Lexus LX VS BMW X5
- Unquestionable presence
- Amazing off-road chops
- Loaded with gear
- Not very pleasant to drive
- Engine not as good as it should be
- Terrible media interface
- Great new interior
- No price rise on 30d
- Loaded with tech
- Pricey seven seat option
- Warranty starting to look short
- No spare tyre
Clearly the regular Lexus LX570 wasn't over-styled enough, because now there's this - the new 2019 Lexus LX570 S - which takes the brash big SUV from the Japanese brand and adds some extra brawn to its look.
It may be based on a Toyota LandCruiser 200 Series but the V8 petrol-powered Lexus LX570 is a heavily styled heavy-duty SUV. This new version packs extra heavily-styled elements like 21-inch rims, an even more Storm Trooper-esque body kit and a bunch of other changes.
And while we know that this is a supremely capable off roader, this test was more focused on what it might be like for a city-slicker-cum-doomsday-prepper: someone who wants to know they can get out of trouble if necessary, but also wants a level of driveway desirability.
This special version will set you back a hairy $25,000 more than the regular LX570, though. Should you consider it?
|Fuel Type||Premium Unleaded Petrol|
It took decades to catch on, but Range Rover eventually inspired German carmakers to look outside big sedans to satisfy luxury car buyers. When BMW introduced its first SAV - Sports Activity Vehicle - the X5, the outrage was palpable. Nearly two decades later, the X5 is as indispensable to the BMW oeuvre as the 3 series.
The X5's sales statistics have been impressive, with 55,000 sold in Australia since 2001, and each generation outselling the previous one.
The fourth-generation X5 has arrived in Australia, with two diesels now and a petrol arriving early in 2019 before four-cylinder, plug-in hybrid and the head-butting X5 M arrive over the next year or two.
The G05 X5 is bigger, better-looking and loaded with new technology.
|Engine Type||3.0L turbo|
If you're more interested in appearance, space and features when choosing your large SUV, the Lexus LX570 S may offer a lot of appeal to you. And if you actually plan to venture outside of the suburbs where you can explore the abilities of the vehicle's underpinnings, it could be right up your figurative alley... or down your goat track, as it were.
But in day-to-day driving it is let down by a lacklustre drive experience, underwhelming and thirsty engine and frustrating media interface. If you really don't need eight seats and the hardcore hardware, check out the Lexus RX350 L instead. You won't regret it.
Is this Lexus big and beautiful or brash and bloated? Tell us what you think in the comments section below.
The M50d is the more dynamic drive, but the 30d is an excellent all-round package, especially if you have the M Sport option pack onboard. The G05 X5 might be bigger but it hasn't lost its sense of driving fun. In fact, I'd say it's more fun than the F15 - it feels lighter on its feet.
What the G05 also has over the F15 is better value - BMW reckons there's an easy $11,000 of extra stuff in the 30d for no extra money and about $15,000 in the M50d for a price rise of about $5000. It feels a lot more luxurious, looks better inside and out and feels super techie.
It's not cheap and out of the two, I'd probably go for the 30d - it's not that much slower and you can spend a few bucks on the extensive options list.
Does the new X5 shape up against the fancy Porsche or the attractive Mercedes?
If you can't find anything interesting about any new Lexus in terms of design you'd better book in at your optometrist.
The LX570 S is a vehicle that isn't backwards in coming forwards, with the model-specific body kit seeing new front, rear and side skirts, as well as a different mesh design for the huge 'spindle' grille. The 21-inch forged alloy rims are finished in gloss black, and like the regular LX you get LED headlights and daytime running lights, as well as LED tail-lights.
There is no doubt this is polarising - opinions were split in the office, with some finding the LX attractive, while others questioned if it was acceptable. I fall into the former camp - there's something ostentatious about the LX570 S that really appeals to me.
It's not just exterior trim changes, though - Lexus has fitted some performance parts to it, including performance dampers that are designed to make this big rig drive a bit smaller than it is. It still has adjustable suspension, though, so you can raise and lower it at will. It looks particularly menacing dumped on its guts.
It is arresting in its presence, and given that some customers buy vehicles like this as much to be seen as anything else, it deserves a decent score for its styling, even if it looks a bit like a lowered Subaru Forester, and has a really short wheelbase (2850mm) for the length of the vehicle (5080mm). It's boxy, at 1980mm wide and 1865mm tall.
