The X5 sport-utility vehicle is BMW through and through. On the road, that means an emphasis on sporty driving dynamics, even if it comes at the expense of utility. Sitting still, it means the X5 looks like a taller, ganglier BMW sedan. The diesel-powered X5 xDrive35d, new for 2009, looks the same as its gasoline-powered siblings from its twin-kidney grille to the clamshell hatch in back.
There's no mistaking the X5's classic BMW look. It starts in front, with that trademark grille and familiar dual-dual lamp clusters. Super-bright adaptive xenon headlights come standard. On the X5, they're ringed with LED circles that serve as the daytime running lights (and look really cool). These headlights level themselves when the X5 bounces over bumps, and turn slightly with the steering wheel. The standard fog lights also work as cornering lamps, lighting when the corresponding directional signal is selected.
In profile, the X5's big wheels and short overhangs promote an agile look, while the roof and taillights trail into a slightly flanged lip. These so-called separation edges smooth air as it rushes over the back of the vehicle. That means a slight improvement in fuel economy, and probably more significantly, less wind noise inside the X5.
Indeed, with a drag coefficient of 0.34, the X5 is an aerodynamically efficient vehicle, as tall, boxy SUVs go. Its underbody is smoothed with various fairing devices. The front spoiler directs air around the front tires, reducing resistance as the X5 punches a substantial hole in the air.
BMW tried to increase the X5's utility when it redesigned it for 2007, stretching it seven inches to add rear legroom and cargo space. By wheelbase and overall length, the X5 now sits mid-pack among key competitors: Slightly larger than the Acura MDX, Land Rover LR2, Mercedes M-Class and Volvo XC90, and quite a bit smaller than the Audi Q7, Cadillac SRX, and Lexus GX470.
The clamshell tailgate is a mixed bag, in our view. The lower third drops down, once the upper portion has been lifted up. On the plus side, the split design is handy for dropping smaller packages in the back. The little tailgate keeps items from falling out when you open the hatch, which can be a problem on some SUVs with a single liftgate, and it provides a nice (though high) bench for changing shoes or just resting a moment. The problem is that the upper portion includes not only the glass, but also half the metal that comprises the rear of the vehicle. In other words, it's the heavier, more substantial portion of the gate. It takes more effort to operate than it would if only the glass opened up and down. The optional power tailgate helps in this respect, and we recommend getting it.
ray of accoutrements for rear passengers, too, including vents, a power point and small storage bin on the back of the center console. There's also temperature control and a fan switch on models so equipped. The dropdown center rear armrest offers no cupholders or storage, but it reveals the optional, locking pass-through port for long items such as skis or fly rods.
Cargo space still ranks at or near the bottom of the class. There is nearly 22 cubic feet for stuff behind the second seat: about the same as the trunk in a large sedan, though the space is tipped up on its end, with a much smaller load floor. Adding the optional third-row seat expands passenger capacity to seven, but it also eliminates most of that cargo space. BMW claims adults up to five-feet, four-inches tall will be comfortable in the third row, though we can't verify that from experience.
A standard cargo blind opens and retracts over the carpeted area behind the second seat, which features several tie-down points and a rail system that accommodates slide-out accessories offered by BMW dealers. The rear seat backs fold forward easily, but not completely flat, so there a slight change in the angle of the load floor created. The bottom cushion for the rear seats can be removed completely, as a single piece. That levels the load floor, but then you have to find a place for the seat bottom.
Even with cargo space maximized, the X5 offers less capacity than most competitors. With 75.2 cubic feet available, the X5 is surpassed by the Acura MDX (83.5), the Volvo XC90 (93.2) and a host of others. There is some additional storage under the X5's load floor, enough for a tool kit or a six pack, in the bin with the temporary spare.
On the road, the BMW X5 comes closer in character to a well-tuned (if large) sedan than all but a few of the sport-utility or crossover vehicles currently available. The X5 is a heavy vehicle, but it can get down the road with more alacrity than the typical SUV. That even applies the diesel-powered X5 35d, which is new for 2009.
The 4.8-liter V8 in the X5 48i delivers 350 horsepower and 350 pound feet of torque. The inline six-cylinder in the X5 30i produces 260 horsepower and 220 pound-feet. Both engines are matched to an efficient six-speed automatic transmission.
The X5 48i we tested was extremely quick to take off, in spite of its substantial 5,300-pound curb weight, with torque coming in a smooth, steady wave. You won't find an engine that delivers its power more evenly than BMW's V8. Acceleration builds quickly when you step on the gas, regardless of how fast you're already going, but it's never rough or intrusive. Deep dips on the gas pedal generate a distant growl that reminds a driver of the capability under the hood, but the growl doesn't intrude on conversations or create more vibration inside the X5. The 48i V8 makes the X5 as smooth as any luxury SUV for freeway travel, and quieter than many.
