BMW X5 Reviews

BMW'S second-generation X5 wagon is a rework of a successful format, a combination of soft-road abilities and good on-road dynamics wrapped up in a prestige package.

When a BMW X5 is parked in the driveway, the beauty, power and dominance is clear, without even having to turn a key in the ignition.And most of the time this is a good thing and makes others look on in envy.Except perhaps one weekend. Just my luck, the keys to the big BMW X5 V8 were handed to me the week I was preparing to attend the concert to “solve the climate crisis,” and show my support for environmental concerns.Rocking up for the Live Earth concert in a gas-guzzling four wheel drive, probably isn't the best way to blend in with the greenies or avoid a tomato- throwing witch hunt either.So, in an effort to show my support for the environment, I sacrificed the cosy, luxurious leather seating, the spacious and well-equipped capsule, the glamorous looks and all the perks of the German brand for the day.Instead, to clear my conscience, I opted for a smelly old train.But after doing my bit for the environment, it was time to jump back into the big, thirsty but powerful X5. Purely for work reasons, of course.We tested two X5 models back to back, the 4.8-litre V8 and the slightly more environmentally friendly 3.0-litre V6 diesel.With the V8 you find you have a bit of a battle on your hands. On one shoulder you've got the little angel slapping you in the face with all those thoughts of the environment and the large fuel costs. On the other, there's the devil inside you screaming fun, fast and faster.While the V8 has an exceptional performance, it doesn't seem to be screaming loud enough to make you forget about those other factors, no matter how good its exhaust note.The V8 is priced at a hefty $118,300, more than $30,000 dearer than the base model diesel. Planting your foot makes you temporarily forget about that price hike.The V8 picks up rather quickly with its spirited drive and powers the whole 2170kg of the car without hesitation.But with speed limits around town limited to 50 or 60km, the real fun of pushing the V8 comes to a sudden end. Between 3000rpm and 4000rpm, the growl from the engine really kicks in.Shift into the Drive Sport mode and you'll hear that sweet tune for even longer. The V8 loves to rev and gives off a real sports car sound, just enough to scare off those “light” cars.Perhaps it was the timing but the guilt sometimes rose with the revs.The full 261kW is attained further up the tacho at 6300rpm, and the maximum 475Nm pushes through between 3400rpm and 3800rpm.Something else to tip the scales towards the V8 is the 6.5 seconds it takes for this big car to reach 100km. The diesel adds 2.1 seconds, still with an impressive 8.6 seconds.The claimed consumption on the V8 is 12.5-litres per 100km, but with some enthusiastic driving, it's not hard to find yourself right up at 17-litres per 100km and even beyond.The diesel, on the other hand, recorded 10.1-litres per 100km, although that was still driven a little hard, with the claimed consumption at a much lower 8.7-litres per 100km.And while the V8 has that “fun” edge, it doesn't seem enough to justify the price premium, especially considering most owners will use the X5 for suburban and city driving.A job the $86,800 diesel can perform just as well, although we tested the slightly more expensive Executive version, which took the price up to $96,300 and adds features such as a rear-view camera, Bluetooth preparation and the navigation and TV system into the mix.The lightweight 3.0-litre inline six turbo-diesel has a much lower power output, with 160kW, but the 500Nm of torque delivered from 1750rpm to 2750rpm, has no problem in getting around town in an enjoyable fashion.The torque at lower revs is also better for bends and hills.The growl is still there in the diesel, making an appearance lower down the tacho, although it's just not quite to the same effect as the V8.It's still a lively performance and apart from the diesel on the hands when refilling, there's not much to complain about.Noise levels inside are quiet and you quickly forget you're even in a diesel.When first jumping in the X5, its size is an aspect you can't escape.Think Hulk, think Terminator, think big. Standing almost five metres long and around two metres wide, you'd be pretty safe backing this one in a fist fight against just about any other car.The high seating position gives good visibility over traffic and once driving and manoeuvring around town, you quickly adjust and even city car parks become easier than expected.On-road handling is pretty comfortable, although it can feel a little bouncy at times. A slight detour to gravel roads showed the comfort remained despite differing conditions.Steering is very accurate and direct, not too light but not too strong.Body movement is also minimal thanks to the X5's stiffer body and a new suspension system.It also features permanent xDrive all-wheel-drive providing enhanced dynamics and traction, while reducing over and understeer in bends.The boot isn't very deep, a result of the space-saver spare, but still fits a couple of suitcases without a problem.When it comes down to it, the diesel X5 is obviously the more practical choice, although if you're purely after performance in a big package, the V8 would be the way to go. 

