BMW X5 2018 Review

You might not pick the new BMW X5 at first glance. After all it is still a large two-box wagon of the luxury SUV genre, but it measures up bigger all-round and is stuffed with a heap of new gear.

If all else fails just check out the over-sized kidneys that dwarf the grille of any X5 that has gone before this one.

It arrives in a hotly contested segment only months ahead of the new generation Mercedes-Benz GLE-Class and its own newly-minted big brother, the X7.

We’ve previously covered the price and equipment story here, but it’s worth reprising briefly. The xDrive30d kicks off the range at an unchanged $112,990 and is expected to be the biggest seller, while the M50d and its quad turbo – yes four turbochargers – engine rises nearly $5000 to $149,900 (plus on-road costs).

A just confirmed third model, the turbo-petrol xDrive40i arrives early in the new year priced at $115,990. It has the same equipment spec as the 30d.

All three are US-built and powered by 3.0-litre inline six-cylinder engines mated to eight-speed automatic transmissions and rear-biased xDrive permanent all-wheel drive systems.

The 30d makes 195kW/620Nm, accelerates from 0-100km/h in 6.5sec and averages a claimed 7.2L/100km. The 40i boasts 250kW/450Nm, 9.2L/100km and a 5.2sec 0-100km/h claim. The 50d rocks the house with 294kW and 760Nm, claims 7.5L/100km and 5.2sec 0-100km/h. All fuel consumption ratings are to the new WLTP standard.

Standard safety equipment includes front, side and head airbags. There’s also a whole suite of driver assist systems that deliver claimed Level 2 autonomy. That’s the ability to navigate the road hands-free for at least a few seconds.

However, some features have been switched off in Australia because of our lack of legislative and legal framework for self-driving cars. For instance, the X5 won’t change lanes automatically when you hit the indicator, nor will it slow down and navigate to the side of the road to pull-up if it decides the driver is no longer competent. Instead, after repeated attempts to try and get the driver to retake control, it will pull up in a straight line in its lane.

One neat new feature is the ability to set the active cruise control speed based on the road sign assist. Whatever the sign says that’s the maximum speed you do.

Another is the ability to memorise the last 50m of a journey and reverse back up the exact same path hands-free. That’s a great feature for negotiating a narrow and winding driveway. In testing it worked easily and repeatedly.

Unfortunately, the same couldn’t be said of the autonomous system at highway speed. With more cameras, sensors, radars and brainpower than ever before, BMW says the X5 is the most sophisticated self-driver it has offered here. Yet several times it missed solid white lines and made a beeline for the edge of the road.

Updated technology is also a cornerstone of the comfort equipment line-up. BMW’s traditional analogue gauges have been ditched for a 12.3-inch digital display, with another 12.3-inch panel right alongside to deal with infotainment.

There are no less than five different ways to control different functions within this array; button/dial, iDrive, voice, gesture and touch. But as far as we could calculate nothing is controlled by all five … we think.

Those functions include Apple CarPlay, but not Android Auto. The X5 is the first BMW with what’s called operating system 7.0. Part of that is the Intelligent Personal Assistant, essentially a more sophisticated form of voice control: “Hey BMW, navigate me to the nearest dog wash, my poodle needs a shampoo”... And that sort of thing.

In March-April the new 3 Series arrives with the same operating system and the addition of Amazon Alexa. Exactly what it will do that IPA can’t is yet to be fleshed out. But you will be able to add it to your X5 because it is capable of over-the air software updates.

There’s lots more traditional luxury swag like leather upholstery, wood and metal trims, climate control, a panoramic sunroof and power everything… usually with an indecipherable marketing-driven name that sounds grand but gives you little idea of what the thing actually does.

For instance, the M50d comes with the M Aerodynamics package. Would you assume that would be something to do with, erm, aerodynamics? Nope just some body kit add-ons.

Getting your head around what’s standard in an X5 is one thing, the next step is understanding the options. And there’s lots of them.

The baseline spec is xLine, but more than 80 per cent of X5 buyers in Australia are expected to upgrade to the M Sport package. This is $4000 for the x30d and 40i and redundant for the M-ified 50d.

The 30d and 40i come with passive electronic dampers, while M Sport adds driver-adjustable shocks. The M50d comes with the M suspension professional, which adds roll stabilisation, an M sport differential and rear wheel steering. All three cars can option adaptive dual-axle air suspension, which can vary ride height 80mm.

If you’re eyeing the X5 as a tow vehicle then braked capacity is claimed at 2700kg, the same as its predecessor.

A new addition is a $7500 off-road pack for 30d and 40i, but unavailable for the M50d. This adds the air suspension, off-road modes and cameras, various drivetrain tuning modes and some underbody cladding. BMW says it’s the most effort it’s ever put in to making X5 a true off-roader.

But if you tick this box be aware that you don’t get all-terrain tyres as part of the deal, you’ll have to buy them separately – if you don’t want to rely on X5’s standard H/T run-flats. You’ll also have to organise your own full-size spare, which won’t fit under the floor where the standard temporary spare resides.

