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Feann Torr15 Nov 2013
REVIEW

BMW X5 2014: Launch Review

New X5 doesn't reinvent the wheel but BMW has improved the recipe, making a good car even better

BMW X5

What we liked:
>> Classy engines
>> Sports car handling
>> Spacious, luxurious cabin

Not so much:
>> Exterior design
>> Pricey third row seating
>> Hefty price rise for 30d

OVERVIEW
>> King of the hill
It's been my experience that car-like SUVs do not always live up to the claim. So it was with some trepidation that I stepped into the suitably luxurious and high-tech cabin of the new third-generation F15 BMW X5, only to discover one of the best-driving SUVs yet.

One of the few SUVs that truly, honestly drives like a car, the BMW is as much at home on twisting mountain passes at full throttle as is it doing the school run.

Sporting a new(ish) look, offering increased boot space, fitted with more tech and powered by meatier but more economical engines, BMW has massaged the X5 suitably without completely reinventing it.

Indeed, the all-new model doesn't make a paradigm shift -- in fact it adheres to the 'if it ain't broke, don't fix it' philosophy. That said several subtle changes make it a more practical and comfortable vehicle that's better to drive.


PRICE AND EQUIPMENT

>> Cutting-edge mod cons
Recently launched to the world’s press in Canada and available nationally in BMW showrooms from November 16, the new X5 range starts at $99,900 with the X5 xDrive30d. For the time being at least -- a new price-leading model, the rear-drive sDrive25d, arrives in March 2014, pegged at a more accessible $82,900.

The sDrive25d is the first two-wheel drive or four-cylinder X5 BMW has offered and promises excellent fuel economy of 5.8L/100km. Like the entire X5 range the 25d is generously equipped, fitted as standard with Dakota leather seats, satellite navigation, Bluetooth streaming, new iDrive 'touch' controller, Internet functionality, xenon headlights, LED fog lights, dual-zone climate control, auto engine stop-start, a power-operated tailgate, plus parking sensors and a rear-view camera.

The X5 25d model can also be had with 'xDrive' (read: 4WD) which adds another $5000 to the asking price for a $87,900 grand total.

The $99,900 xDrive30d model (currently the volume seller in the range and expected to remain so despite a price increase of more than $9000) gets everything mentioned above as standard and adds more equipment than its predecessor, like sportier 19-inch alloy wheels and aluminium exterior accents.

Other standard features included with the 30d include automatic high-beam headlights and a head-up display for the driver. A very handy 360-degree 'Surround View' monitor that in combination with front and rear parking sensors and a reversing camera make parking the almost five metre long SUV a doddle is also standard.

The 30d also gets a Driving Assistance package comprising lane departure, forward collision and pedestrian warning systems with auto-braking from 60km/h or less.

Next in the pecking order is the $133,900 X5 50i, propelled by a rorty twin turbo-petrol V8. It gets chunky 20-inch alloy wheels, LED headlights, metallic paint, a harman/kardon digital stereo, leather-covered instrument panel, four-zone climate control, active cruise control and Professional adaptive suspension as standard.

At the top of the tree, at least until the X5 M and arrives in late 2014, is the triple-turbo diesel six-cylinder M50d priced at $147,900.

The 50d gets a similar fit out to the 50i but adds Adaptive M suspension.

BMW has created an options list as long as your arm, with the cheapest being the smoker's package ($60) and most expensive a 16-speaker Bang & Olufsen surround sound system ($11,700).

MECHANICAL
>> More power, less fuel
All X5 variants are fitted with an eight-speed automatic transmission and most transfer power and torque to an updated xDrive full-time 4WD system that can infinitely vary torque between the front and rear axles. That means the X5 divert up to 100 per cent power to either the front or rear axles.

It's a very good system, seamless in operation and adept on both wet and dry bitumen surfaces, dirt roads and even on a mild offroad track. Together with stability and cornering brake control along with antilock brakes, the BMW X5 has excellent road holding in all conditions.

Even in the bahn-storming X5 50i -- a 330kW twin turbo V8 sports car-slaying machine -- the X5 never missed a beat on winding mountain passes, sticking to the road like a leach on a dogs belly.

