BMW X5 2004 Review

What we liked
>> Performance and diesel economy
>> Great body-control
>> User-friendly interior

Not so much
>> Heavy steering
>> Too heavy doors
>> Shallow boot

OVERVIEW
No matter how you slice it, sales of city-fied offroaders are booming. A tidal wave of competitive models from Volkswagen, Volvo, Honda and Lexus arrived with a bang in 2003, challenging the established might of BMW and Mercedes-Benz with keenly priced offerings. As a result, the prestige 4WD market grew 66 percent in 2003 -- nearly six times the speed of the overall market.

The lure of The Bush is still one reason people are falling for four-wheel drives, but it's slipped a long way on the desirables list. It's been replaced by rugged good looks, high driving position (often called command seating), plenty of interior room, more power than traditional people movers, and versatility. Oh, and a hefty price advantage thanks to poorly aligned import tariffs helps car companies land them at competitive prices that outweigh increased fuel economy, criminally deficient safety legislation and (on average) sub-par driving dynamics.

Regardless of whether you think the BMW egg beat the Mercedes-Benz chicken, both were beaten by Mitsubishi Pajero. But both brought onroad abilities and passenger car quality the likes of which the Pajero could only ever dream about. Hence the popularity explosion, and hence the plethora of cheaper copycats.

BMW's X5 launched in Australia in November 2000, a year after the Mercedes-Benz M-class, and the Bavarian company's 'mid-cycle' facelift follows in Benz's wake also. It'll be interesting to see how these two automotive giant react to market pressures when they both unveil significantly new models around 2007/8; until then, let's take a closer look at what BMW's done to the X5 to keep us interested while we wait.

FEATURES
Little has changed in the overall dimensions of the X5, both inside and out -- in fact nothing has. It's still a medium-to-large, five-door, four-wheel drive with seating for five. The BMW X5 is based loosely on the BMW 5 Series wagon. It's taller (740mm) and wider (72mm) externally, which reaps rewards inside. The X5 is shorter front-to-back than the 5 Series wagon, though most of this is in front and rear overhangs because the wheelbase difference is marginal (10mm).

It's limited wheel travel, low-impact all-wheel drive system and road biased 17inch tyres rule against it conquering any truly rugged terrain. The X5's suspension, unashamedly tuned for on-road performance, is another strength, as is the vehicle's big, roomy interior.

BMW afficionados may pick the slightly different front end on the facelifted 2004 model, with its deeper kidney grills, new headlights, more sculpted bonnet pressing and relocated foglights. You'll have a better chance at night, when BMW's distinctive new headlights are ablaze complete with 'glowing ring' surrounds.

Follow the body down the side and new-look alloy wheels on all models are the only change, while at the rear, nothing is different to the eye. A soft-close function on the split-opening tailgate is the only new feature on the rear, which removes the need to bang the top half closed.

Slide inside and again be astounded by the lack of change. Which is good, because X5 works as well today as it did four years ago. A new interior combination adds to the options list, sitting alongside four new exterior paint colours.

Four models make up the 2004 X5 range, all categorised by their engine size. The X5 3.0 ($81,400) and X5 3.0d ($81,900) are the most affordable, and are powered by 3.0-litre, six cylinder engines, one petrol and the other a diesel. A tip for canny shoppers, pay close attention to the diesel, it's an absolute ripper.

Both these are standard with a six-speed manual gearbox, though lazy drivers can pop another $2600 on the cheque and get a six-speed automatic transmission instead.

Next up is the X5 4.4 with a 4.4-litre V8 engine, which adds a few mod cons and niceties to the pie to justify its $111,800 price tag. It's standard with the auto transmission only. The X5 4.8iS is the big daddy of the range, replacing the old 4.6iS with a bigger 4.8-litre V8 engine and a price-tag yet to be confirmed, but likely to top the previous models $152,300.