There’s also an Indulgence Package with naff crystal glass gearlever, a Performance Package and a choice of wheel sizes starting at 19 inches and stretching all the way to 22 inches. The 30d and 40i get 20-inch alloys standard and the M50d gets the 22s.

There’s also the chance to tick the box for a bunch of individual options. Our 30d test car included a leather finisher on the dashboard for $2700 and a $2400 Laser headlights. The latter are standard on the M50d.

The X5 continues with a three-year/unlimited-kilometre warranty and conditions-based servicing.

Big is a key theme of the new X5. Big changes, big performance, big equipment lists, big prices and just plain big.

To that you can add heavy, the two diesel models that launch the G05-series in Australia are both porkier than their predecessors; the 30d is up by 40kg to 2110kg, while the M50d rises from 2190kg to 2275kg.

Think about that. A five-seat SUV less than five metres long weights nearly 2.3 tonnes. Bloody hell that is a lot, remembering weight is the enemy of efficiency, hurting fuel consumption, ride, handling and acceleration.

There are several reason BMW cites for weight increases in an era where weight losses are the wholly grail; the X5’s overall size increase, aluminium guard extensions replace plastic, the M50d’s engine is significantly heavier than its tri-turbo predecessor and there’s more gear, especially in the M50d.

Based on BMW’s latest CLAR (CLuster ARchitecture) underpinnings, the new X5 expands in every key dimension, yet luggage space remains unchanged at 645 litres with all seats up and 1850 litres with the 40:20:40 split second row folded down. That’s less than the new Mercedes-Benz GLE-Class by the way.

BMW says all the extra space has gone into the passenger compartment. And there’s no doubt there’s plenty of room in the rear seat for two adults – three at a pinch. Up-front, the standard sports seats are terrifically supportive and adjustable – there’s also an optional Comfort seat with massaging and merino leather trim.

There are some neat touches in the cabin, like the iPad mounts and 3amp USB ports in the rear seats, sizable bins in every door pocket and six different ambient lighting choices. On top of that, interior quality is through the roof compared to the previous X5s.

The tailgate remains horizontally split and both sections are powered. A powered roller cover is cool to watch unravel and will be available from January.

Get behind the typically fat-rimmed steering wheel and you’ll find a vehicle recognisably BMW and X5.

The 30d has a sportingly firm feel on the road, crisp electric-assist steering and convincing acceleration once it gets over some initial eddies and the single variable inlet turbocharger is huffing.

You’re always conscious of the height and weight, mainly because it’s hard to believe the 30d is behaving as well as it can.

It sticks to the road, obeys steering instructions and rarely gets deviated from the task at hand. It feels like it could motor across the lumpy Tassie test roads forever, the occasional bobble and sway from the body reminding you of its high centre of gravity and weight.

But this is just the warm-up act for the M50d, which has strong enough acceleration to push you solidly back into the seat.

This is an epic drivetrain. Not only is the engine a stormer, but the transmission gets into the act when required, slurring smoothly in comfort mode or changing gears aggressively in sport.

The ride is noticeably more intrusive than the 30d. Switching the chassis setting from comfort to sport didn’t seem like a great idea. Air suspension could be the go for this puppy and maybe a bit more tyre sidewall.

Even more pronounced than the 30d was the impression this behemoth was doing things it really shouldn’t. It is impressive for its defiance of physics alone.

But open the engine up and you’re not going to get near the claimed fuel consumption rate. We were seeing 12s (12.0L/100km) on the trip computer and we weren’t doing anything stupid with the accelerator.

One thing both vehicles have in common is refinement. They are almost unbelievably quiet for diesel engines, tick-a-tacking along even under hard acceleration. Clatter? Forget it.

The big giveaway is how they peter out above 4500rpm, but who cares when they’re delivering so much grunt through the midrange.

On gravel, there’s barely any splatter discernible under the mudguards. A harsh application of the brakes showed ABS suitable tuned for the loose conditions we find more often here than just about any other developed nation.

For all that’s worthy about the X5 you’ve got to wonder about the spiral of more weight, power and size vehicles like this are going through.

No-one needs a $150,000 quad-turbocharged five-seat wagon for chrissakes; do they even need a single-turbo wagon that costs $113,000? The answer is patently no.

But the demand is there and if you are going to service it, you might as well deliver the best vehicle you can.

And that’s what the X5 is. Bloody impressive in spite of itself.

How much does the 2018 BMW X5 xDrive 30d cost?

Price: $112,990 (plus on-road costs)
Engine: 3.0-litre six-cylinder turbo-diesel
Output: 195kW/620Nm
Transmission: Eight-speed automatic
Fuel: 7.2L/100km (ADR Combined)
CO2: 189g/km (ADR Combined)
Safety Rating: N/A

How much does the 2018 BMW X5 xDrive M50d cost?

Price: $149,900 (plus on-road costs)
Engine: 3.0-litre six-cylinder turbo-diesel
Output: 294kW/760Nm
Transmission: Eight-speed automatic
Fuel: 7.5L/100km (ADR Combined)
CO2: 198g/km (ADR Combined)
Safety Rating: N/A