Review: 2009 BMW X5 xDrive48iWhile Mercedes-Benz went for utility with a dose of off-road capability, BMW decided it wasn’t willing to sacrifice handling and on-road performance too much in order to gain a little added utility and a higher seating position for its four-by-four family hauler.
Ten years on, it seems that BMW got the concept right: Mercedes’ second-generation M-Class gave up any inkling of off-road ability in exchange for more luxury and road refinement. BMW’s take on the two-box SUV concept, the second-generation X5 is a high-performance, all-wheel-drive tall wagon that recently spawned a rather less-practical, slightly more sporting-oriented and questionably-styled sibling, the X6.
Their feature vehicle is an X5 xDrive48i, currently top-of-the-line, but not for long as the 2010 update will usher in an X5 M and a turbocharged 4.4-liter V8 pulled from the X6.
Don’t be ashamed if you’re still trying to figure out the X5’s curious nomenclature – it requires some explanation:
Their tester was equipped with BMW’s all-wheel-drive system, xDrive (which is standard on all X5s and should not be confused with iDrive, also standard on X5s) and it featured the automaker’s 4.8-liter, 350-horsepower V8 engine. The i once stood for fuel injected, but as it’s a bit of a struggle to find a non-injected BMW these days, we guess the lone i is a symbolic gesture today.
Against this vehicle - With the optional V8 engine, the X5’s natural rivals are its fellow Germans, the Mercedes-Benz ML550, Porsche Cayenne S and Volkswagen Touareg 2 V8. Also through in the handling-oriented (by Land Rover standards) Range Rover Sport and bargain-oriented shoppers might want to visit their Volvo dealer to see the XC90 V8.
The current-generation X5 doesn’t really break the mold introduced by its predecessor – and that’s probably a good thing, given the success of that model. Still, as BMW regularly chooses to do with its high-end models, the X5 serves as a showcase for a number of technologies.
A joy-stick style gear lever, since adopted by the 5- and 7-Series, made its marque debut here, as did LED tail lamps and a simplified iDrive system.
The current-generation X5 doesn’t really break the mold introduced by its predecessor – and that’s probably a good thing, given the success of that model. Still, as BMW regularly chooses to do with its high-end models, the X5 serves as a showcase for a number of technologies.
A joy-stick style gear lever, since adopted by the 5- and 7-Series, made its marque debut here, as did LED tail lamps and a simplified iDrive system.
Looks - With the test of X5’s optional Sport package, the squat X5 is akin to a bulldog ready to pounce, especially with its wide, upgraded 315-series rear tires wrapping deep-dish-style 20-inch alloy wheels. Those tires, wider than you’ll find on a Corvette, border on the absurd for a family hauler, but they’ll resonate with enthusiasts everywhere.Otherwise, the kidney-grilled X5 doesn’t deviate heavily from its predecessor, even if it is substantially larger in every dimension. As is typical of recent BMWs, the Bangle-inspired flame surfacing is moderate, but the details are a little fussy, particularly in the front fascia. Tester’s optional running boards were topped in a unique polka-dotted non-slip covering, but the boards are mounted only fractionally lower than the door sills, meaning their usefulness is debatable.
Interiors Fully equipped tester bordered on the decadent, thanks to a sumptuous shade of dark brown leather and unique dark-finish bamboo trim. Materials and assembly quality appeared top-notch throughout, even though some unacceptable rattles could be heard over rough pavement.
At the risk of sounding like a broken record, the X5’s interior pretty much follows modern BMW convention with a centrally-located iDrive controller, a large LCD screen for audio and navigation and an awkwardly-shaped, but fairly functional dashboard and center console. Over head, you’ll find a massive power moon roof.
The optional sports seats are firm, but offer lots of adjustment, including extendable knee bolsters. There’s plenty of room in the rear seat and the cargo area, though a little small by class standards, is usefully high and offers a practical split tailgate design.
Since its introduction in the last-generation 7-Series, BMW has been continually revising its iDrive system that was initially created to replace most buttons and knobs. Finally, the automaker has a relatively easy-to-use series of menus that, after a few days of familiarity, become almost second nature – partially because it has relocated regularly used controls back to, you guessed it, buttons and knobs. Progress. Maybe.
Clearly, BMW wasn’t content with reinventing audio and navigation controls because the German automaker later moved on to rethinking turn signals and gear levers. We’ve seen these BMW turn signals before – they spring back to center after you’ve activated them, rather than hanging just a bit lower or higher to indicate that a pair of bulbs are going nuts at either end of the car.
The gear lever looks like something out of a 1950s sci-fi movie. It functions well enough – think of an Atari joystick and you’re headed in the right direction – but it provides no clear advantage over a traditional lever.
Fans of forced induction will have to wait for the 2010 refresh for now, the X5’s top powertrain is a 4.8-liter, naturally-aspirated V8 putting out 350 horsepower at a high 6,300 rpm and 350 lb-ft. of torque at 3,400 rpm. The only transmission is a six-speed automatic.
If you’re on the fence about purchasing an X5, we suggest waiting out a year for BMW’s excellent 400-horsepower turbo 4.4, which is currently offered in the otherwise goofy X6. The X5’s hefty 5,300 lb. curb weight is tough for the 350 ponies to overcome, despite a claim of 6.4 seconds in the sprint to 60 mph. In reality, the X5 certainly doesn’t struggle, but it requires a fair amount of revving to get the job done. Don’t think of this as a torquey domestic V8, even though the X5 was assembled in South Carolina; like many German motors, it was born to play above 4,000 rpm all the way to its 6,500 rpm redline.