BMW X5's independent suspension front and rear has been re-tuned for this generation to deliver improved ride quality. It's difficult to tell if the X5 is a more supple cruiser without back to back tests, but it's clear the driving dynamics have not suffered as a result.

Initially three engine types will be offered. The 30d is a 3.0-litre turbo-diesel engine worth 190kW/560Nm, representing an increase of 10kW/20Nm. The more powerful 30d is quicker in a straight line too, accelerating from 0-100km/h in 6.9 seconds, previously 7.6 seconds. It's a smooth, refined engine that together with impressive sound damping means it doesn't even sound like a clattery oiler.

Even better news is that BMW's spanner men and women have managed to make the 30d engine more economical, now using fuel consumption of 6.2L/100km, down from its predecessors 7.4L/100km. Even CO2 output has dropped significantly from 195g/km to 162g/km.

The 50i model will be the most powerful X5 in the range until the X5 M arrives in late 2014, smashing the 0-100km/h sprint in 5.0 seconds - half a second quicker than its forebear. It does so thanks to a stonking 330kW/650Nm twin turbo-petrol 4.4-litre V8 engine that hauls so strongly from any speed you'll wish you lived in Germany and had access to the unlimited speed limits of the famous autobahns.

The 50i uses 16 per cent less fuel as well, with claimed fuel consumption if 10.5L/100km.

The X5 M50d's triple-stage turbocharging system ensures its 3.0-litre turbo-diesel engine generates the most torque of any X5, 740Nm from 2000-3000rpm. Peak power of 280kW isn't bad either, giving the car a 5.3 second 0-100km/h sprint.

The engine feels like few other diesels out there, eager to rev and sounding seriously angry while doing it. Fuel consumption is impressive too, pegged at 6.7L/100km.

Other engines arriving in March 2014 including the new entry-level 2.0-litre four-cylinder turbo-diesel 25d. This is a 160kW/450Nm proposition that chews through fuel at the same rate as some small cars, 5.8L/100km.

The X5 petrol 35i and turbo-diesel 40d are also due in March next year.

PACKAGING
>> BMW's most versatile
Roomy, luxurious, with plenty of storage options and a top-shelf infotainment system comprising a 10.2-inch widescreen display in all models, the BMW X5's cabin is hard to fault.

It could be accused of offering no increases in passenger space compared to its predecessor, but the 32mm longer car, now 4886mm, does get more boot space. Thirty litres have been liberated with seats in place and 120 extra litres with the seats folded down, for 650 and 1870 litres respectively.

The car also gets larger bottle holders in all doors and second row seats can be folded 40:20:40 so there's scope to have two rear passengers and long cargo in the car. Even without the rear seats folded the boot commodious, swallowing three suitcases and a couple of laptop bags with loads of room to spare.

The two-stage tailgate returns and the powered top half can be operated from the drivers seat via a new dash button. All X5 models can be optioned with a pair of third-row seats. These transform the X5 into a seven seat transport, but at $4600 it’s not a cheap option.

BMW reckons around one in four buyers will tick the box for the seven-seats, which are for kids only (I did manage to squeeze my six foot frame in there -- it wasn't a pretty sight).

The seat system is fairly intuitive but takes two hands to extract each seat. The extra seats option also adds self-levelling rear air suspension and an extra air vent.

The driver's seating position, large glass area and mirrors provide good visibility and electrically adjustable front seats make fine-tuning easy. Comfort levels are very good, with soft leather upholstery for seats and touch points, with high quality cabin plastics, metals and woodgrains too.

The updated iDrive infotainment and navigation systems are intuitive and attractive, displayed on a huge widescreen display. The new iDrive controller also has a touch-sensitive 'squiggle pad' which is pretty good at recognising even the sloppiest of handwriting.

SAFETY
>> High-tech driver support
All third-generation BMW X5 models sold in Australia will come as standard with eight airbags, stability control, antilock brakes, concerning brake and dynamic brake control.

