2007 BMW X5 Reviews

Ewan Kennedy reviews the first, second and third generation BMW X5 from 2000, 2001, 2002, 2003, 2004, 2005, 2006, 2007, 2008, 2009, 2010, 2011, 2012, 2013, 2014, 2015 as a used buy.

The BMW X5 received rave reviews when it was launched; road testers were ecstatic about the performance and handling of the big wagon. NEW The new model released in 2007 looked much like the previous model, but it was bigger, and for the first time there was seating for seven.  There were lots of other upgrades too,

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.

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.