And while one could lay claim to both titles, the other is strictly an indulgence. We've sampled two of the new X5s — the three-litre turbodiesel and the 4.8-litre V8.BMW expects more than 70 per cent of its sales to be powered by the former and the remaining 30 per cent split between the upcoming three-litre six and the V8.Why? The diesel is the cheaper of the two at a low $86,800 and while the power figure of 160kW might sound a little on the short side, its 500Nm of torque between 1750rpm and 2750rpm more than makes up for it.The $118,300 V8 has more power — a scintillating 216kW at a melodious 6300rpm but, with 475Nm of torque produced between 3400rpm and 3800rpm, the diesel has the bent-eight beaten for that all-important torque.Both use the clever (sometimes overly so) ZF six-speed automatic transmission to good effect, although the overruling habits of the gearbox in either car can be annoying when the driver has opted for manual shifts, only to have them countermanded by the transmission — it's a manual, after all.At least BMW could have used Ford's system, which leaves gear selection unchanged unless the kick-down switch at the end of the throttle travel is breached.The oil-burner has more torque at lower engine revolutions and a better spread, which gives it the advantage on bends or climbing.And not surprisingly, the diesel uses a stack less fuel. The three-litre turbodiesel lays claim to a combined figure of 8.7 litres per 100km and we saw 10.5 during our time in the oiler. The big V8 claims 12.5L/100km from the 85-litre tank but on test the figure was around 17L/100km, no doubt the result of the enthusiastic driving inspired by the exhaust note and the A-grade dynamics.Weight watchers will look longingly at the diesel version at 2105kg, with the bent-eight weighing in at 2170kg. Drive-wise, the diesel model is a step forward for the BMW SUV.And that's no mean feat given the quiet and torquey brilliance of its predecessor.The new model has gone further in insulating the cabin from the engine — which has a half-decent noise for a rattly oil-burner to start with.But putting it into an encapsulated engine bay finishes the job nicely. Performance figures give the straight-line sprint to the V8 — 6.5 seconds to 100km/h against 8.6 seconds for the diesel.The V8 also gets an extra 30km/h on the diesel's 210km/h top speed. The V8 might be thirsty and peaky, but it has pace aplenty and a delicious throaty noise.Both handle and ride with grace to the point that you could be forgiven for forgetting both these vehicles weigh close to 2.25 tonnes and are almost 5m long. Driving enthusiasts will enjoy the car-like dynamics of the X5. The suspension minimises movement and settles the chassis constantly, allowing them to tuck into corners — acting more like a sports car than a SUV.The willingness of the more powerful V8 X5 to behave on the bitumen — while constantly urging you to attack the road ahead with vigour — gave us a healthy respect for the BMW engineers. They have delivered this superb balance to what is really an off-roader. Sound systems in both are good, but the V8 gets twice as many speakers as the diesel's standard six. There's plenty of space for legs, heads or luggage in the standard arrangement. Both can be optioned to seat seven ($5000 option for the 3.0d and $3000 on the V8), although space here is at a premium.The V8 model gets twin-piston 365mm vented discs on the front and 345mm vented discs on the rear, while the diesel gets single-piston swing-caliper 348mm vented disc brakes on the front and single-piston swing-caliper 320mm vented disc on the rear.The V8 gets standard headlight washers, body-coloured door handles, adjustable xenon headlights, self-levelling rear suspension, 19-inch alloy wheels and satnav.Both vehicles have standard leather trim, electrically adjustable driver's seat, leather-bound wheel, trip computer, auto-dimming rear-vision mirrors, climate control, cruise control and front, side and curtain airbags. Fast factsBMW X5Price: $86,800 (turbodiesel); $118,300 (V8).Body: 5-door wagon.Engine: 3.0-litre in-line 6-cylinder turbodiesel 160KW@4000rpm 500Nm@1750-2750rpm, 4.8-litre V8, 261kW @6300rpm, 475Nm@ 3400rpm-3800rpm (V8)Transmission: 6-speed auto, all-wheel drive with stability control.Fuel: 85-litre tank, turbodiesel 8.7L/100km (on test) 10.5L/100km (claimed); V8 17L/100km (on test), 12.5L/100km (claimed)Performance: 0-100km/h/top speed: 8.6 seconds/210km/h (turbodiesel); 6.5seconds/240km/h (V8)

