BMW X5 2007 Review

What we liked
>> Strong powerful and refined V8 engine
>> Improved dynamics
>> Spacious five-seater

Not so much
>> Tyre roar on coarse surfaces
>> Lumpy higher speed ride quality in the V8
>> Steering wheel too big

Overall rating: 4.0/5.0
Engine/Drivetrain/Chassis: 4.0/5.0
Price, Packaging and Practicality: 4.0/5.0 
Safety: 4.5/5.0
Behind the wheel: 4.0/5.0 
X-factor: 3.5/5.0

OVERVIEW
When BMW launched the first generation E53 X5 SUV in Australia in 2001, the luxury softroader market was in its infancy and the car had few rivals. As a result it was enormously popular delivering nearly 65 per cent of new buyers to the BMW brand courtesy of its luxury features, solid driving dynamics and versatility.

In the past six years, the top end of the SUV market has exploded with nearly all prestige makers including Audi, Mercedes-Benz, Volvo, Lexus, Land Rover and Porsche all offering luxury SUVs. As a result, BMW needed to offer more than a basic reworking of the original to stay ahead of the game and with the second generation E70 X5 due to go on sale in April, it has delivered a car that is bigger all round, features improved dynamics, new engines and for the first time in a BMW, seven seat capacity.

The new model, does, like its predecessor, still only offer minimal opportunities for off-roading courtesy of an improved permanent all-wheel drive system, but as a versatile and refined people carrier for the urban jungle, it is a significantly improved product.

PRICE AND EQUIPMENT
As with the previous generation X5 models, the E70 is offered with a choice of three engines -- 3.0-litre six-cylinder petrol and turbodiesel units and a 4.8-litre V8 petrol -- all mated to a six-speed automatic transmission.

Kicking off the lineup is the straight six, petrol 3.0si. It starts at $85,000 and is due to arrive in June. Standard comfort and convenience kit includes leather trim, dual-zone climate control, electric windows, mirrors and height and backrest adjustment for the front seats, cruise control, remote locking, front and rear parking sensors, automatic wipers and headlights and a glovebox-mounted six-stack CD audio system.

Next up in the lineup is the 3.0d turbodiesel that hits the showrooms priced from $86,800. Apart from the obvious change in engine, the d shares much of its equipment level with the petrol six.

Both six-cylinder models will also be offered in Executive trim which adds, among other things, full power-adjustable front seats, satnav, television tuner and a reversing camera. The Executive line adds a premium of $9500 to the base model cars' prices.

At the top of the range is the 4.8-litre V8 that is stickered from $118,300. Differentiation of the range topper starts on the outside where it gets bigger 19-inch alloys (versus 18s on the six-cylinder models), minor cosmetic treatments including two oval tailpipes and adaptive bi-Xenon headlights with washers. Inside, the climate control offers separate adjustments for the rear passengers, there are more electric adjustment options for the front Comfort seats and a an upgraded 12-speaker HiFi audio system. 

The third row two-kid split bench seat is optional across the range and costs $5000 in six-cylinder models where it must be ordered in conjunction with the self-leveling rear air springs. It's $3000 in the V8 where the rear air suspension is standard.

As always, the BMW list of options is extensive and includes a rear centre mounted DVD system ($4000), Adaptive Drive (BMW's active suspension with variable anti-roll bar and dampers -- $6700), Active Steering ($2700), head-up display ($2600), 20-inch alloys ($2500) and a 16-speaker Professional audio system ($2700 for the sixes, $1500 for V8).

MECHANICAL
As with the previous generation X5, BMW expects the diesel model to account for about 70 per cent of sales and with a now all-alloy construction, the diesel is more powerful and even less thirsty.

The straight six turbodiesel also features modifications to the turbo that have helped to lift power and torque by 10kW and 20Nm respectively to generate maximum outputs of 160kW and 500Nm -- the latter peaking between just 1750rpm and 2750rpm. Fuel consumption has also been improved with the official combined figure dropping from 9.4 to 8.7lt/100km

The upgraded inline 3.0-litre six-cylinder petrol engine has also upped the ante on its predecessor with improvements in power and torque that sees the maximum output figures increase by 30kW and 15Nm to 200kW and 315Nm. This all-alloy straight six also uses less fuel than the 3.0-litre six-cylinder engine it replaces with the official combined figure falling substantially from 12.9 to 11.7lt/100km.

If fuel consumption is not your immediate priority, then the new 4.8-litre V8 is the strongest engine in the lineup delivering 261kW and 475Nm for a claimed 0-100kmh in just 6.5sec while supping petrol at the (surprising) official rate of 12.5lt/100km.

Part of the improved fuel consumption figures is due to the new six-speed automatic Steptronic transmission. A manual gearbox is no longer available in the X5 although the auto does offer sports and manual sequential modes -- although the latter has an override that will automatically change up gears as the revs approach the red line.

Improving the dynamic qualities of the X5 involved more than simply retuning the suspension with an all-new double wishbone arrangement up front.

At the rear, the four-link suspension is carried over in a slightly modified form while as mentioned previously, the V8 model gets air springs standard. The electronically-controlled active Adaptive Drive that varies the rates of all four dampers separately and adjusts the anti-roll bar according to road and driving conditions is optional across the range as is the Active Steering.

The permanent all-wheel drive system is a further upgrading of the electronically-controlled xDrive that is capable of splitting torque in a ratio of 100/0 at either end and under normal driving conditions has a slight rear-drive bias of 40/60 (fr:rr).

