2007 BMW X5 Review

Specifications

Where would the sport utility vehicle market be today if BMW decide that itwasn’t worth their while to build the X5? There probably wouldn’t be as much emphasis on sportiness or driving dynamics as there is currently and perhaps more luxury brands would feature off-roading equipment. Infiniti might not have gone so far as to create the FX-series SUVs, and there certainly wouldn’t be as many “Sport” editions of crossover vehicles like the XC90 or Audi Q7. In a way, we’re kind of glad that BMW did make the X5, simply because it proves that when engineers put their minds to something they can get around any problem, such as how to make a two-ton utility vehicle truly enjoyable to drive.

Besides the onslaught of luxury automakers trying to out-BMW BMW, some slight issues had arisen internally. Introduced several years after the X5 was first launched, its little brother, the X3 proved to be somewhat troubling as it provided some stiff internal competition. Since the launch of the X5, BMW learned about packaging, which enabled the smaller X3 to come out on top in terms of cargo volume, and it was very close in terms of cabinspaciousness. The fact that the upper level X3 could also be had with the same base six-cylinder engine as the X5 ensured that buyers could potentially cross-shop between the two vehicles under one roof. The solution to this problem has been rectified by bulking up the X5 in all directions, with overall length and wheelbase increasing by the largest amounts. Amazingly, new X5s weigh on average just 22 to 33 pounds more than the outgoing models thanks to greater use of lightweight materials. These improvements now afford the X5 the capability to seat up to seven people with the optional third row, or, at the very least the ability to stuff more into its cargo bay. Speaking of which, in place of the third row in this test vehicle was an impressively large hidden storage bin under the trunk’s floor, which is not only waterproof, but also held up in place by a gas strut. This space, previously reserved for a spare tire, was freed up by BMW’s switch to run-flats. The cargo area itself is trimmed in a nice, plush carpet too, showing BMW’s intent on not cutting corners.

Despite its shortcomings in interior and cargo volume, the old X5 has an unbelievably strong following with very loyal owners. Most buyers wouldn’t replace their X5s with anything else, simply because no other product short of a proper car delivers the desired performance mixed with the eye in the sky vantage point. This might have something to do with why the new X5 looks very much like an old X5, but modernized. Some parts, such as its nostrils, are deliberately enlarged, as are its corona ring eyes. The fenders bulge like puffed cheeks and the broader stance makes it look like it’s standing with its fists pressed against its hips. Pretty or not, the new look is even more effective at conveying its presence and BMW image to other road users.

As with the last X5, the majority of purchasers of the new car will opt for the smaller six-cylinder motor over the V8 for reasons of cost, both to purchase and to run. Under the hood is the super-smooth magnesium-alloy 3.0-literinline-six that powers the X3 and Z4, and in previous years served duty on the 3- and 5-Series too. Compared to the old six, the new unit provides 35 more horsepower and 11 lb-ft of additional torque and drives through an automatic with one extra gear. Previously the X5 3.0i could be had with a six-speed manual as standard equipment, but this has been discontinued.

Stick shift or otherwise, it remains a fact though that the X5 is a pretty big burden for the engine to carry, which takes a toll on the rate at which the SUV accelerates; it’s not slow per se, it just doesn’t feel quick, which can be amounted to the fact that it only has 225 lb-ft of torque to move 4,982 pounds of sport ‘ute around. Slapping the car in manual mode or sport mode preps it for passing and makes for brisker acceleration, but the engine doesn’t have the grunty acceleration of the V8, or some rivals’ V6s. On the contrary, there’s much to gain in terms of fuel consumption, which is all in all very reasonable. Compared to the 4.8i we had during the winter, our average was a little under 21 mpg. The 3.0si was also pleasingly quiet at highway speeds,and even under harder acceleration.