In this segment of Sports Activity Vehicles, a phrase coined by BMW for its original X5, buyers can't seem to get enough.Sure a four-wheel-drive says "I`m adventurous" but in the case of the X5 and other luxury models, most rarely make it beyond the dirt track on the way to the boat ramp or a muddy polo field.The second generation of the BMW X5 will go on sale in Australia next month, complete with improvements in engines, suspension, fuel consumption and comfort.Initially, the X5 will be available in the 3.0-litre, six-cylinder turbo diesel and the range-topping 4.8-litre, V8 petrol engines.The diesel will start at $86,800 and the 4.8-litre will be priced at $118,300.A 3.0-litre, six-cylinder petrol model will follow in June, with an $85,000 price tag.And while it may look similar to its predecessor, take a closer look and the new X5 has undergone considerable changes.Project Manager for the X5 Series development, Albert Biermann, says their aim was to make the X5 look close to the first model, while offering more room on the inside.And buyers now have the option of fitting a third row of seats, making it the first BMW to be available as a seven-seater.But the extra two seats will set you back between $3000 and $5000, depending on what engine model you choose. And these are really only suitable for children or short adults, as there is limited leg room.The X5 is now longer and wider.On the exterior, changes include integrating the bumper and plastic fender, tweaking the style of the rear and the front, a newly designed double kidney grille and black covers around the bumper and side gills.On the interior, the instrument display is now the same level as the cluster and positioned towards the driver, so you don't have to look down as much.And there have been some big improvements behind the scenes as well.All three engine variants produce more power and torque, with an 18 per cent increase in power for the base model six-cylinder, up to 200kW and five per cent more torque, with 315Nm. The V8 delivers 261kW and 475Nm of torque.The diesel's torque is even better, with 500Nm from as low as 1750rpm to 2750rpm and 160kW of power."Off road was not on top of the agenda when we developed X5," Biermann says. "It can go off road, it's capable of providing really good traction but it was not the main focus at all."The body and suspension of the new X5 are brand new from the ground up. It has 15 per cent higher torsional stiffness, which means less body roll when tackling corners. And this was noticeable during our first drive this week at the Australian launch of the X5.Changes have been made without increasing the weight of the vehicle.And while it isn't exactly a top off-road four-wheel drive, it handled quite well on the dirt roads this week.The test didn't involve extreme conditions, but the ride quality and handling was still comfortable, although a little bumpy at times.The free-revving V8 particularly highlighted the great driving dynamics of the X5 out on the country roads.And with torque kicking in relatively quickly on the diesel, as well as a considerably quiet engine, this model also won friends.The X5 now sits on 18-inch runflat tyres instead of 17-inch, the V8 standard with 19-inch runflats.And in terms of suspension, the X5 is thefirst BMW to use a double wishbone front axle, which Biermann says gives a highlevel of acceleration and good traction and braking capability. The shock absorbers are also more responsive.A manual is no longer available, as only five per cent of first generation X5 buyers chose the manual option. Instead, all models have a new six-speed automatic transmission.To allow for the American obsession of "supersizing", the X5 has been fitted with electric transmission and an electric handbrake — to make room for bigger cup holders. The new transmission is smooth, and shifting into the sports mode is an enjoyable drive. It allows the engine to rev high without having to change gears yourself.It was perfect for winding roads, although the manual function on the transmission can also be used. And while BMW has kept the price down, there are a lot of worthy options, which means you'll probably end up spending more than expected.Features such as heated seats and a reverse camera would have been good as standard, but instead incur an extra fee. An Executive model is available on the six-cylinder models, offering some common extras, including the reversing camera, navigation, TV tuner and bluetooth, for an extra $9500.BMW expects to sell around 2600 models in Australia this year, most of them diesels.