The V8 makes the X5 feel quicker than competitors such as the Lexus RX or LX or Audi Q7. We'd wager that it's the quickest vehicle in the class, with the exception of the Porsche Cayenne S and Turbo models. The X5's speed is emphasized by its quick-reacting gas pedal, which is tuned for pavement driving, while those in many competitors have more pedal travel for more precise modulation off road. Some drivers may find the X5's sensitive throttle annoying during a stop-and-go commute after a long, stressful day.
The X5 30i isn't as absolutely quick as the 48i, but its inline six-cylinder engine feels just as responsive. In some respects it feels lighter, perhaps more spry, than the big V8. BMW's inline-6 is almost as smooth as the V8, with even power across its rev range, and in typical driving it doesn't leave us craving more power.
The EPA rates the X5 48i at 14/19 mpg City/Highway, though we haven't done that well in different tests over varying circumstances. The 30i improves to an EPA-rated 15/21 mpg City/Highway, but you can still do much better with sedans that deliver comparable acceleration. By the official ratings, you can also find better mileage in comparably sized SUVs and crossovers, including BMW's new diesel X5.
The 35d has an ultra-high tech, 3.0-liter inline six-cylinder diesel engine, with features such as all-aluminum construction, high-pressure direct fuel injection, and a turbocharging system that employs both a small and larger turbocharger for optimum response at low and higher speeds. It's eligible for a federal tax credit for extra efficient cars (up to $1,550, depending on the model), and it actually produces fewer exhaust emissions than many gasoline engines. It also generates less carbon dioxide.
Fuel economy ratings for the X5 35d are an EPA-estimated 19 City, 26 Highway, which is nearly 20 percent higher than the gasoline-powered, six-cylinder X5 30i. The current price of diesel fuel (15 to 20 percent higher than gasoline) limits any reduction in operating cost, however.
The 35d diesel engine provides a lot of power: 265 horsepower, with a whopping 425 pound-feet of torque. There's so much torque, even a casual jab at the gas pedal can squawk tires pulling away from a stop sign. (Torque is that force that you feel when accelerating). Once a driver gets used to the throttle, however, the 35d can really haul. It's substantially quicker to 60 mph than the gasoline X5 30i, and not much slower than the V8-powered X5 48i, despite the substantial improvement in fuel economy. In short bursts of say 100 ft, the 35d will accelerate more quickly than just about any vehicle of its size. And it has none of the smoky, oily, stinky quality that old-time diesels might condition buyers to expect. The same diesel engine has been introduced in BMW's 3 Series sport sedan, but we like it better in the X5. That's partly because it better suits the X5's bigger, heftier character, and partly because the diesel's shortcomings seem less prominent in the X5.
The diesel engine clatters a bit when idling, especially when it's cold. It's louder and rougher in general than the X5 gasoline engines, and also some of the other new-age diesels from Mercedes-Benz and Audi. It requires urea to meet 50-state emissions standards. This ammonia-like substance is stored in an onboard reservoir, much like windshield washer fluid, and the urea tank is more than large enough to be filled only at typical oil change intervals. Still, if the tank runs dry the X5 35d won't restart until it's replenished with urea.
Handling is impressive given the mass of this SUV. The X5's front suspension breaks with BMW's 45-year tradition of familiar strut design by adding an extra pivot point in the lower control arms. This change is significant to the typical buyer because it plays to the X5's stock-in-trade among luxury SUVs: its exceptional on-road driving dynamics.
How exceptional? On familiar, low-traffic stretches of curving roadway, we can get the typical SUV right up to the point where its tires will lose consistent grip and its mass is ready to slide. We couldn't safely get near the limits of the X5 on public roads because its limits come at speeds far too high for public welfare. It will handle bends that leave Lexus SUVs plowing like tractors, or where the Mercedes ML and Volvo XC90 are leaning toward the outside of the curve like used-up Marathon taxis. The optional 19-inch wheels and high-performance tires grip pavement tenaciously, and the level of stick seems more impressive given the high seating position of the driver. The X5 is a sport-utility for Germany's famed Nurburgring racing circuit, and we suspect BMW engineers spent a lot of time on the Nurburgring tuning it.
In short, the X5 lives up to BMW's well-earned reputation for great handling vehicles. Its on-pavement potential exceeds whatever the vast majority of drivers are likely to exploit, and its strength might be the very reason some buyers should consider a slightly less capable competitor. The emphasis on performance is the source of the X5's compromises as daily transportation. reminds us of the paddle control for a video game. There's a button on top to release or engage Park; Drive or Reverse come with a quick flick fore or aft. There's also a separate slot for sequential manual shifting. That's the only improvement in the design, and it fits into the fun/livability conflict throughout the X5.
When the driver wants to shift manually, it works great, changing gears immediately with a quick movement of the wrist, up or down. But this definitely is not a shifter you want to rest your hand on when its set in Drive and you're profiling or going with the flow around town. Even during a moderately hard stop, the momentum and weight of the hand will slide the selector into neutral, and you may not even know it. At a stoplight you might even engage Park inadvertently. When the light turns green, you'll wonder why you're not going anywhere, and then scramble in embarrassment to figure it out.