The interior of this LX is pretty special, too - check out the interior pictures to see for yourself.
The new X5, while bigger in most dimensions, hides its extra bulk well. The extra wheelbase length has improved its proportions slightly and BMW's new design language inside and out has delivered a fine-looking machine. The huge (sometimes chrome) grille is at first a bit hard to take but with time the car grows around it.
The new exterior design features a strong front end, classic X5 profile with a stronger, wavier character line along the flanks. The rear features a new-look set of LED tail-lights and satin finish rather than chrome exhaust tips.
You can tell the 30d from the M50d by the wheel arch extensions (among other things). The M50d's M Sport body kit features a different rear diffuser, side skirts and deeper front spoiler.
Inside is a new cabin that's high on quality with a choice of leather, wood and aluminium trim, including a very nice leather dashboard option. The base leather trim is known as Valcona and you can specify Merino, which is arguably better than the Nappa leather of some rivals. The cars I drove had a very premium feel, the materials a serious cut above the older F15 X5.
One interesting addition is the "Crafted Clarity" glass that comes in the Indulgence package. Obviously going for a very exclusive feel, the start stop button, shifter, volume control and rotary controller have a funky glass application. It could have looked awful but somehow it looks lifted from a Rolls-Royce and works really well.
If you like equipment, knobs, dials, buttons, leather and wood, the LX570 S might be your dream vehicle.
And this version gets model-specific 'semi-aniline' leather-accented trim, alloy pedals and 'Shimamoku Grey' wood highlights. Now, that mightn't mean anything to you, and you might just think it looks like a woodgrain steering wheel - but would you change your mind if you knew it takes 38 days of Japanese craftsmanship just to do finish the steering wheel?
It looks plush - not modern or contemporary, as such, but neat. And if you want it, this spec is available with 'Garnet' burgundy leather trim.
The sheer size of the Lexus LX makes you think it should be super spacious, and ultra practical, but given the hulking mass of the thing, it's not as well packaged as it could be. Or maybe that should read: it's not as well packaged as we know Lexus could do with a new version of it.
That mainly comes down to the wheelbase being quite short, the fact it's built on a ladder-frame chassis, and that this generation of LX is actually pretty old - it first launched way back in 2007, and while it has been updated several times since then, the game has moved on for cabin practicality.
Even so, you can fit eight people in the LX, if the three in the third row aren't big and don't hate each other. For someone my size - 182cm with size 12 feet - the room is a bit limited; there's more space in the third row of a Mazda CX-9 or Toyota Kluger. But there are vents and cupholders, as well as grab handles - important if you actually plan to go off road.
In the second row there are vents, cupholders in a fold-down armrest which also houses the climate controls for the rear zones and the buttons for the heated and cooled second-row outboard seats, plus there are bottle holders in the doors, map pockets, and a bit more space for regular sized humans.
The electric slide adjustment for the second row can make it more accommodating in the third row if you need to, and there is a recline function, too.
This spec has two 11.6-inch display screens in the back with HDMI and auxiliary inputs, plus there are headphones for each screen and there's a 12-volt jack - but no USB points.
Up front there's a fridge between the seats. No, seriously, where you'd usually have a covered centre console there's a cool box that is good for half a dozen drinks and some sambos.
Plus there's the usual practicality measures you'd expect, like decent door pockets, big cup holders and some bins for odds and ends. There's a cluster of control buttons on the dashboard which can take a little bit of learning, and the array of control knobs between the seats means you have to watch yourself to make sure you don't twiddle the wrong one.
There's another controller there - the odd-bod unit that Lexus persists with to control the 12.3-inch media screen. This mouse/joystick style controller is so utterly frustrating to use that it verges on dangerous when you're trying to toggle between screens, because it takes too much concentration. Plus there's no Apple CarPlay or Android Auto, and you can't pair Bluetooth devices on the move, or input sat nav instructions at speed, either.
Thankfully, if you hook up your device via USB or wirelessly you can take advantage of the mammoth 19-speaker Mark Levinson audio system which I think could be the best in the business.
Boot space varies on how you configure the seats. With the third row in place, there's 259 litres of cargo capacity, which is enough for a week's groceries (and the split tailgate makes it easy to load the bags in, too!).
With the third-row seats folded up out of the way - they electronically release and tuck to the sides of the cabin - there is 1220L of boot capacity. And if you lever the second-row forward there is 2074L of room.
