My Experience
I'll start this review off with a little background: I like BMWs. From 318i convertibles to 530i sedans to the tiny 1-Series hatchback I drove in Scotland, I've never driven a BMW I didn't like. However, I generally
don't like SUVs. They're inefficient with space, and even less efficient with fuel. I find their high-and-mighty styling pretensions tiresome, too. So, I wondered, what would happen when I drove a
BMW SUV? Could my affection for BMWs win over my anti-SUV bias?
Recently, while attending GM's Auto Show In Motion, I got a chance to find out. The event was showcasing several of the General's newest luxury SUVs, and to show attendees that GM was serious about their products, the staff also had several key competitors on hand. Two of these were the BMW X5 3.0i and pricier X5 4.4i. So, I drove the X5s and their rivals back-to-back on GM's handling course, and found out what this high-riding Bimmer was made of.
Performance
One of my favorite things about BMWs is that they always feel more powerful than their horsepower figures suggest. The X5 is no exception, even in base 3.0i form. The standard Six's 225-horse output is one of the weakest in its class, so I expected marginal thrust out on the handling course. But after some initial off-the-line hesitation, the 3.0i's quick throttle response and smooth, even flow of torque made it a surprisingly willing partner in brisk driving.
For drivers who desire more than mere willingness, however, the 4.4i's added power should prove suitably corrupting. Its V8 engine pumps out a muscular 315 horses, turning the X5 into quite a fast SUV--fast enough, in fact, that I wasn't able to fully exploit its potential on the handling course. The 4.4i still takes a beat to gather momentum from a stop--it's heavier than the 3.0i, remember--but once on the move, its ample thrust and husky soundtrack are sheer delight.
The most surprising advantage to choosing the V8 is its superior fuel economy. Yes, that's right--the big 4.4i gets better mileage than its 3.0i stablemate. The margin is an admittedly thin one, at 16/22 MPG versus the Six's 16/21, and both require premium fuel. But while no X5 can be called frugal, it's nice to know that the V8 is the ethical
and visceral choice of the range.
Incidentally, there's an even more powerful 4.8-liter engine available, but that option seems like overkill--potentially literally--in a high-riding SUV. Even die-hard enthusiasts should find the 4.4i sufficiently thrilling. The 4.8i is for those who simply want to show they can afford it.
Transmission/Clutch
I would have liked to drive the 3.0i with the standard six-speed manual transmission--one of the only available manuals in its class--but unfortunately, all the SUVs at the event were automatics. That means a five-speed automatic in the 3.0i's case, while the 4.4i gets a six-speed auto.
Despite my preference for manuals, though, I couldn't help admiring the perceptive operation of both X5s' transmissions. Gear selections were swift and decisive, and the X5 always seemed to be using the right ratio. I never felt the need to use the "manumatic" gate--which is saying a lot--but when I did, its responses were satisfyingly immediate.
Steering/Handling
The X5 lives up to BMW's lofty standards in this department, too. The X5's steering, for example, is far and away the best of any SUV in this class. It's guided through a thick-rimmed wheel, and weighted with a meaty, sports-car heft. In fact, some buyers may even find it excessively heavy--but enthusiasts will likely judge its effort "just right." And anyone should be able to appreciate its quick, smooth, and pinpoint-accurate responses in corners. Aside from a slight mass-induced delay at turn-in, the X5 steers as responsively as a 3-Series.
The X5's chassis is nearly as responsive as those of its lower-riding stablemates, too. Like every BMW I've driven to date, the X5 has a remarkable fluidity in its suspension--it feels like it's riding on some kind of viscous gel, one that refuses to slosh or spill. Hit the brakes hard, and the nose eases gently downward. Crank the wheel, and the vehicle's weight gradually shifts to the side. Even in fairly brisk driving, the X5's body motions amount to mere background noise.
What can't be ignored, however, are the laws of physics. Like any SUV, the X5 has a high center of gravity--so while you don't feel much lean in corners, you do feel the heavy hand of inertia threatening to topple you over. This top-heaviness, combined with the X5's mass, makes its on-limit handling less intuitive than in other BMWs. There's plenty of stick, certainly, but the X5's body starts yawing and twitching even
before you've exhausted the tires' grip. As a result, it's not hard to imagine getting in over your head.
Should you need to slow down in a hurry, though, the X5's brakes are more than willing to comply. In fact, they provide more stopping power than any SUV I've driven to date. The only aspect that needs improvement is pedal feel, which--as in many other SUVs--is a bit too light and grabby for accurate control.
Ride
I'll admit up front that I'm far pickier about handling than I am about ride comfort. So when I say that I find the X5 to be one of the best-riding SUVs in its class, it doesn't necessarily mean that you will, too. I look for two things in a vehicle's ride: structural rigidity and body-motion control. And on both of those points, the X5 scores far better than most SUVs. Its body has a weighty, authoritative solidity--similar to a BMW sedan's--and its ride motions are firm and well-damped.