Keeping this unique power curve in mind, it becomes a little easier to understand the otherwise erratic six-speed transmission, which often seemed confused in low-speed around-town driving. Under more duress, it always found the right gear and was prompt to downshift when called upon. While this seems like logical engineering for a sports car, we question BMW’s decision to make its rather less-than-efficient SUV a high-rpm player. The turbocharged V8 currently in the X6 adds another 100 lb-ft. of torque starting at just 1,800 rpm.
Other than a faint, almost white noise-esque rumble at idle, the X5’s 4.8-liter emits a refined growl. Our tester returned an indicated 12 mpg during a week of varied driving – unimpressive, but par for the class. Don’t expect better from next year’s turbo.
The X5 handles remarkably well for a big SUV, especially when you factor in its curb weight. Linear steering, a firm ride and low body lean help hide its bulk, but only to a point, when basic physics take charge. Still, aside from the track-prepared Porsche Cayenne GTS, the X5 is the best-handling SUV on the road.
Interstates seem like the X5’s natural habitat, as we discovered on a several hour jaunt on some of Eisenhower’s finest. The high-performance run-flat tires tires ($430 apiece for the fronts, $451 for each rear, according to Tire Rack) quiet down and the firm steering sets a straight course with little tendency to visit other lanes.
The Vista Cruiser of the modern era, the X5 is not, but well-heeled families will find little reason to complain about this king of the carpoolers.
BMW doesn’t offer an all-wheel-drive V8 wagon in North America. And, besides, wagons are for dweebs.
At the risk of sounding like a broken record, the X5’s interior pretty much follows modern BMW convention with a centrally-located iDrive controller, a large LCD screen for audio and navigation and an awkwardly-shaped, but fairly functional dashboard and center console. Over head, you’ll find a massive power moon roof.
The optional sports seats are firm, but offer lots of adjustment, including extendable knee bolsters. There’s plenty of room in the rear seat and the cargo area, though a little small by class standards, is usefully high and offers a practical split tailgate design.
Since its introduction in the last-generation 7-Series, BMW has been continually revising its iDrive system that was initially created to replace most buttons and knobs. Finally, the automaker has a relatively easy-to-use series of menus that, after a few days of familiarity, become almost second nature – partially because it has relocated regularly used controls back to, you guessed it, buttons and knobs. Progress. Maybe.
Clearly, BMW wasn’t content with reinventing audio and navigation controls because the German automaker later moved on to rethinking turn signals and gear levers. We’ve seen these BMW turn signals before – they spring back to center after you’ve activated them, rather than hanging just a bit lower or higher to indicate that a pair of bulbs are going nuts at either end of the car.
The gear lever looks like something out of a 1950s sci-fi movie. It functions well enough – think of an Atari joystick and you’re headed in the right direction – but it provides no clear advantage over a traditional lever.
Fans of forced induction will have to wait for the 2010 refresh for now, the X5’s top powertrain is a 4.8-liter, naturally-aspirated V8 putting out 350 horsepower at a high 6,300 rpm and 350 lb-ft. of torque at 3,400 rpm. The only transmission is a six-speed automatic.
If you’re on the fence about purchasing an X5, we suggest waiting out a year for BMW’s excellent 400-horsepower turbo 4.4, which is currently offered in the otherwise goofy X6. The X5’s hefty 5,300 lb. curb weight is tough for the 350 ponies to overcome, despite a claim of 6.4 seconds in the sprint to 60 mph. In reality, the X5 certainly doesn’t struggle, but it requires a fair amount of revving to get the job done. Don’t think of this as a torquey domestic V8, even though the X5 was assembled in South Carolina; like many German motors, it was born to play above 4,000 rpm all the way to its 6,500 rpm redline.
Keeping this unique power curve in mind, it becomes a little easier to understand the otherwise erratic six-speed transmission, which often seemed confused in low-speed around-town driving. Under more duress, it always found the right gear and was prompt to downshift when called upon. While this seems like logical engineering for a sports car, we question BMW’s decision to make its rather less-than-efficient SUV a high-rpm player. The turbocharged V8 currently in the X6 adds another 100 lb-ft. of torque starting at just 1,800 rpm.Other than a faint, almost white noise-esque rumble at idle, the X5’s 4.8-liter emits a refined growl. Our tester returned an indicated 12 mpg during a week of varied driving – unimpressive, but par for the class. Don’t expect better from next year’s turbo.
The X5 handles remarkably well for a big SUV, especially when you factor in its curb weight. Linear steering, a firm ride and low body lean help hide its bulk, but only to a point, when basic physics take charge. Still, aside from the track-prepared Porsche Cayenne GTS, the X5 is the best-handling SUV on the road.
Interstates seem like the X5’s natural habitat, as we discovered on a several hour jaunt on some of Eisenhower’s finest. The high-performance run-flat tires tires ($430 apiece for the fronts, $451 for each rear, according to Tire Rack) quiet down and the firm steering sets a straight course with little tendency to visit other lanes.
The Vista Cruiser of the modern era, the X5 is not, but well-heeled families will find little reason to complain about this king of the carpoolers.
BMW doesn’t offer an all-wheel-drive V8 wagon in North America. And, besides, wagons are for dweebs.
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