"We did not want to change the essence of the X5. Why would you? It has been a very successful model and a leader since it was launched," Albert Biermann, general manager of the X5 program, said recently at the car's world launch in Greece."What we have achieved is improvement on the original with a bigger exterior and a bigger interior but with the signature X5 proportions retained."Building on the world-wide reputation for on-road excellence of the original X5, launched in 1999 and with more than 616,000 sold world wide, the second generation car's larger and more spacious body sits on an entirely revised suspension package and features a pair of refined new engines.The X5 will arrive in Australia in April with the option of a 4.8-litre V8 petrol or a lightweight, straight-six 3.0-litre diesel, both coupled to a six-speed shift-by-wire automatic gearbox. They will be joined by a straight-six 3.0-litre petrol option late next year.The free-revving V8 offers 261kW peaking at 6300rpm, and 475Nm of torque at a useable 3400-3800rpm, giving the petrol X5 every opportunity to show off its superb road dynamics. The diesel, with 173kW peaking near redline at 4000rpm, is not as free-spirited but loses nothing in the all-important mid-range application, with 510Nm of urge waiting to be called upon from 2000-2750rpm.The car will also be offered for the first time as a seven-seater, with the third row neatly tucked away under the rear cargo floor until required. As is often the case, the extra seats are the province of children or small adults on short journeys.BMW Australia says no decision has been made on pricing or standard inclusions for the new cars but if the marketing follows typical BMW procedure there will be a raft of opportunities to personalise your purchase with options."Some things, like the reversing camera, are standard on the current X5 in Australia but a decision will be made closer to the car's arrival as to what the exact specifications will be," BMW Australia's Toni Andreevski says."Pricing is also being settled and all I would say at this stage is that it will be very competitive ... there is no point having the best car in the world if nobody can afford it."Among the range of options being offered in Europe are a raft of first-timers for BMW on the company's soft-roader range.Adaptive Drive — electronically controlled active damping and rollbar control — gives the X5 a previously unexplored level of ride comfort on the road and, almost as an accidental aside, greater stability and control off-road.Also a first time offering is BMW's active steer; the variable ratio system oft-criticised in the sedan range for its dissociative characteristics finding a natural home in the big 4WD. The heads-up display system first featured on the high-end sedans and 6Series coupes is a boon to the X5, allowing the driver to monitor information from speed to navigation instructions without looking down from the road ahead.Active road-following bi-xenon headlights and a reversing camera are also features available on American and European models.The controversial iDrive control centre has again been slightly modified with the option of storing regular destinations, phone numbers or settings on the radio buttons.On the road the X5 is characterised by the things many SUVs — or even SAVs — lack: ride comfort and refinement, car-like dynamics and NVH levels plenty of sedans could only covet. That is not to say the X5 makes sense in any sensible world. At 2.25 tonnes and almost 5m long the X5 is reaching gargantuan proportions, for all that the design works to disguise it.The 4.8-litre V8 is a pleasure to drive hard — throaty roar and willingness to leap at the horizon leaving just the faintest tinge of guilt at helping diminish the world's oil reserves just that much quicker.BMW claims a combined fuel economy of around 12.5L/100km for the big eight but that is a figure that will rarely be seen in the real world — it is just too easy and satisfying to use the engine the way it was designed. If that lack of environmental conscience is disturbing, there is an alternative.The new 3.0-litre diesel — lightened to the level of a petrol six by the use of alloy where possible — offers both enthusiastic performance and defensible economy. The claimed 8.7L/100km combined