There's a full-size spare wheel under the boot floor.
The X5 is a big car and delivers plenty of interior space. Interior images show an expansive cabin, with room for five in comfort. Front and rear passengers score two cupholders in each row, with plenty of storage bins and pockets throughout, including bottle holders and pockets in the doors. The rear armrest's clever folding cupholders liberate space for a phone-stowing tray.
Front passengers have plenty of room in all directions. Rear legroom is improved with the car's longer wheelbase - rear passengers are very well looked after.
The interior dimensions mean larger loads fit easily and if you have the air suspension you can drop the car to the weeds to make loading easier. An electrically retractable cargo cover will reduce the boot space dimensions but hide all your goodies and a set of rubber rails rise 3mm when the car is in motion to secure the load.
Luggage capacity is unchanged with the seats up at 650 litres, almost tripling to 1870L with the seats down.
The third row seat option must be combined with the air suspension, meaning you'll be paying around $7000 for the privilege of occasionally carrying people safely in the boot.
Gross vehicle weight ranges from 3010kg for the 40i to 3160kg for M50d. Turning circle is 12.6 metres and wading depth is 500mm.
Price and features
It's hard to consider a car that costs $168,089 plus on-road costs as being anything other than expensive, especially when the flagship version of the donor vehicle it's based on costs about 30 per cent less, and some competitors are about half the price.
But you get a lot with the Lexus LX570 S. Like, a lot.
As well as all the hardcore LandCruiser off-road hardware and an extensive safety tech list (see below), and the model specific goodies like the intricate interior trim, body kit and bigger wheels, the features list is lengthy.
There's push-button start, keyless entry, leather seat trim all around, a 12.3-inch media screen with Bluetooth phone and audio streaming plus DAB digital radio and USB connectivity, a 19-speaker sound system, sat nav, auto-dimming mirrors, heated and ventilated front seats and outboard rear seats, a heated steering wheel, electric seat adjustment front and middle rows with electric folding rear seats, twin screens in the second row, quad-zone climate control and more.
There are only two colour choices for the LX570 S: 'Sonic Quartz' (the white you see here) or 'Starlight Black'.
The price list is in RRP and reflects either no change (30d) or a small percentage increase (M50d). A BMW dealer might offer you a drive away price, but how much that will cost you will depend on your taste for options. Our range guide takes in the first three variants of the G05 X5 - the 30d, 40i and M50d. Unlike its British rivals, there is no launch edition.
The 30d ($112,900 plus on-road costs) and 40i ($115,900 plus on-roads) models comparison reveals they're basically the same apart from the motor. If gadgets are your thing, the X5 certainly delivers, even in its unadorned entry-level spec.
Standard features include 20-inch alloys, two-piece power tailgate, panoramic sunroof, keyless entry via BMW's digital "smart key" (part of the standard comfort access system), push button start (or keyless go), LED headlights, daytime running lights, floor mats (I know!), a basic first aid kit, active cruise control, "2.5-zone" climate control air conditioning, GPS navigation system, front view camera, side view camera, limited self parking, basic tool kit, roof rails, and a front and rear parking sensor setup.
Moving up to the M50d at $149,900 plus on-road costs ($5000 more than before) adds an active M differential, laser headlights, dynamic handling package including adaptive suspension with active anti-roll system, rear-wheel steering, M Sport exhaust and brakes (blue rather than red brake calipers), 22-inch alloy wheels, aero package, M steering wheel, four-zone climate control, heated front seats, soft close doors, and heated and cooled front cupholders.
The new park assist function is particularly clever - if you have driven forward into a tight parking space or difficult garage, the system can remember the last 50 metres and back you out automatically, twiddling the electric power steering while you run the brake and accelerator.
BMW's Operating System 7.0 (the name iDrive appears to be fading) looks after the multimedia and sat nav system. The big 12.3-inch touch screen is mightily impressive. You can control it from the rotary dial controller, use air gestures or by swiping or tapping the screen. The sound system has anything from 10 to 20 speakers with an intermediate 16 speaker setup. There's a subwoofer - actually, there are two - lurking in the back. The system includes Bluetooth and DAB radio with USB connectivity. iPhone owners will be pleased to learn CarPlay is standard, while the rest of the smartphone world will be frustrated - Android Auto isn't available at all.
Colours include Alpine White, Carbon Black Metallic, Black, Mineral White, Phytonic Blue, Arctic Grey and Sunstone Metallic (gold). Curiously absent are silver, red and green and even the brown of past models seems unavailable.