Four-wheel drive variants add an automatic differential brake and hill descent control, while 30d variants and above also gain lane departure, forward collision and pedestrian warning with auto-braking, the latter working at speeds of up to 60km/h.

COMPETITORS
>> Eurozone rivals
Despite having dominated the large luxury SUV since its inception here in 2001, the BMW X5's most dangerous rival is the new Mercedes-Benz ML, which came close to dethroning the X5 in 2012.

BMW is confident the new X5 will help it cement its position as the most sought-after vehicle in the segment, particularly as its model range is now expanded, and more fuel efficient for the most part.

BMW's new entry-level X5 sDrive25d has been enlisted to do battle with the Mercedes-Benz ML 250, priced at the same $82,900. Other competitors also include the recently-launched Range Rover Sport, Audi Q7 and Porsche Cayenne.

Phil Horton, BMW Group Australia Managing Director, said he expects the new X5 will continue to be the segment leader.

"We'd be extremely disappointed if that didn't happen," he told motoring.com.au.

Horton says the X5's popularity is due to "a combination" of things such as its versatility and capability, but primarily its image.

"The styling is probably the number one reason why this car appeals to customers," said Horton.

BMW has applied a new exterior design to the X5, inspired by the 3 Series and 5 Series models, but from a distance the car's proportions haven't been dramatically changed. Whether buyers find the new look appealing will be known soon enough.


ON THE ROAD

>> Bavaria's bitumen beast
Car-makers bandy about the oft-used but seldom accurate 'car-like' phrase when describing SUV driving dynamics, but in the case of the X5 it's dead on.

The car handles well, with virtually no understeer when pootling along or pushing hard through corners. Body roll is also kept to a minimum which for a heavy, (somewhat) high-riding vehicle is a mightily impressive feat.

What BMW has done with the X5's chassis is difficult to fathom, and even on sodden roads the car generates tremendous grip and inspires huge confidence.

After driving the M50d along a particularly demanding section of road in the hills outside of Napier in New Zealand's North Island, I came away grinning like I'd just broken a lap record at Phillip Island. How is this possible?

Most large SUVs like this one tend to feel their weight when rapidly changing directions through winding roads too, but the X5 seems to defy its own physical properties. It's a stable, well-balanced machine.  Indeed, the X5 is no marshmallow. It's corners well and is satisfying to drive fast.

It's not perfect though. The electro-mechanical steering is devoid of feel and feedback, and at times the ride quality isn't as supple as one might expect from a vehicle that costs six figures (the run-flat tyres could be partly to blame for that). Furthermore the suspension did 'float' over lengthy humps in the road at higher speeds, but none of these quibbles sour the experience.

Engine response is remarkable from all models driven and the conventional eight-speed gearboxes are as swift and slick as they are smooth and refined.

The 30d represents the best value for money and accelerates strongly and quietly under a full load although able to easily and efficiently putt around town at slow speeds. It's not hard to see why the 30d is the top-seller in the range, as it's ample torque reserves but frugal nature provide the best of both worlds.

Move up to the velvet sledgehammer that is the X5 50i and things shift up a gear, the boosted V8 engine delivering significantly more punch than most drivers will ever need. We reckon the eight-cylinder warble is worth of price of admission alone.

The M50d gets Adaptive M Suspension which makes it feel incredibly fleet through corners, and the triple-stage turbocharged diesel loves to rev. It is a bonafide sporty.

Consider the BMW X5's outstanding dynamics are matched with an impressive amount of versatility - seven seat option, loads of cargo space, ample passenger room - and the car's must-have status begins to make sense.

All X5 models are relatively hushed in regular use, the interiors well insulated against tyre roar with just a touch of wind noise noticeable above 100km/h, and the commanding driving position ensures good visibility for lane changes, reversing, parking, and so forth.

The third-generation BMW X5 does a lot of things well and few things poorly. It's a flexible mode of family transport that can equally at home dropping the kids off at school as it is navigating the commuter rush or whipping along twisty coastal roads.

It doesn't push the envelope in many respects nor do anything noticeably different to its predecessor, but that's not bad thing. In a word, the BMW X5 is accomplished.

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