COMFORT
The interior is a definite highlight of the X5, it feels at once cosy and airy. Cosy because all controls are barely an arm flex away from the driver, and airy because there's ample room in both rows of seats and even the luggage area. The polished aluminium highlights on the trim are another feature of this modern, comfortable cabin.

BMW is renowned for its drivers' cars, so it shouldn't be any surprise the X5 is no different. The driver's control centre is intuitively laid out, with most frequently used dials and buttons falling readily to hand. The driver's seat is multi-adjustable, as is the steering wheel.

All passengers get loads of legroom and headroom, and there's enough width in the rear for three adults. The luggage area, while deep enough and long enough to hold a regular sized suitcase, is not as cavernous a its rivals, but the back seats fold down for more carrying space.

Walk your way through the model range and the luxury levels rise in time with the dollars. Both 3.0-litre models come with electric windows and mirrors, cruise control, climate control air-conditioning, CD player and a trip computer.

The 4.4-litre V8 model carries more than enough equipment for even the most extravagant tastes -- such as leather and vinyl, electrically adjustable front seats, heated exterior mirrors, 10-speaker stereo with CD stacker, and television.

No details are available on the sporty 4.8iS regarding specification levels at this time, but expect it to start with everything the 4.6iS had -- satnav, full leather interior, sunroof and 14-speaker, surround sound with DSP system -- and add a few tricks of its own.

SAFETY
Typical of BMW, the X5 is equipped with a plethora of safety features. No less than 10 airbags permeate the cabin, including side and head airbags for both front and rear passengers. Four wheel disc brakes are ABS-equipped, and the car's dynamic stability is kept under close scrutiny by an army of electronic aids which monitor wheel slip, steering angles and underfoot conditions to provide optimum grip.

Some can be turned off, like the DSC Dynamic Stability Control, others can't, like the Dynamic Brake Control (DBC - boosts brake power in an emergency stop) and the Corner Brake Control (CBC - improves braking response and stability when applied in corners). Our advice is to leave well enough alone and let the computers do their job. BMW's approach to driver aids is better than most and you'll be hard pressed to pick the interventions when they happen.

The X5's superior handling ability compared to almost all similar-sized SUVs is a major advantage in emergency situations. Independent crash testing carried out in the United States a few years ago ranked the BMW X5 ahead of its main rivals.

BMW touts the new four-wheel drive system -- called xDrive -- as a big plus. Fact is, it's an incremental improvement over the previous generation, but impressive nonetheless. We've taken an X5 up a long, steep, rock-strewn dirt track that it had no right to conquer, and one that few owners are ever likely to tackle. Suffice to say the X5's four-wheel drive system handles mountainous terrain capably -- the question is; is it any better than before on soft sand? At this point in time, we don't know.

xDrive operates via the vehicle's enhanced DSC Dynamic Stability Control to sense wheel slip and open a multi-plate clutch, thus reducing power to the slipping axle and increasing it to the more stable one. As a further guard against loss of traction, the DSC system can apply brakes individually and even cut engine power -- thanks to an electronic throttle which removes the traditional mechanical link between driver's foot and engine.

BMW also rifled the Land Rover parts bin during its short time as owner, snaffling Hill Descent Control for its X5 range. The system effectively lets you crawl down the steeper hills at a controlled 6-25km/h without the need for a low range transfer case.

A front and rear safety camera will be available as a cost option from April 2004 on all models. Object visibility is improved immediately in front of, and behind, the X5 via two cameras discreetly mounted, which display via the X5's TV screen. BMW expects this option to cost around $995 when available, though you will already need to have ticked the $4290 TV screen option on 3.0-litre models.

MECHANICAL
The BMW X5 is built with an integrated (monocoque) chassis which allows more car-like handling and better body control. It also keeps weight down compared to a separate chassis vehicle. Despite this, the X5 still tips the scales at a hefty 2100kg On the road, this bias to car-like handling is obvious from the independent suspension's very firm, controlling nature, allowing little body-roll in corners at the expense of a more floaty, supple ride.

