Buying a used BMW X5 (2000-2007)

Look hard at those paparazzi pictures down the back of your favourite trashy magazine and there’s every chance some misbehaving celeb will slumped over the wheel or inelegantly alighting from a BMW X5. As superstar transport there is little to match the presence of an all-wheel drive Beemer, yet age and depreciation have brought early versions within grasp of typical 4WD buyers. Be warned, however -- without choosing your X5 carefully, sharing in the glam could become a financially disastrous indulgence.

With most early X5s built in the USA, first-year sales in the ‘home’ market exceeded 26,000. In Australia during 2001 the result was less dramatic but 1825 sales still represented over seven per cent of the Large All-Terrain vehicle market. By 2005 and with support from 3.0-litre petrol and turbodiesel models, BMW was selling 3225 X5s annually and dominated the new Luxury SUV segment.

The original 4.4-litre V8 had seen service in several BMW models but never previously been asked to propel 2.2 tonnes or perform in an all-terrain environment.

Safety was intrinsic to the X5 design. Antilock brakes, Dynamic Stability Control, Hill-Descent Speed Control and Cornering Brake Control were just some of the systems keeping the big BMW safe yet intruding only when there was serious risk of control loss. In the event of a crash, 10 air-bags and seat-belt tensioners helped keep the occupants protected.

Early 4.4-litre versions were listed at $110,000 but very few left the showroom without multiple options and accessories that typically drove prices beyond $130,000.

May 2001brought a 3.0i X5 listed at $79,990 with leather trim and most of the electronic aids supplied with the dearer V8. Manual transmission was standard but most buyers elected to spend $2600 extra on the five-speed automatic option. 

The 3.0i rode on smaller wheels and left a slightly narrower footprint than the V8 (235 section tyres on 17 inch rims against the V8’s 255/18s) but weighed only 120kg less.

For 2002 BMW planted the foot even harder via a 4.6-litre, 255kW engine and mountains of standard equipment. The 4.6is cost $152,300 but included almost everything that buyers of earlier X5s might have specified as options. This included 20-inch wheels that were definitely more suited to urban wafting than blasting out to Birdsville.

A year later came Australia’s first X5 diesel with 135kW and 390Nm from a 3.0-litre turbocharged engine. A manual gearbox was available, but most buyers opted for the Steptronic.

The 135kW diesel lasted less than a year before being replaced by a 150kW model with six-speed automatic or manual transmission and a new ‘xDrive’ torque-splitting feature. Using an array of sensors and controlled via an electronic central clutch, xDrive could direct up to 100 percent of engine torque to the axle with greatest grip.

The 4.8is that arrived in 2004 packed 265kW the ability to lay down 0-100km/h times in the low six-second bracket – impressive stuff for a 2.2 tonne ’monster truck’.     

The V8’s acceleration away from a standstill or on the move is expectedly outstanding. 0-100km/h took 7.8 seconds and the 80-110km/h overtaking increment 4.0sec. Combating two tonnes with only 170kW made the 3.0-litre auto a little slower off the mark but momentum made the difference is less marked, with a 80-110km/h time only 1.1 seconds slower than the V8.

BMW’s auto comes with three modes including Sport which is reputedly so good at selecting the right ratio for given situations that it takes all the fun out of manual shifting. Even in standard Drive setting the transmission is responsive and very smooth.

Cornering on the highway occurs with minimal body-roll and the compromise tyres – at least in the case of the original-equipment Michelins – deliver decent grip on most surfaces. Later models were criticised for the limitations of their run-flat rubber.

The X5’s weight and ground clearance become most apparent when hustling through a series of tight and bumpy bends. The steering is exceptional but body-roll and front-end grip reduce cornering limits. Pushing hard on coarse bitumen or even gravel can quickly chew edges off those big and expensive tyres.

Braking for a vehicle of this weight is outstanding. Overseas tests saw an early 4.4-litre pulling up with a full load of passengers in 43 metres – only two metres further down the road than the lighter 740iL sedan. With a heavy boat behind it may be possible to fry those huge brakes but problems under normal conditions seem unlikely.

X5s have a monster 92 litre fuel tank which allows 3.0-litre petrol versions to run more than 700km between refills and even the thirsty V8s to manage 500km. Those who can stay awake and don’t need toilet breaks will love the turbodiesel and its ability to run for 10 hours without a refuel. 

The front seats are well-shaped, large and fairly supportive. Early V8s and all post-2004 models come with power seat adjustment. The rear bench is too flat and unfriendly for some tastes but folds easily to create extra load-space. There is a full-sized spare wheel but it hides under the luggage area with the battery. 

>> During the test drive make sure that all gears in the Steptronic transmission can be manually selected and that it will start from rest in first. Avoid any that have selection issues, thump while downshifting or display slurred upshifts under full throttle.

>> With kilometres of cabling and dozens of electrical components and sensors, electrical problems are unavoidable. Ensure that major components including the airconditioning, in-dash monitor screen, seat and mirror motors and sunroof work efficiently and budget to repair (or ignore) less significant devices.

>> Ensure that the gaps between tyres and bodywork are consistent. Tired springs, problems with the self-levelling rear suspension, even bent components can have the body sitting at an uneven angle.

>> Tailgate rattles and squeaks are a commonly-reported problem that can be minimised by adjusting the rubber bump stops and liberal use of silicone lubricant on rubber seals.

>> . Specialist four-wheel alignment is recommended to minimise edge wear to the large and very costly tyres. Even with all of the rubber pointing in the direction it should and regular rotation, tyre life is unlikely to exceed 30,000km.

>> Weight and exuberant driving shreds the big disc pads and their rotors. Inspect brakes for pad wear and rotor discolouration.

>> While checking the brakes, look at the under-body for damage including torn driveshaft boots and crushing to exposed sections of the costly exhaust. 

USED VEHICLE GRADING (X5 4.4)
Design & Function: 14/20
Safety: 17/20
Practicality: 13/20
Value for Money: 14/20
Wow Factor: 14/20
Total Score: 72/100

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