On top of the basic specs, there are additional trim levels - M Sport, Indulgence, xOffroad and Performance Package.
The $4000 M Sport edition for the 30d and 40i includes M Sport brakes, adaptive M suspension, aero package and interior trim changes including an M Sport steering wheel.
The $9500 Indulgence Package adds ventilated front seats, crystal glass on some of the switchgear, heated seats front and rear, front seat massage function, merino leather and on the 30d soft-close doors and heated and cooled cup holder for each front passenger.
The $5000 Performance Package (30d and 40i only) puts you on 22-inch rims, adds an M Sport exhaust and includes metallic paint.
Finally, the $7500 xOffroad package - the first of its kind on an X5 - adds additional off road capability (sand, rocks, gravel etc.), rear diff with diff lock, extra gauges in the infotainment screen, adjustable ride height air suspension and the clever display key. That front and rear air suspension negates the need for a lift kit. Aluminium side steps are optional.
BMW also offers a range of 20 inch alloy wheels, as well as 19 inch and 22 inch rims. The 22s, it must be noted, are not run-flats so you cop a space-saver spare. The xOffroad pack does not come with off road tyres but you can purchase the right ones through BMW. Only 22-inch equipped X5's feature a spare tyre as the tyres are run flats on all other sizes.
The accessories and options list is extensive: Apple CarPlay for iPhone integration, a heated steering wheel, a roof rack setup, darker tinted windows, laser headlights and various other technological and comfort enhancements are available.
Missing from these lists are a seat belt extender, light bar, car phone, xenon, HID or projector lights (you get LED lighting as standard, range-wide!), an auxiliary heater, nudge bar, snorkel, bull bar, winch, self driving, autopilot, CD player, homelink, quad exhaust, television, digital TV tuner, DVD player, cargo barrier, boot liner, carbon fiber trim, MP3 player, a rear seat entertainment system or wifi hotspot.
Where is the BMW X5 built? Spartanburg, North Carolina.
Engine & trans
Under the bonnet of the LX 570 is a thumping great 5.7-litre V8 engine producing 270kW of power at 5600rpm and 530Nm of torque at a high 3200rpm.
While those engine specs might be really enjoyable in a light, low, two-door coupe, the fact the peak power and torque comes in high in the rev range puts this vehicle at a disadvantage when you consider some German rivals.
A Mercedes-Benz GLS500, for example, has a 4.7-litre twin-turbo petrol V8 which just happens to have more power and torque than the Lexus, with 335kW at 5500rpm and 700Nm across a broad spread from 1800-4000rpm.
The LX570 employs an eight-speed automatic transmission, and it has the Toyota off-road hardware you'll want if you plan to take this bad boy off-road. That means there's a dual-range transmission with a low range transfer case, plus height-adjustable air suspension, a Torsen locking rear differential, and the excellent 'CRAWL' off-road system.
Towing specs are accounted for, too, with a 750kg un-braked towing rating, and the maximum 3.5-tonne capacity for a braked trailer.
If you're curious about the kerb weight of the Lexus LX570 S, it sits at 2740kg, and had a gross vehicle mass (GVM) of 3350kg, meaning that's the maximum permissible weight... if your family is big-boned, you mightn't be able to fill all eight seats.
At launch, you can have any engine size you like as long as you like 3.0-litre straight-sixes. Of course, each has its own specifications to arrive at very different horsepower and torque figures.
The 30d's engine specs are a 3.0-litre turbo diesel developing 194kW of power and 620Nm of torque.
Moving on to the 40i, this is a 3.0-litre twin turbo petrol knocking out 250kW of power and 450Nm of torque. Petrol vs diesel, the latter wins on torque, hands down.
Want even more? The M50d's 3.0-litre diesel has four turbos strapped to it - that's two times two - for a huge 294kW of power and 760Nm of torque.
They're all 4x4 at this stage, fitted with ZF's always-brilliant eight-speed automatic transmission. It is pretty much the best gearbox on the planet and super-reliable. At this stage, all wheel drive is all you get. A rear wheel drive sDrive X5 is likely later down the track in combination with a smaller four-cylinder engine - 4x2 buyers don't tend to want the extra power of the bigger engines.