cyle figure was close to what was achieved on the launch drive despite a total disregard for economic behaviour.Dynamically, the X5 is hard to fault. With the Adaptive Drive suspension minimising body movement and settling the chassis by the millisecond, what could have been a bus shrinks around the driver to perform more like a sportscar. While the Adaptive Drive is not that easy to detect and quantify, the absence of it on another test drive vehicle was. Broken surfaces felt like broken surfaces and, while the X5 could still handle a reasonably enthusiastic punt through rolling hills, the composure of the electronically-aided car was obvious by its absence.The electronic gear activation is quick and precise, the ratios beautifully sorted and the changes nigh-on seamless. The shifter is a natty piece of design as well — still situated in the traditional central position rather than a truncated stalk stuck on the steering column.Fast factsPrice: TBAEngine: 3.0-litre inline six, 200kW@6650rpm, 315Nm@2750rpm; 4.8-litre V8, 261kW@6300rpm, 475Nm@3400-3800rpm; 3.0-litre inline six turbo diesel, 173kW@4000rpm, 520Nm@2000-2750rpmTransmission: 6-speed automatic, change by wire with manual mode; electronic on demand AWD; DSC III (HDC, DBC, ABS, ASC-X, ABD-X, DTC, trailer stability)Suspension: front, double wishbone with anti-dive geometry; rear, integral axle multi-dimensional suspension with anti-squat and anti-diveBrakes: front, single-piston swing-caliper 348mm vented disc (twin-piston 365mm vented disc on 4.8i); rear single-piston swing-caliper 320mm vented disc (345mm vented disc on 4.8i)AlternativesMercedes M-ClassPrice: From $79,990 (ML280CDi) to $116,900 (ML500)Engine: 3.0-litre turbo diesel V6, 140kW, 440Nm; 5.0-litre V8, 225kW, 460NmTransmission: 7-speed automatic; constant variable AWD Audi Q7Price: $84,900 (3.6-litre FSi), $85,700 (3.0-litre TDI), $116,800 (4.2-litre FSi)Engine: 3.0-litre V6 turbo diesel, 171kW@4000rpm, 500Nm@1750-2750rpm; 4.2-litre V8 FSI, 257kW@6800rpm, 440Nm@3500rpm.Transmission: 6-speed tiptronic; constant variable AWD

Here we are, on the jagged Aegean coast near Athens, for the launch of a car bearing a feted German badge and is built in an American town named for the ancient Athenians' feared and loathed rival.But although BMW's X5 is built at Spartanburg, South Carolina, there's nothing remotely spartan about it.If there's something unintentionally perverse in this tangle of geographical and cultural wire-crossing, it's also apt.After all, what could be more perverse than giving a world already shocked and awed by oil prices, and aghast at greenhouse emissions, ever bigger and heavier luxury SUVs?Yet we can't get enough of them — witness the procession of new and forthcoming releases from this year and the next. It's a segment that not only survives, but thrives.And it's one in which the new BMW X5 — the reason we happen to be pondering these modern mysteries on this fabled Attic shore — will continue to contend for leadership with the Mercedes-Benz ML. That would be BMW's feared and loathed local rival.More than 600,000 X5s have been built in the US since 1999, the vast chunk of them for the people who gave the world that much-cussed acronym SUV — sports utility vehicle.Except, they tell us, the X5 is an SAV: sports activity vehicle. Yes, they're still built under German auspices, by Americans, and by and large for Americans — and large Americans at that.But it seems the SUV acronym is just too, well, utilitarian. Or maybe it's a case of if you can't beat 'em, differentiate from 'em.Certainly, there's no hiding the new X5. It's less confrontationally planed and squared than its Banglesque predecessor, making for much greater visual commonality with the smaller, recently facelifted X3. Which means it still won't overjoy the aesthetes.And the bigger of BMW's SAVs (if we must use that term) is even more so. Bigger, that is.Almost five metres long by two wide, and weighing nearly 2.25 tonnes in the case of the top-spec model, it seats four in luxury, five in comfort and two kids in the optional third row — the first such provision in a Bimmer.When only the front seats are in use, you have 1750 litres of load space. It's also ballsy enough to tow a truck. Or another X5.A first in a vehicle of this type is the heads-up display