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BMW X5
BMW X5 4.8is SE
Evolution is the name of the game with the X5. BMW has improved the car in every area
Newcomer is bigger in every way than its predecessor - but heavier, too
By Sam Hardy
November 2006
- Rating:
One thing's for sure about BMW's X5; since its launch in 2001, the German SUV has always lived up to the brand's reputation for driving dynamics. It was the first off-roader that really did feel like a sports saloon.
The same is true today. Apart from the Porsche Cayenne, no rival comes close to matching the X5 on tarmac. But the old car doesn't set the standards it once did - so has the new X5 raised its game?
Well, the designers at BMW haven't messed too much with a winning formula. The familiar styling has been given a more chunky, softer look, with a fresh front bumper and tail-lights.
The major change is to the dimensions. While the X5 isn't as big as Audi's Q7, it's 5cm taller, 6cm wider and 20cm longer than before. This doesn't help weight - now 2,200kg - but it has freed up some space. There's now an optional third row of seats for the first time.
Yet although the load area is ample, the X5 is no MPV. The final two chairs are tiny and, at £1,000, a costly extra.
Everything makes more sense in the front, however. Quality has improved thanks to a new 5-Series-inspired dash. BMW's iDrive control system and touch-sensitive 'favourite' keys - programmable switches which operate like a computer toolbar - boost ergonomics. As for drivetrains, all models get a six-speed auto, while engines include 3.0-litre petrol and diesel units, plus our test car's new 355bhp 4.8 V8 petrol motor. It's refined and, with 475Nm of torque, gives brilliant performance, but the pay-off is little more than 20mpg.
Dynamically, the X5 is better than ever. New double-wishbone suspension and a longer wheelbase mean a very comfortable ride, even though the run-flat 18-inch tyres still add some stiffness. Body roll is well suppressed and the steering is excellent.
Range-topping 4.8-litre models get rear air-suspension while adaptive dam-pers and anti-roll bars are optional, and the X5 handles superbly. Mind you, it's a different story off the road - there's none of the trickery that makes Land Rover's Discovery so capable.
At £40,845 for the 3.0d and nearly £50,000 for the 4.8is, the X5 is far from cheap. But with expensive items such as electric seats and an auto box now standard, plus solid residuals and huge demand, the financial case still stands up - just! And while the X5 isn't as flex-ible or good value as Volvo's XC90, it's still by far the best in its class to drive.
 | |
| Dynamically, the X5 is better than ever. New double-wishbone suspension and a longer wheelbase mean a very comfortable ride, even though the run-flat 18-inch tyres still add some stiffness | |
 |
The same is true today. Apart from the Porsche Cayenne, no rival comes close to matching the X5 on tarmac. But the old car doesn't set the standards it once did - so has the new X5 raised its game?
Well, the designers at BMW haven't messed too much with a winning formula. The familiar styling has been given a more chunky, softer look, with a fresh front bumper and tail-lights.
The major change is to the dimensions. While the X5 isn't as big as Audi's Q7, it's 5cm taller, 6cm wider and 20cm longer than before. This doesn't help weight - now 2,200kg - but it has freed up some space. There's now an optional third row of seats for the first time.
Yet although the load area is ample, the X5 is no MPV. The final two chairs are tiny and, at £1,000, a costly extra.
Everything makes more sense in the front, however. Quality has improved thanks to a new 5-Series-inspired dash. BMW's iDrive control system and touch-sensitive 'favourite' keys - programmable switches which operate like a computer toolbar - boost ergonomics. As for drivetrains, all models get a six-speed auto, while engines include 3.0-litre petrol and diesel units, plus our test car's new 355bhp 4.8 V8 petrol motor. It's refined and, with 475Nm of torque, gives brilliant performance, but the pay-off is little more than 20mpg.
Dynamically, the X5 is better than ever. New double-wishbone suspension and a longer wheelbase mean a very comfortable ride, even though the run-flat 18-inch tyres still add some stiffness. Body roll is well suppressed and the steering is excellent.
Range-topping 4.8-litre models get rear air-suspension while adaptive dam-pers and anti-roll bars are optional, and the X5 handles superbly. Mind you, it's a different story off the road - there's none of the trickery that makes Land Rover's Discovery so capable.
At £40,845 for the 3.0d and nearly £50,000 for the 4.8is, the X5 is far from cheap. But with expensive items such as electric seats and an auto box now standard, plus solid residuals and huge demand, the financial case still stands up - just! And while the X5 isn't as flex-ible or good value as Volvo's XC90, it's still by far the best in its class to drive.
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FIRST OPINION
- Evolution is the name of the game with the X5 – and while BMW has not made any big leaps, it’s improved the car in every area. It’s still brilliant to drive, but now has more space; the only downside is that the seven-seater option is expensive and the chairs small. If you can stomach the costs, this 4.8is is certainly impressive, yet the 3.0d makes much more sense. We drive it next week.
AT A GLANCE
As standard, every X5 SE gets climate control, 18-inch alloys, part-electric seats and a six-speed auto. Dynamic trim, with sports seats and suspension, replaces the outgoing Sport.
- Engine: 4.8 V8 petrol, 355bhp
- 0-60mph: 6.5 seconds
- Price: £49,945
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