The oil burners are fitted with a diesel particulate filter to help reduce emissions and the 30d's twin-scroll turbocharger helps improve low-down response. Advanced technology from injector to exhaust ensure diesel engine problems such as black smoke have long since been banished from modern BMW diesels.
The 0-100km acceleration times are impressive - 6.2 seconds for the 30d, 5.5sec for the 40i and 5.2sec for the M50d. The rolling acceleration performance figures of the M50d are epic.
Towing capacity is uniform across the range - you can drag 750kg of unbraked trailer and 2700kg of braked load. Maximum down load on the tow bar is 140kg.
Does it really matter? If you're spending this much on a big SUV, you can't expect it to be miserly, and nor would you likely be too bothered about what it costs to refill.
Even so, the claimed fuel use figure - 14.4 litres per 100 kilometres - is high, and there's a pretty good chance you'll see higher than that regularly. And you need to run it on premium unleaded (95 RON).
In daily running we saw roughly 17.5L/100km around town, which settled to about 11.5L/100km on the freeway. If you do a lot of distance driving or country touring, and you're not in a hurry, you might find it to be decently efficient.
Hitch something to the back or head off-road and you'll see the 138-litre fuel tank capacity dissipate rapidly. There's a 93L main tank plus a 45L auxiliary.
And hey, if fuel use does matter to you, check out the LX 450d with its strong 4.5-litre twin-turbo diesel V8, which claims 9.9L/100km.
The X5's fuel mileage figures are based on the new WLTP standards which better reflect real-world use.
The 30d's diesel fuel economy is the best of the three initially on offer at 7.2L/100km. If you want your fuel consumption km/L, that's around 14km per 1000mL.
The petrol consumption figure on the 40i is the highest figure of the three at 9.2L/100km (or 10.9km/L).
Moving on to the M50d, for all that extra power and torque, the increase over the 30d is just 0.3L/100km to 7.5L/100km (13.3 km/L).
Fuel tank capacity differs slightly between the models - the diesels carry 80 litres while the petrol 40i can carry 83 litres.
Confused is the word that sticks out most to me as a descriptor of the drive experience.
It has all the off-roading hardware you could need under the skin, including adjustable hydraulic suspension so you can raise and lower it when you need to. But I'd be worried about damaging the Quagmire-esque chin of the LX570 S on rough terrain, so there was no off road review conducted of this spec.
But if you want to know how the Lexus LX fares off the beaten track, read our adventure review. Giggity.
As a daily driver, you'd probably be much better off getting a Lexus RX350 L if seven seats will suffice - because that is an inherently more enjoyable SUV to drive, even if it doesn't have the same level of street presence as this big bad boy.
Therein lies the issue. It is big, and doesn't hide its size well - a bit like an elephant trying to hide behind a bath towel in that regard.
The suspension in this spec is assisted by front and rear performance dampers to "improve body rigidity and steering stability", but a few of the reviewers in the office didn't find the latter to be the case. The steering is both heavy and lumpy, with a big turning circle and not a lot of linearity to the way the vehicle pivots.
The ride isn't great, either. The big rims feel heavy when you hit bumps, and while the car resets itself impressively fast if you pass over a speed hump or a road join straight on, when you hit a bump in a corner things feel flummoxed. And never, ever, does it feel sporty to drive.
The brake pedal feels over-assisted, so much so that I warned my partner she might feel car sick on the way home - that's because the mass of this big, heavy vehicle pitches fore and aft over its short wheelbase, and the action of the brake pedal is both grabby and squishy at the same time. It left me bemused.
The engine is refined and pulls decently, but it certainly doesn't feel fast or powerful, even under full throttle - that's an accusation that can be levelled at all of the large V8 Japanese SUVs, but not at the Europeans (Range Rover or Mercedes GLS, for instance).
You will find yourself pressing hard on the throttle pretty regularly, as it can be a little sluggish at low revs. Indeed, the engine does its best work above 3500rpm - that's not really where you want to be spending a lot of time in a family SUV. The eight-speed auto is smooth, though, and offers decent intuition at all speeds.
While the muted surrounds of the cabin makes for great cruising comfort, I would have loved if Lexus offered a sports exhaust for this model - it would certainly have added something positive to the drive experience.
On the launch we had the 30d and M50d available, the former with various option packs.
I started with the M50d. Big fast SUVs are pretty common these days but little prepares you for the quad-turbo thrust from the 3.0-litre straight six. The 294kW/760Nm combination means you cover ground very quickly indeed, especially in the gears. Overtaking the famously large log trucks on the roads of northern Tasmania was easy, the torque slinging me down the road with little effort or fuss.