Stopping power is superlative. Yes, this big sport-utility dips forward more prominently than BMW's sedans might under hard braking, but it pulls to a stop like a sports car. In typical daily rounds, we never came close to exploiting the stopping potential built into the X5. Moreover, the electronic controls allow a driver to maintain fullthe various bits that add up to sporting driving dynamics seem to be just that: bits, somewhat disjointed, without the holistic, organic quality that characterizes a 3 Series or 5 Series sedan.
The six-speed automatic contributes to this effect. In fairly aggressive driving, it works well, with firm, satisfying upshifts and quick kickdown shifts when you slam the accelerator at 45 mph. But with light-throttle operation, through suburbia or winding into a subdivision, the transmission can be less then smooth. At times it feels rough or balky in its gear selection, almost clunky. BMW's electronic gear selector doesn't help much, either, requiring familiarity to use efficiently.
The gearchange is a tall, oblong device that reminds us of the paddle control for a video game. There's a button on top to release or engage Park; Drive or Reverse come with a quick flick fore or aft. There's also a separate slot for sequential manual shifting. That's the only improvement in the design, and it fits into the fun/livability conflict throughout the X5.
When the driver wants to shift manually, it works great, changing gears immediately with a quick movement of the wrist, up or down. But this definitely is not a shifter you want to rest your hand on when its set in Drive and you're profiling or going with the flow around town. Even during a moderately hard stop, the momentum and weight of the hand will slide the selector into neutral, and you may not even know it. At a stoplight you might even engage Park inadvertently. When the light turns green, you'll wonder why you're not going anywhere, and then scramble in embarrassment to figure it out.
Stopping power is superlative. Yes, this big sport-utility dips forward more prominently than BMW's sedans might under hard braking, but it pulls to a stop like a sports car. In typical daily rounds, we never came close to exploiting the stopping potential built into the X5. Moreover, the electronic controls allow a driver to maintain full steering control in full-panic stops. The electronics also help keep the X5 balanced when braking hard through a turn, and they now include a feature that compensates for brake fade as the brakes heat up with heavy use. Yet like the throttle, the brake pedal can feel a bit sensitive. It might require some practice to modulate for smooth, even stops.
The 2009 BMW X5 comes in three variations, including a new diesel-powered model, all with a six-speed automatic transmission and standard xDrive all-wheel-drive.
The BMW X5 xDrive30i ($47,500) is powered by a 3.0-liter inline six-cylinder engine delivering 260 horsepower. It comes well equipped, with a 12-speaker, single-CD stereo, niceties such as a choice of wood trim, rain-sensing wipers, power tilt/telescoping steering wheel, driver's seat memory and a power sunroof. The standard upholstery is BMW's Leatherette vinyl, and the wheels measure 18 inches in diameter.
The X5 xDrive35d ($51,200) is powered by a 3.0-liter turbodiesel six in the same inline configuration. The diesel generates 265 horsepower and a whopping 425 lb-ft of torque. It accelerates more quickly than the gasoline six-cylinder, yet its EPA mileage rating are nearly 25 percent higher. It also qualifies for a federal tax credit of roughly $1,500.
The BMW X5 xDrive48i ($54,800) is powered by a gasoline V8 with 350 horsepower. It also adds leather upholstery.
Popular options are clustered in several packages, which have been re-aligned slightly for 2009. The Technology Package ($2,600) includes Park Distance Control, Rearview camera and a navigation system with voice command and Real Time Traffic information. The Cold Weather Package ($1,250) adds retractable headlight washers, heated steering wheel, heated front and rear seats and a ski bag with rear-seat pass-through, while the Rear Climate Package ($900) adds four-zone climate control, manual rear sunshades and privacy glass.
The Sport Package ($3,700) adds Active Roll Stabilization and Electronic Damping Control suspension, 19-inch wheels, heavily bolstered sport seats and Anthracite exterior trim. Other option groups include the Premium Package ($2,200-$3,400), which adds front-seat power lumbar support, an automatic tailgate, auto-dimming interior and exterior mirrors, a digital compass, power-fold exterior mirrors, Bluetooth phone interface, BMW Assist with a 4-year subscription and leather seating for the 30i and 35d.
Options include a premium sound system with 16 speakers and a six-CD changer ($2,100), Active Ventilated 20-way front seats with a massage feature for the driver ($2,100), rear-seat DVD entertainment system ($1,700), ultra-soft Nappa leather ($2,400), Comfort Access keyless starting ($1,000), satellite radio ($595), iPod and USB adaptor ($400), and HD radio ($350).
Safety features include front airbags with two-stage activation, side-impact airbags built into the front seats, and curtain-style airbags providing head protection for outboard passengers front and rear. Active safety features include electronic stability control and advanced anti-lock brakes with a pre-loading and water-sweeping feature. All X5 models come standard with run-flat tires, which allow operation at 50 mph for up to 90 miles when completely flat. The Insurance Institute for Highway Safety designated the 2008 X5 a Top Safety Pick, and it performs better than many SUVs in the insurance industry's crash tests.