BMW X7 xDrive M50d 2019 Review

The BMW X7 might make a grand entrance on the road, but it has made a surprisingly quiet arrival into Australian showrooms less than three months after its global launch.

There has been no official Australian press launch for the German car-maker’s biggest model ever and its new SUV flag-bearer, and some of the vehicle’s key numbers and specifications have appeared more covert than an AFP press raid. But alas, the 2019 BMW X7 is here, and it looks to have struck a winning formula.

Pricing for the BMW X7 range in Australia starts at $119,900 plus on-road costs for the xDrive 30d. Despite measuring 229mm longer than the current X5, and purportedly accommodating seven adults across its super-luxe interior, the two high-riders are split by only $7000 in entry pricing.

Using a 195kW/620Nm 3.0-litre straight-six turbo-diesel, the entry-level BMW X7 xDrive 30d sends drive to all four wheels via an eight-speed automatic transmission.

Standard equipment for the entry model extends to 20-inch alloy wheels, air suspension, soft-close doors, a panoramic glass sunroof, front sports seats with lumbar adjustment and heated leather upholstery.

There’s also a 10.25-inch multimedia screen, 12.3-inch digital instrument cluster, head-up display, DAB+ digital radio, Apple CarPlay (but no Android Auto), sat-nav with live traffic reporting and an electric boot lid with kick-to-open functionality.

Elsewhere, the standard safety suite comprises automated emergency braking (high and low speed), adaptive cruise control with stop/go functionality, lane departure warning with lane change assist, rear cross-traffic alert with rear AEB, blind-spot monitoring and traffic sign recognition.

Sitting above the xDrive 30d is the xDrive M50d driven here. Pricing for BMW’s top-shelf SUV model (until the petrol V8-powered X7 xDrive M50i arrives late this year) spikes quite sharply to $169,900 plus on-road costs – marking a $20,000 premium over the equivalent X5.

However, for that the X7 takes a decidedly upmarket step in performance, technology and equipment terms.

Like its smaller sibling, the X7 xDrive M50d uses a quad-turbocharged six-cylinder turbo-diesel to develop sizeable outputs of 294kW and 760Nm.

But the added outlay brings 22-inch alloy wheels, the M Aerodynamics package, metallic paint, five-zone climate control, a harman/kardon sound system, BMW’s Laserlight headlights with adaptive high-beam, M Sport brakes, M Sport differential and M Sport exhaust system.

The BMW X7 is backed by a three-year/unlimited-km warranty, with servicing intervals set at 12 months/15,000km. BMW Australia hasn’t confirmed service pricing just yet, but a five-year/80,000km service package for the closely-related X5 starts at $2050.

There is more than a degree of separation between X5 and X7 upon examining the latter’s towing credentials: a braked rating of between 2200kg and 2600kg applies, comparing with 1900kg for the X5.

The BMW X7 impressed at its international launch back in March, and both diesel engines have been tried and tested elsewhere in the BMW range. The only real unknown quantity is how the X7 will perform on Australian roads.

What immediately strikes you about the BMW X7 is its sheer size.

Measuring a huge 5151mm long, 2000mm wide and 1805mm high, it employs a lengthy 3105mm wheelbase and a gargantuan boot capacity of 2210 litres with all rear seats folded.

The BMW X7 is a considerable beast in the skin and it feels as such upon first settling into the nicely padded and comfortable driver’s chair. However, the sprawling bonnet and width of the car are soon offset by a polish that forebodes a relatively pleasant, painless driving experience.

Before we get to that, though, the interior. It is one that combines the finer elements of BMW cabin design with opulent materials and excellent practicality.

Button-laden BMW interiors of years gone by have been eschewed for a much cleaner, minimalist interface that makes use of BMW’s latest infotainment and iDrive (centre rotary dial) technologies.

Not everyone will love the slightly-gaudy faux crystal-finished gear selector (also offered in the X5), but all told the X7 feels befitting of a flagship. Build quality feels solid for the US-produced SUV, with consistent panel gaps and no squeaks or rattles to speak of.

The driving position affords a nice vista front and rear; low enough in the cabin to feel as though you’re sitting in the car rather than on top of it, but equally, with ample outward vision.

Critically, this is the case for the second row, where a low belt line and large glasshouse affords a nice outward view for little ones in car seats.

Closer inspection across the assortment of storage compartments and open cubbies reveals a truly practical layout: seven USB ports across the cabin, wireless phone charging and even heated/cooled front-row cup-holders.

