The BMW X5 may not have kicked off the premium SUV fad, but it was one of its early adopters that refined it. If you wanted a high-riding family car back in 1999 choices were limited to the Range Rover or Mercedes ML, both of which drove with as much on-road sophistication as a circus cart. Then came the E53 X5.
It was big, yes, but it was also the first time that a large SUV drove with any resemblance of a ‘normal’ car, in the process creating a new yardstick that others had to match. Now, four generations later, the all-new X5 exists in an ecosystem that has not only adopted the SUV, but relishes it. Problem is, the X5’s rivals now number in double figures, so life won’t be easy for the all-new model.
To compete, the new X5 has been thoroughly redesigned, comprising an all-new interior, updated engines and this bold new skin. A flagship M Performance M50d model is also back (until the next X5 M inevitably arrives), featuring a fascinating new quad-turbocharged straight-six engine. But is the original still best?
Prices, specs and rivals
The new X5 starts at $72,925 for the entry-level 30d in xLine trim, with a petrol 40i model also available with an identical spec for $74,690. The standard equipment list is vast at this level of SUV (there are four different SUV models below and still two above, just within BMW’s range, remember), so includes leather-trimmed sports seats, a synthetic leather dashboard, two 12.3-inch hi-res displays (one forming the iDrive infotainment system and the other the instrument dials), a powered tailgate, LED headlights and more. The exterior styling is arguably the most dignified of the range, with black lower bodywork and wheelarch extensions, mixed with a use of chrome and satin silver finishes. It also rides on a fairly restrained 19-inch wheel and tyre package.
Now standard for the first time on an X5 is air-suspension, applied here on both axles rather than just the rear like some rival manufacturers. An optional xOffroad package is also available, adding to the air-spring’s functionality by being height adjustable, along with the addition of various off-road modes.
M Sport models add a further $4500 to the price, bringing 20-inch wheels and tyres, more aggressive styling elements, further application of body-coloured parts around the wheels and lower bodywork, as well as different finishes to the interior and an M Sport steering wheel.
Performance and 0-100 time
Sitting behind those huge grille slats are a selection of three turbocharged in-line ‘six’ engine options. The sole petrol model generates 335bhp and will reach 100kph in just 5.5sec, topping out at 243kph. Petrol models have yet to drive, but when we’ve sampled the same engine inside a BMW 540i, the smooth, linear response will make it a fine, if thirsty option.
The bulk of sales will undoubtedly still be made up from the 30d, which produces 261bhp and a more stout 458lb ft of torque. It’ll reach 100kph in a still impressive 6.2sec, though, while using less fuel in the process.
Engine and gearbox
Diesel engines may be about as popular as acid-wash jeans right about now, but when talking about a reasonably sensible two ton-plus SUV, petrols and hybrids still have a way to go before becoming the engine of choice. As a result, it’s not surprising to see that BMW has placed the biggest emphasis on its 30d and 50d power units, with a sole 40i petrol offered just for those who really don’t like acid-wash.
We drove both diesels on test, and found them to be impressively hushed and flexible throughout the rev range. The 30d’s 261bhp is impressive enough, but it’s the torque that keeps the hulking great body moving with plenty of vigour. It’s not exactly brisk, but it never feels underpowered, like it wouldn’t be hampered by a full load or trailer on the back. The engine’s calibration with the eight-speed ZF gearbox is also very impressive, mooching seamlessly between gears, without any of the hesitation that so often inhibits smooth and urgent progress in modern diesels.
Ride and Handling
The first X5 really was the first high-riding SUV with any semblance of saloon car-like handling, but as the market has expanded, the X5 now instead merely errs on the side of sporty. It must be said – the new X5 is just too big to be a giggle on twisty roads; refined, sophisticated and capable, yes. But fun? Not so much.
Once you climb a ladder and peer beyond the X5’s mass, you’ll find a steering set-up that is entirely free of any tangible feel, but it’s accurate and relatively confidence inspiring. Available as an option on all models is a rear-wheel-steering system, also known as Active Integral Steering in BMW speak. It does seem to have a positive effect on the car’s agility. You find yourself applying less lock than you imagine necessary. I would hesitate to go as far as calling it agile, but more agile than expected seems to be a fair assessment.
Start throwing the car around and its air-suspension system doesn’t fall over itself either, although all of the cars we drove on test were fitted with adaptive dampers. All models ride well, especially considering the enormous wheels on offer, but go to 21- or 22-inch wheels and there is a brittle edge to the ride quality, owing to the lack of sidewall holding all that weight up off the tarmac.