The diesel engine, a 3.0-litre inline six, is one of the more advanced diesels currently in the automotive world. It's the second diesel engine BMW has offered in Australia, and sets new standards in performance, economy and emissions. Significant improvements in power (150kW) and torque (480Nm) characteristics mean this engine, when coupled to the new six-speed ZF transmission, accelerates from rest to 100km/h in 8.8sec, 1.7sec faster than the superceded model. Fuel consumption is marginally improved, the diesel now rated at 8.6 litres/100km on a combined city/hwy cycle.

The entry-level petrol engine, a 3.0-litre inline six-cylinder, is unchanged from before, producing 170kW and 300Nm. The new six-speed manual gearbox will improve 0-100km/h acceleration marginally, and should have the same beneficial effect on fuel consumption. For some reason the 3.0-litre petrol engine misses out on the whiz-bang ZF 6-speeder, making do with the old model's five-speed auto 'box.

BMW offers two V8 models, starting with the 4.4-litre engine from the 5 Series. In this case power is up 25kW to 235kW and torque is now 440Nm. 0-100km/h is down half-a-second to 7-flat, and fuel consumption is around 710ths of a litre better, now rated at 13.1 litres/100km.

The hyper-sport X5 4.8iS, which arrives in June, will belt most other four-wheel drives into the weeds -- perhaps only the high spirited Porsche Cayenne has its measure. BMW reckons the 4.8-litre V8's 265kW of power will demolish the 0-100km/h sprint in just 6.1 seconds -- a time, they gleefully tell us is on par with the 1992 model BMW M3 sports coupe, a coupe once judged the finest in the world.

COMPETITORS
Immediate competition for the BMW X5 essentially consists of the Mercedes-Benz M-class. The cheaper Land Rover Discovery offers a rival for some models, while the more expensive Range Rover features basically the same diesel and 4.4-litre V8 engine as the BMW, though a generation out of date.

Mainstays like the Nissan Patrol and Toyota LandCruiser can't match the X5's refinement or car-like performance, and while the Audi AllRoad TDi certainly can, it can't equal the X5's 2700kg towing capacity.

Since the start of 2003, the mid-sized SUV market has exploded. Rivals for BMW and Benz now include Honda MDX, Volvo XC90, Lexus RX330, Volkswagen Touareg and even Porsche Cayenne.

ON THE ROAD
BMW chose an offroad-biased location to launch the X5 to the Australian media. A mix of rocky dirt tracks, hill climbs and forest hopping left us in no doubt the X5 is more than capable. We've heard reports of less-than convincing performance on sandy beaches, but suspect that anything short of a 'locking' 4WD system would struggle equally.

Given that most owners will spend the bulk of their driving time on the blacktop, we grabbed the opportunity to conduct a longer test straight after the launch. For more on that, see below.

BOTTOMLINE: Without a doubt the pick of BMW's 'entry-level' models.

Don't you just hate a smart-arse?! We deliberately chose to spend time in the diesel X5 immediately after the launch in Melbourne's outer-west because it's the most changed of the quad. Significantly more power and performance from the new diesel engine, it gets the six-speed auto gearbox, it also gets the new xDrive system.

We reckoned the old version "proved diesels can have performance and manners" and now they've upped the bar so far we've run out of superlatives. This diesel is everything it's not supposed to be. It's not noisy, it's not a sluggard, it's not lethargic or lazy. In fact the only part of the diesel mantra it adheres to is frugality -- despite our deliberately heavily right foot it returned an impressive 10.4litres/100km according to the vehicle's own trip computer.

We found diesel clatter to be something of an issue on the old model, providing you were outside the car. It's not much of an issue anymore. In fact, diesel donks like this make sweeping statements easy -- we reckon it's a better choice than the 3.0-litre petrol model. By some margin.

Around town driving is blissfully easy, with plenty of torque on demand and a silky-smooth transmission shifting imperceptibly between ratios. Gearchanging in tiptronic manual mode is slightly quicker than before, but still a little slow to respond. It does, however, offer a half decent 'faux-manual' mode for those wanting to exercise their right to choose the gear. Ride quality is good, firm suspension highlights BMW's attention to body control at some small expense to occupant comfort. Nothing to whinge about, however.