Jumping into the third row reveals that BMW’s claim of accommodating adults is not far-fetched. You wouldn’t want to wedge Andrew Bogut into the bleachers from Sydney to Melbourne, but there is certainly space to accommodate the average person.

Moreover, the second row space is generous and there are child seat anchor points across both rear rows (five in total), with ISOFIX points on middle outboard pews.

Where the luxe-practicality balance begins to become a little skewed is in BMW’s decision to use electric seat adjustment.

On face value, the installation works well and plays into the car’s flagship status, however, in practice the electric adjustment is clunky and at-times inconvenient (just imagine the fun a toddler might have if ever within reach of those buttons…).

Getting access to the third row, for instance, requires you to slide the second row forward, which in turn requires the front seat to be moved forward (automatically) to accommodate a small walk-through pathway.

This whirring rearrangement of musical chairs takes 11 seconds, according to our stopwatch, a relative eternity for a parent juggling a child, groceries and a buzzing mobile phone they cannot place.

Boot space is the BMW X7’s true trump card. Even with the third row in place, there is enough room for a couple of overnight bags – 326 litres. But as with most modern BMWs, the X7 foregoes a spare wheel for run-flat rubber so there’s not even a spare-saver underneath.

The boot is accessed easily by a split-design tailgate, while loading has also been made easier; you can lower the car’s air suspension from the boot area to get big/heavy objects on board. Clever.

The BMW X7 may be bigger than the competing Mercedes-Benz GLS in the skin, but it leaves its core competitor behind in ride and handling.

Initially, the car’s mammoth 13-metre turning circle and broad dimensions require a small degree of readjustment, a process that is aided by light steering and a plethora of cameras.

The X7 soon lives up to BMW’s trademark ‘ultimate driving experience’ with its own polished interpretation, ironing out bumps in the road and maintaining control. What makes this truly remarkable is our test car’s 22-inch wheels and 2.4-tonne mass.

Air suspension with 80mm of adjustment teams with excellent damping to provide an almost pillowy soft ride on smooth arterial roads, floating over drawn-out undulations and ironing out pitter-patter bumps with aplomb.

That impression transcends to rougher B-roads, where excellent noise suppression characteristics and refinement allow the hulking SUV to maintain an air of composure even on corrugated dirt roads.

But perhaps the most surprising element of the BMW X7 is its dynamic potential. In the sportiest setting, the same air suspension brings a taut and controlled driving experience; one that remains composed irrespective of the car’s hulking dimensions.

Accurate and well-weighted steering complement an M Sport differential for swift, smooth exits out of corners, all four Pirelli P Zeros hooking up seamlessly to deliver effortless forward drive.

The 2.4-tonne kerb weight isn’t infallible, but when you do bundle into a corner too quickly, powerful M Sport brakes and a clever electronic safety net are reassuring and extremely effective.

The underwritten dynamic prowess is backed by BMW’s flagship diesel engine, offering a claimed 0-100km/h time of just 5.4 seconds.

The oiler’s four turbochargers chime in as required to make light work of take-offs and acceleration, before finding a meaty mid-range to really dole out the six-cylinder’s surfeit of riches.

The matching muscular diesel soundtrack, which is almost maniacal at full noise in sport mode, won’t match everyone’s idea of refinement. Smooth it may be and devoid of traditional clatter, but the soundtrack is ever-present.

The diesel is efficient, however. All told, we managed a fuel consumption reading of just 7.8L/100km in a mix of highway, rural and occasionally dynamic conditions.

The best and/or worst elements of the BMW X7 will depend entirely on your view point but, for many, they will be dictated by the same thing: its size.

Yes, the interior is sprawling, the luxe-factor is strong and the X7 makes a compelling argument as a luxury family SUV. A 7 Series in hiking boots.

But equally, the size may be considered too much for many. In which case, the X5 might make a better fit.

Ultimately, prospective buyers will likely decide for themselves before leaving the dealership car park, at which point they’ll navigate the car’s broad dimensions and turning circle for the first time.

Either way, forget the quiet entrance. The BMW X7 is here, and it makes quite the statement.

How much does the 2019 BMW X7 xDrive M50d cost?
Price: $169,900 (plus on-road costs)
Engine: 3.0-litre six-cylinder quad-turbo diesel
Output: 294kW/760Nm
Transmission: Eight-speed automatic
Fuel: 7.5L/100km (ADR Combined)
CO2: 198g/km (ADR Combined)
Safety rating: Not yet tested