While the road noise from the tyres is noticeable, you can shut it out with the stereo and wind noise is only apparent above the legal limit. Which I never breached, obviously.
The adaptive drive system, which you can switch for economy, comfort or sport depending on your mood, genuinely affects the M50d's demeanour. With sharper everything, the M diff and rear wheel steering, you can have a lot of fun in the corners. We didn't have variable or active steering on the car and it was just fine without it. The active roll stabilisation is very impressive.
The 30d is a very good unit too. It's really not much slower than the M50d in a straight line but is far more relaxed, of course.
The one with the air suspension was supremely comfortable and quiet, raising and lowering itself depending on speed and conditions. The 30d was very accomplished on the loose gravel surface BMW bravely sent us over once I'd pressed the adaptive switch. The standard underbody protection is clearly very good - barely a ping from the gravel.
On both cars, the steering was a standout - the X4 M40i I came home to had a less than deft setup, with the weight in sport plus set too high. Neither 30d or M50d felt too heavy.
As an xOffroad package wasn't available, we haven't done an off road review. I can, however, guarantee you won't have to get out and operate hub switches.
The Lexus LX hasn't received an ANCAP crash test safety rating, but the Toyota LandCruiser 200 Series that it's based on scored the maximum five-star rating in 2011 (and that score applies to all models sold from 2015 onwards, according to ANCAP).
It comes well specified in terms of safety technology, with a configurable surround-view camera and reversing camera, front and rear parking sensors, a head-up display, trailer sway control, adaptive cruise control, auto emergency braking (AEB) with forward collision warning and pedestrian detection.
There's a lane departure warning system that works at speeds over 50km/h, and while it can intervene with 'slight pulls' on the steering wheel, it won't hold the vehicle's position in the lane like some other systems.
The LX also has auto high-beam lights, LED headlights and daytime running lights, as well as blind-spot monitoring and rear cross-traffic alert.
There's an array of airbags - dual front, dual front knee, dual front side, dual rear side, and full length curtain, for a total of 10. And if you need to fit baby seats, there are two ISOFIX child-seat anchor points and three top-tether points in the second row, but none in the third row.
The new X5's significant safety features an airbag count of seven, AEB (auto emergency braking), lane departure warning, lane change warning, blind spot assist, electronic brake force distribution, reverse camera, DSC (sometimes called ESP), reverse cross traffic alert, speed limit assist and information, hill descent control, and a warning triangle (it is a BMW).
If you need to fit a baby car seat, there are two ISOFIX points and three child seat anchor points in the second row.
The X5 range scored the maximum five-star ANCAP safety rating when tested in late 2018.
Lexus doesn't offer a capped-price servicing plan for any of its models, which leaves it as one of the only brands left without such a plan.
And we've been told that a LX570 model will cost you about $615 per visit, and it needs two services per year, with intervals set at six months/10,000km. Expensive.
The four-year/100,000km warranty Lexus offers is below par, too. But you do get roadside assist, and Lexus is renowned for its high standard of customer care - it even offers a collection/delivery service to customers when its time for a service.
If you're curious about LX570 problems, issues, complaints, recalls or reliability concerns, check out our Lexus LX570 problems page.
BMW's warranty remains - resolutely - at three years/100,000km. BMW is adamant that most customers aren't that bothered. Roadside assist is part of the bargain, from a flat battery to a crash. Rust and paint coverage is also included, although I can't say I've heard any complaints or common faults when it comes to recent X5 bodywork.
Like all BMWs, servicing is condition-based, but you can pre-pay your service cost for five years on the basic package for $1995. Service intervals are then set at 12 month/24,000km maximums. You can also increase your maintenance cost coverage with further levels of cover.
BMW now offers a Genius service at its dealerships, showing you through the features if you have any problems or issues working them out. Even the central locking is a bit complex for some - you can configure different settings in the iDrive system.
Reliability issues are seemingly rare on the X5, but you can purchase an extended warranty if any defects or complaints arise after the initial warranty period expires. As the car is brand new, things like automatic transmission problems, transmission failure or other dramas are yet to rear their ugly heads.
The owners manual will no doubt explain things like oil type and capacity. Resale value for the X5 appears strong over the years although the extra value in these new ones might mean some second hand bargains.