BMW has improved the diesel's pickup immediately off idle, though this too requires a bit more attention. There is still a noticeable delay between planting the boot and the engine responding, though it does respond strongly.

Typical of a BMW-supplied test car, ours had plenty of fruit. Start with the aforementioned $2600 automatic gearbox, and add PDC parking distance control $1680, metallic paint $1700, folding door mirrors $950, electric front seats with electric steering adjust $3950 and a sport multi-function steering wheel $160. By our reckoning that's $92,490 plus on-roads. Hmmm.

Sound too good to be true? There are negatives: the side doors are very heavy to operate; and the boot is lacking in depth compared to its competitors. Apart from that there's very little not to like about the diesel BMW X5.

BOTTOMLINE: The best V8 BMW money can buy.

Not only is the 4.8is the best X5 you can buy, it's also the best V8-engined BMW on sale today. Sure, the new 6 Series features svelte lines and a cosseting interior, and the latest E60 Series 545i benefits from the latest generation of Bavarian technology and styling, but the 4.8is makes up for its four-year-old SUV roots with lashings of syrupy oomph, a specification list that'll make a limo blush and more road presence than most supercars.

Priced from $157,000, the 4.8is is hardly bargain basement. However, compared to the $166k-plus 545i we tested recently, the muscular four-bee represents quite spectacular value. From the panorama sunroof all the way down to its 35-series low profile w-i-d-e 20-inch rubber, nearly every box has been ticked.

The owner's manual is waist deep in safety related systems and there's enough acronyms related to the various braking, traction control, hill descent and four-wheel-drive systems to keep our jargon-busting department busy for a month.

Convenience items such as park distance sensors, auto Bi-xenon adaptive headlamps, rain sensing wipers, electrically-adjustable seats and steering wheel mit multi memory positions are all standard. And you can add to that list an all-leather interior, a full house stereo, navigation, television, auto entry and alarm, auto folding mirrors and heating for the front sports seats. It's BlueTooth ready out of the box too... Of course.

Despite all of this, the component that delivers the best value for money is the bored and stroked version of BMW's DOHC V8. Displacing one cc under 4.8 litres, the SUV's engine benefits from inlet and exhaust enhancements as well as bespoke settings for its engine management system. It's a markedly more stirring engine than the 4.4lt bent eight offered in the 545 and 645. BMW's backroom boys won't go as far as to say it’s a full-house M engine, however, they're proud of the fact it's been breathed on by the same boffins responsible for the M5's 500hp V10.

Rated at 265kW, a useful 30kW more than the 'cooking' model X5 V8, the 4.8is' engine spins like a racecar's yet still provides prodigious urge right from standstill. It's also gifted with the most convincing V8 note this side of a Mopar hemi.

Bury your right foot and the specially calibrated six-speed ZF autobox responds eagerly and you're away -- rapidly! 0-100kmh comes up in a claimed 6.1sec.

That's just part of the story, however. Overtaking ability is stellar -- from around 80kmh a quick blatt around a caravan or three will have the speedo needle deeply buried in the go-directly-to-jail zone. And though this pace doesn't come cheap at the pumps, fuel consumption is still better than Australia's only home-grown V8 SUV. We had no trouble bettering 14lt/100km.

The 4.8iS' wide low profile rubber should compromise ride, however, the standard multi-level air suspension seems to iron out all but the worst bumps. There's remarkably little tramlining even on poor roads and the precision with which this big wagon can be placed is surprising -- as is the pace it can set when the roads get interesting. Just don't expect the gumballs to cope with anything resembling off-road work, save perhaps for a thrash through your local dunes.

That said off-road ability is largely a moot point -- honed on the Nurburgring, the 4.8is is aimed four-square at the bitumen. And make no mistake, it's a bahnstormer par excellence.