BMW makes point, improves X5
In addition to the pain of the fill-up, there’s a big downside to driving a rig like BMW’s X5 any real distance.
To wit: You can’t get there any faster than the guy in the next lane driving his rusty slant-six Dart. On the public highway, we’re all equal.
I exaggerate, of course. When I needed to get out of that semitrailer barreling down the hill at me, I was grateful for every one of the X5’s 350 horsepower and its quick-shifting six-speed automatic gearbox.
And, despite its 8.3-inch ground clearance, the X5 sailed through the big sweepers on Highway 14 outside Wishram without a hint of body lean.
Then there’s the undeniable luxury, the drive-‘em-forever seats, the bright and airy cabin, with its panoramic sunroof and first-class ergonomics. There’s also the new third row, which increases passenger capacity to seven.
Indeed, there are worse ways to travel – although I look forward to redoing this trip after BMW introduces its first round of diesel-powered rigs. Luxury, performance and fuel efficiency — now there’s a hand to draw to.
More of Everything
When BMW introduced the first-generation X5 in 2000, company product planners thought they’d sell 260,000 copies over the span of its lifecycle.
Someone must have transposed a number because by the time the second-generation rig was introduced last November, 618,000 X5s had rolled off the factory floor in Spartanburg, S.C.
No one would be so bold to predict similar results for the new X5, but after what the X5 has done for BMW you couldn’t blame them for hoping.
The 2007 X5 is larger, roomier, more elegant and more powerful than before. An all-new, 3.0-liter inline aluminum/magnesium six-cylinder engine makes 260 hp, and a newly enlarged (from 4.4-liters to 4.8-liters) V-8 makes 350 hp.
In both cases, power is shunted through a six-speed transmission.
The ‘07 X5 also adds a batch of new options, including third-row seating, variable second-row seating, Active Steering, Active Roll Stabilization and Electronic Damping Control.
The upgraded interior is warmer and classier than the outgoing model, with improved materials and new color and trim choices. The iDrive interface makes its first appearance in a BMW SAV and is greatly improved (which is to say simplified) over previous versions.
Prices for the base X5 3.0si start at $46,675, including destination. The eight-cylinder 4.8i starts at $55,275.
The standard features list on both models is voluminous and both are equipped with virtually every safety device — electronic and otherwise — known to humankind.
Better Ride, Handling
When the original was launched, a 5,000-pound SUV with sport-sedan ride and handling was considered unlikely, if not impossible. Now, it’s not just likely, it’s fact, and the new model is better than the last.
The X5 debuts BMW’s first-ever double wishbone, multi-link front suspension. It improves ride and handling and allows for greater flexibility in shock-absorber tuning and suspension geometry. The proof of concept lay in the narrow, twisting roads near BMW’s South Carolina plant; set a line and the X5 tracks without complaint. Overcook it, and Dynamic Stability Control steps in to put things right again.
DSC can be defeated via a dash-mounted switch but is instantly reinstated when the yaw rate reaches a preset level. On a skid pad at the test track, DSC instantaneously and continuously braked and drew power from slipping wheels and applied it to those with traction.
There is no overriding the laws of physics, of course, and an overly enthusiastic driver can put even the X5 in the ditch.
It is a marvel, though, how 5,000 pounds of metal, rubber and plastic can be persuaded to change directions at speed and without warning. Order the Sport package, with Adaptive Drive, and the results are more impressive yet.
In 2004, BMW introduced its new xDrive all-wheel-drive system, which has the ability to route all the power to a single wheel. xDrive enhances the X5’s all-weather capabilities and also adds another dimension to its off-road capabilities. In fact, the X5 is surprisingly adept off-road, which is more a hypothetical benefit than a real one; this rig won’t spend much time in the boonies.
A Tad Rough
Many buyers will find the ride a little rough, especially around town, and BMW’s confusing iDrive controller interface will confound others. Once you’ve adapted yourself to its idiosyncrasies, iDrive isn’t really all that bad and, as for the ride, if you want Lexus-smooth buy a Lexus. If you want fun, buy the Bimmer.
Another niggle: To accommodate the sunroof (and it truly is panoramic), BMW mounts the entertainment system monitor on the back edge of the center console, where it’s visible only to second-row occupants. Those kids in the new third row will not be happy.
BMW got the numbers all wrong with the first X5 but nailed the product. This time around, they’ve improved the product and seem willing to let the numbers fall where they may. They’ve already proved their point.