BMW X5 3.0 Diesel 2007 Review

When BMW unveiled the X5 in 1999, Munich talked of selling 40-45,000 a year. By September 2006, when the final first-generation SUV flowed off the assembly line at Spartanburg, South Carolina, USA, BMW had built an astonishing 616,867 X5s. That's over double those early estimates, to make the X5 one of the most successful new - as opposed to substitute - models in the company's stellar history.

No wonder the second-generation (and substantially larger) X5 looks and drives so like the old car. Not even Bangle-led BMW is going to tamper with a smash hit (and profits) of that magnitude. Bigger, in this case, means better, though we suspect few people will instantly recognise new from old, at least unless they see the two together, when the extra 187mm in length - most in the rear door as a result of a 113mm longer wheelbase - is obvious. Don't underestimate the importance of the optional third-row seat demanded by the Americans and the major conceptual change permitted by the increased length. The $5000 perch ($3K on the V8) - that folds into the floor to force elimination of even the space-saver spare wheel and, when up, reduces luggage space to a scant 200 litres - is kids-only size but allows the new X5 to play MPV substitute. The switch to double-wishbone front suspension, to spread across most future BMWs apparently, is the major chassis change and brings much-improved ride comfort and more neutral, less-understeery handling.

It's not just the extra seat that widens the X5 choice for Australian buyers. To meet customer demand, BMW has grouped a number of popular options - rear-view camera, Bluetooth interface, sat-nav, full electric front seat and steering wheel adjustment - together to create the $9500 'Executive Pack' for both the $85K petrol and $86,800 diesel six-cylinder models. The now-261kW 4.8-litre V8 (the 4.4-litre V8 has been dropped) is equipped to Executive-plus level to justify its $118,300 sticker.

Based on recent demand, BMW expects 70 percent of local buyers to opt for the 3.0-litre turbo diesel. The now all-alloy oiler makes 160kW (up seven percent) at 4000rpm and 500Nm (an increase of four percent) between 1750 and 2750rpm. Fuel consumption is reduced by seven percent to an official combined 8.7L/100km, but the 0-100km/h figure is now quoted as 8.6 seconds - 0.3sec slower due to an extra 50kg in mass. For the moment, however, the diesel remains the engine of choice (though BMW plans to add a 200kW twin-turbo diesel six, a turbo petrol direct-injection V8 and a hybrid).

Your neighbours will know you drive a diesel, but from behind the wheel the 3.0-litre X5 is responsive and refined, the chassis sure-footed and the steering nimble for what is a heavy machine. Chief project engineer Albert Biermann confirmed our view that the diesel's Dunlop SP Sport 18-inch tyres offer more grip on gravel and a better ride than the V8's Bridgestone RFT 19s. These fourth-generation run-flat tyres eliminate any concerns over ride comfort.

The X5 marks a return to the more traditional BMW interior, with the controls biased towards the driver. The classy cabin delivers a high degree of perceived quality and, for a change, there is heaps of room for minor luggage and a notable increase in leg and elbow room in the front and middle compartments.

Nothing suggests BMW's understated second-generation X5 won't be as successful as the first.

Going the distance:
BMW's launch program gave us the opportunity to directly compare the fuel consumption of the 4.8-litre petrol V8 and the 3.0-litre turbo diesel. Same drivers, essentially the same kinds of varied, southern Queensland roads and part-spirited, part-cruise driving. The real-world result - diesel 10.0 litres per 100km, V8 15.9 litres per 100km - only strengthens the case for the 3.0-litre diesel. Still, despite the small improvement in efficiency of all the engines, did BMW really need to reduce the fuel tank capacity by eight litres to 85 litres? Blame that third-row seat.

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