that conveys to the driver his speed and a satnav route without eyes having to stray from the road. A rear-view camera conveys the presence of pedestrians.Best of all the inclusions in the fruit basket are the so-called "favourite buttons", to augment the universally derided iDrive multimedia system.Widely known as "i-distract, i-crash", this embodiment of form over function was supposed to eliminate such commonplace items as dashboard buttons via a console knob — one which, on average, takes four movements to do what was conventionally achieved in two.So the return of humble buttons heralds not only a tacit admission that iDrive is rubbish, it also imbues top-spec BMWs with the functionality enjoyed by the owner of a Hyundai Elantra.To the front, there's a choice of three engines, all driven via a six-speed automatic transmission that employs a seamless electronic gear selector.The 3.0si is the latest in Bimmer's long line of feted in-line petrol sixes. Good for 200kW and 315Nm, available from a low 2750rpm, it moves the X5 to 100km/h in a claimed 8.1 seconds.Yet, next to those bare numbers, and as is so often the case these days, the 173kW 3.0 diesel makes a compelling case.Lighter than previous oilers, thanks to an aluminium crankcase, it cranks out 520Nm between 2000 and 2750rpm.The diesel is two-tenths of a second slower to 100km/h than the petrol six, but returns a claimed combined economy figure of 8.7 litres per 100km — the 3.0si uses almost two litres more 95-octane unleaded over the same distance.At least that's what's conveyed by official figures. The 3.0si wasn't available at the launch, leaving us to try the diesel and another petrol engine, one that is decidedly more Spartanburg than spartan.The throbbingly excessive 4.8-litre V8 is a 261kW/475Nm juggernaut that does the sprint to 100km/h in a claimed 6.5 seconds, and drinks an alleged 12.5 litres per 100km.The latter figure seems wildly optimistic on the basis of our jaunt in the V8, but you won't care that Bob Brown despises you.Seated high and mightily above the humble four-cylinder hatches that comprise much of the local auto landscape, the V8 is an unapologetically tarmac-loving performance machine: one that can, indeed, be called an SAV.A tuneful creature that loves to rev, it made short work of the narrow strips of tarmac that have been gouged into the rocky hillsides of Attica.The Adaptive Drive system uses active roll stabilisers and electronic dampers to almost eliminate body roll or pitch.Active steering and variable all-wheel drive complete an engineering package that some may decry as clinical — although none could fail to be impressed by its relentless effectiveness.With double-wishbone front suspension and communicative steering, the V8 is a joy to punt hard.Responsive, confidence-inspiring and still completely forgiving, it's one mighty good sports machine.And that's just great. Except that by far the majority of X5s sold will be the diesel — a model that, next to this bahn-stormer is much more SUV than SAV.The virtues of Adaptive Drive were all the more noticeable for its absence from the diesel model we tested — although this will hardly be a concern in our country, where doing five kays over the posted limit will soon be enough to have you summarily executed.That said, the diesel responded with all the enthusiasm its truncated rev range could muster on a choice section of mountain road and pulled on the freeway with the authority that only 500-plus Sir Isaacs can command — all the while remaining within sight of the claimed economy figure. It will be a worthy volume-seller.The new diesel and V8 X5s will arrive in Australia next April, with the petrol six to follow later.Prices have yet to be announced, but a mild increase on the current range would not be unreasonable.As to specification, that's also uncertain, although we know that five-seat models will get a space-saver spare and the minority seven-seaters an air compressor and a can of goo.All models, however, come with the dreaded run-flat tyres, albeit of the latest generation.The fitting of run-flats means that the last vestige of pretence that the X5 will be sold to off-roading types has been abandoned.Given the ability of the X5 on its intended tarmac habitat, that could be described as a rather SAVvy move.

