navigation controls are more practical and simpler than a touchscreen.

The steering wheel contains the remaining controls for most important functions: adaptive cruise control, hands-free phone operation, lane-keeping assist, volume and radio, as these are the most frequently used functions. I was also looking forward to the head-up display, but it is implemented as a “piece of plastic” that rises from behind what is otherwise a conventional instrument binnacle and still sits quite low. I think this could be done better, and BMW does indeed do it better in its higher ranges – a shame.

Driving impressions from the 2017 engine of the year

It is not that I am a staunch opponent of downsizing, but I do not have much faith in three-cylinder engines when it comes to performance and consumption; after all, paper will take anything. EU regulations have to be met somehow, as we know all too well from recent times...

The 225xe is powered by a 1.5-litre petrol three-cylinder BMW TwinPower Turbo engine mounted transversely at the front and driving the front axle via a six-speed automatic transmission. Its output of 100 kW is not dazzling, but combined with a 65 kW asynchronous electric motor on the rear axle, it starts to sound more interesting. In fact, just as interesting as the 25 designation was when it still referred to engine displacement. This layout also creates the electric xDrive, namely eDrive: all-wheel drive without a mechanical connection between the two axles, with intelligent motor control to harness the advantages of both powertrains and provide sufficient traction according to conditions.

These 165 kW and 385 Nm of torque can propel the 2 Series to 100 km/h in an impressive 6.5 seconds and on to 202 km/h. Thanks to the electric motor, in-gear acceleration is genuinely very good for an ordinary car, but what happens when the battery is depleted?

The 1.5-litre BMW TwinPower Turbo three-cylinder did win “Engine of the year 2017”, but I would personally be interested to know why. The first issue is its consumption, which will be discussed later, and the second is that if you deliberately run the battery down, the performance of this not particularly light car (1660 kg) is rather breathless, and you would not guess it had 100 kW.

The eDrive itself provides the necessary traction on slippery surfaces, but I have to dispute that it allows you to slide the car around for fun – though that is not the vehicle’s purpose either, even if it does carry a few M badges. Overall, the 2 AT is a car for everyday driving and, apart from its initial punch, offers no “sheer driving pleasure”. At the same time, however, it will be a very pleasant, quiet (sound insulation is at a very high level for an MPV) and confident companion in the city, on country roads (the M suspension is firm on poorer surfaces, but it does not crash or become unsettled) and on motorways, where weaker response must be expected because the electric motor no longer assists at higher speeds.

Another aspect is the choice of driving modes: Eco Pro (which weakens accelerator response for the lowest possible consumption /by up to 20% according to BMW/, while also limiting air conditioning and heating), standard Comfort, and Sport, which lets the engine rev higher with quicker response. The six-speed automatic transmission in the borrowed car did not offer steering-wheel paddles, so Sport was the only mode in which you could intervene in its operation. That was useful only when timely downshifting was needed for overtaking.

Hybrid consumption: are two litres per hundred kilometres realistic?

BMW promises appealing engine sound and sensational economy from the two motors combined, specifically consumption of 2 litres and 12 kWh per 100 kilometres according to the test cycle. And this was probably the biggest surprise the whole car had in store for me. After all, I expected something at least somewhat better; BMW does not play second fiddle in the automotive industry.

BMW eDrive offers three driving modes: normal Auto eDrive (the car runs on electricity up to 20 km/h, and also switches to it up to a constant speed of 80 km/h; when battery charge falls below 7%, only up to 55 km/h), all-electric Max eDrive, and Save Battery mode for use on long journeys, where the driver knows the energy stored in the battery will be useful later. In Max eDrive mode, the vehicle allows the driver to reach up to 125 km/h, and even in Auto eDrive mode it tries to shut off the engine whenever only a light touch of the accelerator is needed.

The 7.6 kWh battery (5.8 usable) should be enough for 41 km of all-electric driving. Frankly, 20 km is realistic – perhaps a little more depending on how hard you try – but not 40. At the same time, as with all plug-in hybrids, the battery needs to be charged. A standard socket and 3 hours are sufficient, so buying a Wallbox for tens of thousands makes no sense. The charging indicator, a flashing LED ring on the front wing (which also signals the vehicle is charged by glowing blue), is a very nice detail that makes it possible to monitor the charging status without being in the car.

Because of the battery located under the rear seats, the fuel tank had to be reduced to 36 litres. As a result, the falling fuel-gauge needle literally frightens you on the first drive, and you will stop at filling stations more often than you would like or expect.

But the consumption will frighten you as well! My first drive consisted of a trip through Prague, roughly 100 km on the motorway and 60 km on ordinary roads. I was in a reasonable hurry, and my reward was double-digit consumption – “that is a lot for a little three-cylinder, but it will be much better when I drive calmly.”

My absolute best result was 4.7 litres and 7.9 kWh per 100 km (a 50 km route driven as efficiently as possible). Normally, I was above 7 litres per 100 kilometres depending on the route length, i.e. what proportion of it I was able to drive using battery power. In attempts at all-electric urban driving, I achieved an average of 22 kWh per 100 km.

And that is precisely where I see the problem: not only will the turbocharged three-cylinder not excel in particulate-emissions tests (and it will soon receive filters just like diesels), but consumption is also relatively high for an environmentally friendly car of the future. On the other hand, this BMW does not shout anywhere: “I’m a hybrid!” And that is good for a customer who does not want to be restricted – if only the results spoke for themselves...

Conclusion: the 2 AT is a popular car, but not a good hybrid. But those LEDs!

In conclusion, it is appropriate to answer the question posed at the beginning: “The BMW 2 AT is a well-selling and interesting car, with a very pleasant premium interior and many nice details. Given its family focus and MPV category, sporty driving characteristics are not something to miss, but as a hybrid it is not good because of its consumption.”

I liked the interior, its ergonomics and overall impression very much. The visual M package detracted from my impression of the exterior design, but without it I would describe the 2 Series as a fairly attractive car with functional design free of unnecessary features. I also do not consider the city-friendly dimensions of a family car, with less room in the rear seats, to be a problem – perhaps rather an advantage given the existence of its larger GranTourer sibling.

However, I do consider the consumption a problem, as I would expect it to be significantly lower from a plug-in hybrid, as well as the purchase price (from 963 thousand Kč, though it is no problem to reach 1.3 million, given that the M package alone costs 135 thousand Kč). At that price, for example, you could buy an X1, which in my view is more attractive, larger and achieves the same consumption, but that will be discussed another time.

One final point, which is not directly related to the 2 AT but to BMW as a carmaker, must be mentioned: adaptive bi-LED lights, one of the optional extras that I consider particularly sensible and important to consider when buying a new car. Their illumination is excellent; I would buy these far more readily than leather seats (I understand that they make sense with children) and other “nonsense”.