As with the 3 and 5, we could see BMW adding the new twin-turbocharged version of this engine down the road. Its lag-free and fat power band would be a great match for the X5’s comfortable and laid back nature, but the boost would provide the gusto acceleration that premium buyers are looking for.

Active steering, electronically controlled dampers and active anti-roll bars are all technologies available to the X5, features designed to up the ante in its quest to be the on-road SUV champ, but this particular model was not equipped with these engineering wonders. Instead, what we received was an X5 with the bare mechanicals… no, not even with the sports suspension. The X5 au natural has nothing to hide though, with delightfully weighted steering that’s balanced and meaty, and although there’s a fair bit of body roll, it gently lets you know that the limits of the vehicle are coming up ratherthan dropping you over the edge. In order to keep the X5 as much of a driver’s machine as possible while still being able to accommodate seven, BMW has had to switch to double wishbones, away from struts, a tradition that’s lasted 40 some odd years. Whatever sacrifices were made in the historical textbook department are worth it though, as the X5 feels more like a 5-Series Touring on the go than even the old X5, with much credit going to the active xDrive all-wheel drive system that shifts and distributes power around the car as needed, reducing understeer and keeping everything on course. To get the stability control light to flash requires extraordinarily hard driving or deliberate provocation. Besides Hill Descent Control, which is electronically tied into the xDrive system, the X5 does not feature any off-roading gear.

While noticeably improved over the outgoing car, the ride quality on the X5 isn’t quite as settled as I would have liked. The standard metal spring setup bounces about more than it ought to on rougher pavement and there is noticeable choppiness as well, which I suspect may be due to those aforementioned run flat tires. The cushioned and contoured“comfort” seats – a true delight – do take some of the bite out. If your budget permits, I suggest opting for the adaptive suspension system.

If the spaciousness of the interior isn’t the first thing noticed about the X5 when inside its cockpit, the design of the dash certainly will pull eyeballs. Compared to the old X5, which featured a blend of simple, classic design elements, the new dash is straight from the future. Like almost all BMWs these days, iDrive is hard-wired into the system, controlling the finer details of the climate control and stereo. It’s nice that there’s a little extra visual display even if the car doesn’t come with navigation or a reverse camera.

Unlike Mercedes’ first generation ML, a vehicle which in part helped bash the brand’s reputation for quality products, BMW has had no such issues with the Spartanburg-built X5. It felt solid and was nicely constructed out of choice soft-touch plastics, leathers and woods. There’s also much to admire in the actual design and layout of the dashboard and console, such as the touch-sensitive preset buttons for the stereo that can save AM/FM and telephone settings.There’s also the glove box, cleverly hidden in the concave panels of wood with a hidden push button, though it’s really quite small. However, the feature that garnered the biggest oohs and ahhs was the near automatic transmission gearshift with its torque rectangle lever. Using the same electronic linkage technology as the 7-Series, it operates on the same principles as the electronic parking brake, which was put in place to save space.

So the base X5 makes a pretty good case for itself, but how much does it cost? Pricing is rather steep, although the damage isn’t as bad as you might expect with vehicles starting as low as $45,900, but you’d be missing out on some key features. The panoramic sunroof is a must, which can be purchased as a standalone option or grouped with auto dimming mirrors and other goodies ($4,050). Another necessity is the front and rear parking sensors ($700).Pick and choose what options you want carefully though, because before you know it, this six-cylinder X5 is easily capable of dealing some serious sticker shock with a fully loaded price of $60,545. For reference, a base X5 4.8i starts at $54,500 and tops out at $67,500.

Because the new X5 builds on the foundations laid by the previous model, it’s unlikely that it’s going to set the world ablaze like it did when the SAV concept was first launched. Instead, what it’s done is taken the bar and pushed it up, putting it in a position where others are now staring upwards and wishing they could play in the same league. Even in its most basic form, the X5 still proves that BMW is the king of performance SUVs, and will undoubtedly have rivals sitting back and scratching their heads. Some things never change.