And that, as you may have already discerned, is what the BMW X5 is all about – not serious offroading, but a versatile wagon built to carry heaps of gear and look macho enough to pretend to be a genuine off-roader.So successful is the X5 that its recently released smaller sister, the X3, barely gets a look in.The X5 is built around a basic concept of a passenger-car wagon that has greater ground clearance and all-wheel-drive underpinnings.In its range the X5 goes from mild – a three-litre petrol model – to a rorty 4.8-litre V8 that will set you back a cool $157,300.In between is the excellent diesel model, coded 3.0d, which is a six-cylinder version of the equally delightful four-pot diesel used throughout BMW's European range and picked up by the Rover 75 and Land Rover Freelander.Unlike a diesel in everything but sheer off-the-mark grunt, the 3.0d is quiet, smooth, flexible throughout the rev range, and amazingly frugal for a wagon that weighs a hefty 2.1-tonnes dry.Smaller than a Volkswagen Touareg, the X5 is close to perfectly proportioned so it not only looks great but is small enough to cope with city snarls while comfortably capacious for weekends away with the family.The interior is pretty basic in black – a legacy of the diesel's "entry-level" pricing in the X5 model ladder – but it is neat and functional.The X5 seats five adults and, though that's a bit of a hip squeeze for backseaters, there's sufficient head and legroom.Front passengers should be aware that the doors are exceptionally heavy and demand care when entering or exiting the vehicle on a slope.There's a single lift-up hatch for access to the rear and, typical of wagons, the rear seats split and fold.On the road the X5 diesel gets off the mark so abruptly it'll freak out first-time drivers – partly because of the locomotive 480Nm of torque that's powering through four wheels from a measley 2000rpm and also because there is a spread of six cogs in the automatic gearbox.More adventurous drivers can use the stubby floor-mounted gear lever to start selecting their own cogs but it doesn't make a dramatic difference when driving on bitumen.The sequential shift comes into its own by holding gears for off-road excursions – however mild they may be for a Land Cruiser owner.I'm being a tad harsh because the X5 is quite capable in the dirt despite its weight and the lack of a low-range transfer case.But though it'll follow firm beachside tracks, climb gravel hills and idle through tight bush trails, this is not the vehicle you want for serious off-roading.Part of the reason is the stupid spacesaver spare tyre that, in a puncture situation, just may get you from Claremont to Nedlands. The other is the fear of soiling the X5's beautiful looks.And at $84,500, you wouldn't want to do that.

The latter is familiar as it's been around for a few years and is used in umpteen BMW models.The diesel only recently came to light in the upgraded X5 all wheel drive.It replaces a similar engine in the earlier X5 but is a significant step up in performance, economy and operating characteristics.This second generation diesel is surprisingly powerful at 150kW but even more impressive is the amount of torque it generates – 480Nm at 2000rpm.That's more torque than BMW's the 4.4-litre, petrol V8 engine.It drives through a six speed manual or optional six speed automatic (tested-$84,000) that gives strong, seamless acceleration at will and uses less than 10.0 litres/100km in the process.There really is no down side to this excellent engine apart from the inconvenience of filling the tank at sometimes grubby and smelly diesel bowsers.In addition to the new diesel engine, the X5 came in for a styling massage inside and out and also gained a new all wheel drive system called xDrive that is more effective off road and for general driving.Specification levels across the range have also been increased but an extensive options list remains. As usual, a number of electronic systems modulate traction and drive.Safety is well addressed with 10 air bags, ABS and a five star NCAP rating.The six speed auto almost perfectly matches the engine's output but has an annoying deceleration trait at slow speed with perceptible down changes.A sequential change mechanism is provided but is superfluous because of the performance available in normal D mode.Despite its hefty weight, the vehicle handles well – better than most SUVs, and gives a comfortable, firm ride. Mind you, there are limits but the drive experience will please most drivers.The X5 is equally amenable around town or on a trip and surprisingly proficient off road.Virtually no noise or vibration intrudes into the cabin.The luxurious interior has seats for five with a large load space in the back.The spare is a space-saver.Standard equipment is extensive and the audio system is excellent. But fuel economy is the real surprise with at least 1000km available on one tank, more if you are careful. And with this comes performance at least on par with the petrol 3.0-litre and close to the V8. Can't argue with that.