Judged by mainstream standards, however, the X5's ride isn't as good as luxury buyers might expect. Its relatively tight suspension tuning yields short, quick body motions on uneven surfaces, and the 4.4i's low-profile tires tend to roar and jitter over coarse pavement. Sensitive buyers will probably prefer the base 3.0i, as its fleshy tire sidewalls do the best job of smothering irregularities.
Interior
Although I wouldn't necessarily say that the X5's interior is a "weak point," it's certainly one of the vehicle's less-strong points. Its design is starting to appear dated, because, well... it
is. The X5 made its debut late in 1999, and its cabin has received few meaningful updates since then. Nearly six years on, with SUVs like the Cadillac SRX and Lexus RX 330 pushing the styling envelope forward, the rectilinear look of the X5's cabin is starting to get a bit stale.
It's not only the styling that's behind the times. Some of the X5's interior materials are also starting to fall behind the standards of newer competitors. The thick, rubbery dash top feels appropriately luxurious, but there's a fair amount of shiny, ungrained black plastic around the secondary controls. The X5's age takes a toll on ergonomics, too: the radio and climate controls are mounted low on the dashboard, and they confront the driver with a multitude of tiny buttons.
Does all of this make the X5 an unpleasant place to spend time? Not by a long shot. Although the X5's cabin no longer leads this class for style or substance, it still offers one of the best driver's environments of any SUV. You sit tall in the saddle, yet the driving position is natural and carlike, with superbly-bolstered seats. The view out is excellent, too, thanks to a cowl that's considerably lower than the Teutonic norm. And finally, unlike most SUVs, the X5's cabin has an "intimate" feel that makes the vehicle seem trimmer and more manageable than its dimensions suggest.
You'll also get a feeling of snugness in the back seat, but there the sensation is not so pleasant. That's because it's created by a shortage of legroom, one that makes the X5's rear cabin ill-suited to tall passengers. The firm, elevated seat cushion means that kids should be plenty comfortable, but there's just not enough space for the X5 to carry five adults without squeezing.
Practicality
Further damaging the X5's claim to practicality is its lack of third-row seating. This oversight limits passenger capacity to the same five occupants accommodated by any conventional sedan--and frankly, I find that ridiculous in a 5,000 lb vehicle. So, if an extra couple of seats would make your life easier, consider the seven-seat Cadillac SRX, Acura MDX, or Lexus GX 470.
If you're not particularly concerned with your SUV's bulk-to-utility ratio, you'll find the X5 useful enough for most daily duties. There's enough space in the trunk for a week's worth of groceries, and the rear seatbacks fold down when more room is needed. But let's be realistic. The X5 offers no more usable space than compact wagons like the PT Cruiser and Pontiac Vibe, and for a fuel-swilling SUV, that's downright shameful.
Reliability
Obviously, I have no first-hand experience with X5 ownership. But a quick scan of the major consumer-advocacy sites reveals that the X5's reliability is rated slightly below average. The cited problems are usually minor electrical failures, and as such, they're likely to be more annoying than dangerous. Still, if trouble-free operation is your primary goal, you'll probably be happier with offerings from Acura, Infiniti, or Lexus--especially since BMW's parts and service costs are abnormally high.
Overall
I got into the X5 with two conflicting opinions (BMWs: good, SUVs: bad), and when I got back out again, my impression hadn't changed. On one hand, the X5 is one of the only SUVs on the market that's legitimately rewarding to drive, and that tempted me to give it five stars. But on the other hand, the X5 offers virtually none of the traditional SUV strengths--so why accept any compromise at all?
There was a final factor, though, that pushed my rating down to three stars: price. The base-model X5 lists at just over $42,000--a relatively reasonable sum--but it's pretty de-contented as luxury SUVs go. If you want an automatic transmission, for example, you'll need to shell out an additional $1,275. Vinyl upholstery not your thing? Then budget another $1,450 for leather. And if you want the V8, well, that's an automatic price jump to over $53,000--and that
still doesn't include a sunroof or navigation. A value leader this isn't.
So here's the bottom line: if you like to drive, but just
have to have an SUV--regardless of whether it delivers on the usual SUV promises--then you'll probably like the X5. It's the most roadworthy sport-ute on the market, and it's just spacious enough to avoid embarrassment at the hardware store. But remember, this outdoorsy costume doesn't come cheap--and a $35,000 3-Series wagon offers similar measures of sport and utility while treading more softly on the Earth.
Feel free to check out my reviews of some of the X5's competitors:
Buick Rainier
Cadillac SRX
Jeep Grand Cherokee
Lexus GX 470
Lexus RX 330
Mercedes-Benz M-Class
CarsBelowInvoic e