PACKAGING
From the outside, the new X5 doesn't appear that much larger than its predecessor and according to BMW, that was one of the main aims -- make the car bigger inside without making it look like a tank. That said, the new car is a substantial 187mm longer and 61mm wider, sitting on a wheelbase that is 113mm longer with front and rear tracks that are 68mm and 74mm greater at the front and rear respectively.

The main reason behind this increase in space is, of course, to accommodate a third row of seats and enable the X5 to match many of its luxury SUV rivals. That third row is, however, not a permanent adult-sized seating area with the 50/50 split bench that folds fully flat into the floor claimed to be suitable for bodies up to 170cm tall.

Even that, however, we suggest would be a bit of a squeeze and on a brief test, getting this journo's 178cm frame into the rear row was neither elegant nor easy. As an occasional spot to seat a couple of tweenies or under, though, it would be more than suitable.

For many buyers, the X5 will remain a five-seater and with the extra length comes a very substantial load space that with the rear seats in use will swallow 620 litres. Drop the 60/40 flat folding second row seat backs and the X5 can take up to 1750 litres in a very well finished and practical cargo area that comes complete with tie-down rails integrated into the floor.

As a five-seater, there is also a 90-litre space under the rear floor and the whole cabin is very well sorted for storage areas with big door bins and an abundance of cupholders, although the glovebox is fairly small.

With the enlarged interior, there is ample space in the back for a couple of adults and up front, the seats are big, comfortable and supportive.

The dash is attractively styled and in an effort to improve the still overly complex iDrive system, there is now a row of 'favourites' buttons into which you can program anything from a radio station to a phone number.

Our only other criticism of the interior of the X5 is that the standard steering wheel feels a bit big but if you want to you can option a smaller sports version.

SAFETY
When it comes to safety acronyms, few carmakers do it like BMW and the X5 certainly has its fair share, mostly in the active department. ABS (anti-lock brakes), CBC (cornering brake control), DSC (dynamic stability control) and DTC (dynamic traction control) are the headline electronic nannies that all interact with the xDrive and a vast array of sensors (including rollover) to ensure that it is near on impossible to get the X5 totally out of control.

Combined with a stiff body and very well sorted suspension, the car's active safety performance is very good indeed.

Should things go awry, however, there are also the passive features including five or seven- three-point seat belts with pretensioners on the front and an airbag count of six -- front driver and passenger, front side and front and second row side curtain.

In other words – all that you'd expect given the badge and pricetag…

COMPETITORS
According to the official VFacts new car sales database, there are no less than 17 different model lines in the luxury SUV sector but if you are looking at direct rivals to the X5, you can probably whittle that down to about four or five brands with some individual models competing more directly on price and spec.

Obviously Mercedes-Benz is high on the list of rivals with its five-seater M-class and optional seven seater GL-class ranges. Next up is Audi's new Q7 which almost matches the X5 price for price on each of the respective six-cylinder petrol and diesel and V8 models.

Porsche too has recently launched a new Cayenne with a sub-$100K V6 model while Volvo's XC90 might also come into contention as a possible rival for the X5. Land Rover's high end Discovery or the Range Rover Sport would be worth a look too.

The same feeling ensues as you plant the right foot in the big V8 with a very meaty and immediate response. Off the line the car is immensely strong and the speedo rises quickly as the engine smoothly spins to the upper reaches of the rev band before the silky transmission drops into a higher ratio.

In line with BMW's sporting bent, the suspension in the V8 is firm and solid giving the car a very well tied down attitude and on smooth surfaces the ride is quite comfortable. It is not upset by short sharp ruts with enough compliance to ensure they are well absorbed but over more undulating roads, the ride does start to get a bit lumpy -- especially at higher speeds.

It is still reasonably stable and never uncomfortable but over time it does become a bit tiresome.

The firm ride is not helped by the thick solid sidewalls on the big 19-inch 255/50 profile runflat rubber (which also make its presence well known with a fair amount of roar on coarser surfaces) but there is a substantial [positive] payoff in the handling of the car.

Pushing hard, it sits incredibly flat on the road with very well controlled cornering and straight-line stability. Again, the quality of the predictable handling and balance of the chassis belie the vehicle's size and mass, enabling you to drive hard and fast.

With slightly smaller and higher profile 18-inch 255/55 runflats on the diesel model, the ride is a little more comforting and forgiving but there is little compromise in the taut handling. The steering in particular, in both models, is very lively with plenty of feedback and if anything, it is ever so slightly fidgety.

What the tyres do supply in both vehicles is an enormous amount of grip and such is the competence of the chassis, that even on dirt, it took some serious throttle to get the rear end moving out before the all-wheel drive -- and under more extreme circumstances, the stability control -- intervened to bring the car back into line.

Like the V8, the diesel is very refined and quiet with only a hint of turbo lag as you press the accelerator. It is a relatively free-spinning unit though and the full force of the 400Nm quickly gets the car moving.

It feels strongest between about 3000rpm and 4500rpm making overtaking across this engine speed range a breeze but it would hardly be called lacking under 3000rpm.

Off-road, we have no idea of its capabilities, as apart from reasonably graded dirt roads we didn't go there -- and neither would the vast majority of owners.

We have yet to drive the six-cylinder petrol X5 but on initial impressions, it would seem that as a luxury, versatile and definitely 'sports' activity vehicle, BMW has again raised the bar.

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