What's going on? Suddenly the most popular luxury sports utility vehicle (SUV) on the Australian market seems to have lost its mind and is telling me to do up my seatbelt, even though I have.It takes a few hundred metres before I realise a sensor in the three-litre petrol BMW X5 test vehicle has sensed that there is a passenger in the front seat whose belt is not done up.However, it wasn't a passenger; it was a two-litre bottle of milk.I love technology and I love the computerised technology on offer in the BMW X5, but sometimes technology can be more of a hindrance than an aid.Still, I had a good laugh about the milk episode and marvelled at how far we have come in the past few decades.Like all BMWs, the X5 is a marvel of technology with its computerised driving aids, in-car entertainment, comfort facilities and convenient features.However, with all this technology comes a fair learning curve for the driver.In fact, the instruction booklets for the various features (one instruction manual would simply be too big and cumbersome) note in the foreword that if you sell the vehicle it is important to pass the manuals on to the next owner or they will be unable to use the vehicle's features.When the X5 range was recently upgraded, the base model was largely left untouched except for a few slight styling changes. That makes sense, if it is such a big seller.However, one thing they could have changed is the on-board computer controls, which have me stumped – even after reading the manuals.Yet, I quite easily adapted to the 530's more complex computer, simply because of its central control button – a large rotor knob that rotated, clicked up and down and back and forth, much like a laptop mouse.Hopefully, it will become standard across the BMW range.For 2004, all X5s have been powered up except this three-litre petrol X5 model. If you want more power – and you definitely will, if you want to carry any passengers and luggage, go off road or do any towing – you should seriously consider the three-litre diesel for a paltry extra $500.The biggest change to the tested model for 2004 is the introduction of xDrive, which is now right across the X5 range.It is a computerised system of slip sensors allocating power to the wheels that most need traction, whether it is one wheel, two wheels, three wheels, the left side, right, front or back. Any combination, any situation and power delivery is infinitely variable.Previously, drive was via a 38 front and 62 rear drive. Now it is 50-50, like many of the road-going all-wheel-drive cars on the market.This perhaps makes it more balanced on the road with just a little crabbing on grooved surfaces, but that could be because of the compromise rubber.On the road, it is well behaved. Despite being a heavy vehicle, it was difficult to make it understeer and only over bumps on sweepers when the back got light would there be any indication of oversteer.Precise and neutral-weighted steering and robust brakes complete a competent on-road experience.It has such beautifully lacquered paintwork, it would be a shame to take it off road and jeopardise that finish.Minor grumbles: BMW's typical dashboard with its huge sweep of imposing and cheap-looking black plastic; a lot of annoying rattles in the rear luggage area from a vehicle that had only done 4000km (albeit hard kilometres at the hands of journos); and a swing-up two-piece rear door which I find impractical.With BMW introducing the baby brother X3 whose top-spec model will cost more than this tested X5, one wonders whether the company is cannibalising its own product for more market share.

If you've ever wondered why BMW sells a shipload of its X5 off-roaders each month, just have one look at it.This has got to be the best-looking 4WD on the market.Trim, purposeful, elegant and distinctly European, the X5 has it all.Well, all except issues that start promptly with the weight of your wallet.I'm not here to pour cold water on the parade, but there are X5s and there are other X5s.The 4.4i version is sensational. It's luxurious, the 4.4-litre V8 superbly silky and the ride comfort is in the saloon-car class.But, like most of you, I can't afford the near $115,000 price tag. More financially appealing is the X5 3.0i which, as the designation suggests, has a 3-litre engine and is a lot cheaper.It has the same shape, similar features and exudes all the delicate niceties attached to an indelicate $81,400 base price.That's a lot of money in anyone's language, especially in a market chock-a-block with rivals.It's also a lot for a 4WD that isn't really a 4WD. Like its direct rivals – the Honda MDX, Lexus RX330 and Audi allroad – there's no low-range gearbox for crawling through beach sand.The X5 is more for staying on the bitumen with, heaven forbid, a modest leaning to towing the horse float down the gravel drive of the South-West property.Or so I thought. Turn the wheels down a rutted clay track near Mundaring and the X5 isn't too shabby.Thanks to a revised all-wheel- drive system that uses electronics to distribute power to the wheel or wheels with traction, the 3-litre wagon put on a decent showing.The trick is to ignore what's going on under your seat. The all-wheel-drive system has some electronic beeps and whizzes as it sends power to the wheel with traction.Keep your foot on the accelerator and let the BMW sort out the traction needs and this wagon will go places that will surprise you.Of course, it will never go where a Landcruiser treads, but that's not the X5's mandate. For lovers of style and who want all the pleasantries of a BMW sedan in a more versatile body design, it perfectly meets the criteria.The interior is a beautiful mix of Teutonic logic and attractively hued materials. The inline six-cylinder engine is wonderfully smooth and quiet with a willingness to rev that invites the driver to stay on the loud pedal.Clearly, the vehicle is designed for high-speed touring – an environment where it surpasses many passenger cars for comfort and solid road feel – and though it will potter through traffic, it makes it known where its preferences lie.