BMW's X5 has been regarded as the best luxury 4WD on the market since its release in late 2000. It has just had its first major update, and the pick of the range, the 3.0 litre turbo diesel, has been made even better.
Winner Australia's Best Cars Best Luxury 4WD - 2002 & Best Recreational Vehicle over $45,000 - 2001
Value for money
Pricing
The six-speed manual 3.0d is priced at $81,900; the six-speed auto is $84,500.
Warranty
Two years/unlimited kilometres; below average years.
Standard features
Standard equipment includes leather, automatic airconditioning, an in-dash CD player plus a six-stacker, wiring and a cradle for a mobile phone in the centre console, trip computer, 17 inch alloy wheels, a first aid kit and remote central locking.
The options list, as usual with BMW, is extensive and expensive.
Retained value
The X5 retains 75-78 per cent of its purchase price after three years, which is above average.
Design and function
Ergonomics
The new model's interior is largely unchanged, save for a redesigned steering wheel and additions to the trim palette.
Tall drivers will use all the seat travel.
So will their adjacent passenger, whose seat has less travel again; long legged occupants can only just squeeze their shins under the dash.
Cushion height and angle adjustment (manual) plus a height reach adjustable wheel makes it easy to tailor the driving position.
The dash is stylish and efficiently organised, with an efficient, user friendly trip computer/audio head unit, clear instruments and audio/cruise buttons on the wheel. The standard halogen headlights are deep, wide and bright on both beams. Rain sensing wipers adjust quickly and accurately to the amount of water on the screen.
Innovation
The X5's new 3.0 litre turbo diesel six features cutting edge technology, including extremely high pressures, and, consequently, efficient atomisation from the common rail injection system, plus the latest digital engine management electronics, which offer more than 6000 operating maps.
All X5s get an improved drivetrain - called xDrive - which replaces the previous models 38 per cent front/62 per cent rear torque split, and its mechanical centre differential, with infinitely variable apportionment between axles via an electronic clutch, which, according to BMW, is the quickest device for this purpose.
It is more closely integrated with the stability control system to more rapidly detect slippage and respond to correct it. In normal adhesive driving conditions, drive is split 50/50 front/rear.
The stability control system also works with a trailer. At speeds above 65 km/h, its sensors detect any excessive pendulum effect at the rear. The brakes are applied and engine power is reduced to bring everything back into line.
The Hill Descent Control has been modified to allow the driver to vary the speed of descent from 5 km/h to 25 km/h (a 10 km/h maximum applied previously), using buttons on the wheel or accelerator pressure.
Other changes for 2004 include a soft closing upper tailgate and integration of the rain sensing wipers with automatic headlights on.
Safety
The X5 scores five stars out of five in NCAP crash tests. Ten airbags are standard.
Security
Remote central locking and an immobiliser are standard; an alarm is optional.
Comfort
The X5's driver's seat is firmly padded, comfortable on a long journey, and the cushion is supportive, but more bolstering is still required on the backrest.
Space and practicality
The rear bench has plenty of leg room and is wide enough for three adults, but is also quite flat and unsupportive when cornering. Three child restraint anchors are immediately behind the seat.
The load area, accessed via a lightweight horizontally split tailgate with a separately opening window, has a wide but short floor by 4WD wagon standards when the back seats are in use. It is easily extended with the 60/40 split fold rear seat to a generous 1.75 metres in length.
A flimsy load cover, mesh cargo barrier which can be fitted in either normal or extended floor configurations and two power sockets are provided. A full size spare on an alloy wheel is under the floor.
Build and finish quality
Excellent, as you would expect.
On the road
Fuel efficiency
Fuel economy is outstanding. On the highway, you can almost get into the high sevens on a flat stretch at 90-100 km/h; high eights to low nines is average.
Around town the new engine uses less fuel than its predecessor. Expect 11-13 litres/100 km - about half the consumption rate of a carelessly driven V8.
To put these figures in perspective, they are comparable with a 2.0-2.5 litre four-cylinder petrol engine in a lightweight sedan or hatch.
Performance
The previous model's 130 kW engine offered high levels of refinement and V8-like torque.
The new engine is even better. Power increases to 150 kW at 4000, while torque is up from 370 Nm to a formidable 480 Nm at only 2000 rpm.
It delivers its performance in a similar manner to the previous model, but there's noticeably more of it.
It pulls like a train from idle, and is the smoothest, quietest diesel in the business.
First gear in the new six-speed transmission is shorter than in the previous model's five-speed auto, which contributes to stronger acceleration off the line. The zero-100 km/h trip now takes 9.7 seconds, down from 10.4 previously, and comparable with the 3.0 litre petrol engine model.
The X5 retains its wonderfully relaxed gait at highway speeds, where sixth gear turns the diesel over at 2000 rpm - the same revs as the five-speed.
The six-speed adaptive auto segues seamlessly between ratios in three modes: Drive, Sport (which locks out sixth and extracts more revs from each gear) and Manual.
It still goes unnecessarily quickly for a lower gear when you touch the brakes, and despite having driven many automatic BMWs, push forward to shift down/pull back to shift up lever action still seems counter-intuitive.
The lower first gear and closer gaps between ratios are useful on steep climbs, though the new engine's copious torque is ever present.
Ride
Best in class, with a firm, but compliant quality on all surfaces.
Handling and steering
The previous model's traction and stability control systems were effective on dirt roads; X-Drive (which incorporates the latest version of Bosch's stability control system) is even more so, particularly in the speed and precision with which it detects and corrects wheel slippage.
Unless you are driving far too fast for the conditions, X-Drive will intervene long before instability occurs, and correct potential problems before you are even aware of them.
On bitumen, the X5's handling, steering and braking are still best in class. The Porsche Cayenne is slightly tauter on a smooth road at speed, but the X5 is superior on rough surfaces.
On open country roads its taut unitary construction, wide tracks, relatively low centre of gravity, beautifully tuned independent suspension and crisp, communicative rack and pinion steering make it a quick, secure and enjoyable tourer.
The 3.0 litre X5s run taller, skinnier, slightly more open treaded tyres on smaller wheels than the V8 variants. The 235/65 17 Michelins sacrifice little grip or feel on bitumen, but bite through loose dirt more effectively than the wide rubber. On corrugations the X5's ability to keep its wheels on the ground is without peer.
Braking
The ABS brakes, with full power emergency assistance, are progressive, powerful and pull the X5 up with no fuss on all surfaces.
Smoothness and quietness
Outstanding for a diesel - unless you step outside the car to listen to it running, you would simply not pick it for a diesel engine. Overall refinement is excellent.
Summary
BMW says that about 30 per cent of X5 buyers opt for the 3.0 litre turbo diesel engine. This is understandable. It offers strong, smooth performance - now comparable with the 3.0 litre petrol six in acceleration, but with superior low and midrange torque - yet uses about half the fuel of a large V8. In other respects, the X5 maintains its place at the top of the luxury 4WD field and is excellent value for money.
The writer of this report does not necessarily represent the views of the NRMA and this report is provided for you as an alternative to our own NRMA car reviews.
The writer of this report does not necessarily represent the views of the NRMA and this report is provided for you as an alternative to our own NRMA car reviews.
