Instrumented Test
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Down one turbo, up 2 gears.
These of us who have been consuming oxygen for more than 3 decades can still don’;t forget the time when SUVs were mainly operating or off-road conveyances, manufactured by mid-brow brands rather than the all-objective men and women movers that everyone builds nowadays. For example, BMW’s very first SUV—which the company insists is an SAV (Sports Activity Automobile)—didn’t hit the market place until the 2000 model year. BMW provides no significantly less than 5 SUVs (X1, X3, X4, X5, and X6), with a larger X7 not far down the road. When the Germans discover a trend they like, they blitz it.
The 2014 machine seen right here was lately introduced as the third-generation version of the X5. It’s nonetheless a mid-sized, mainstream wagon—only 2 inches longer than its predecessor at 193.2 inches—which tends to make it barely longer than a Honda Accord. The planned arrival of the larger X7 probably inhibited the regular tendency toward increasing corpulence that accompanies most model changes these days.
Though still instantaneously recognizable as an X5, this third-gen model appears softer and a bit a lot more anonymous than either of its predecessors, particularly when compared to the far boxier-seeking 1st-generation X5. The newest version has a more bland profile, despite the fact that its twin-kidney grille has grown more prominent and aggressive—which is the existing style in German machines.
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Not All Xs are from Texas
Inside, the new X5 supplies the luxurious and comfortable cabin that has been one particular of the model’s hallmarks. The beltline is reasonably low, which combines with the elevated driving position to afford great outward vision. The interior theme is a somewhat layered look, which is well executed and eye-catching, even though with wood, aluminum, and red accent pieces to set off the black moldings, there are probably a single too numerous elements in use.
In the middle of the dash is a freestanding LCD panel—similar to the unit in the existing 3-series—which is regular equipment. The massive 8.2-inch rectangular panel supplies excellent resolution and is effortlessly viewed with out diverting one’s eyes as well far from the windshield. The latest version of iDrive has become far less difficult to use than earlier iterations, although it does need a few more manage inputs than the far more demanding, earlier versions.
Cruising for Picnics
As in preceding versions, this X5 has a comfy and spacious second-row seat, however the seat cushion is a little reduced than we’d choose. There’s also an optional third-row seat that is absolutely for kids, given that there’s not a lot legroom and crawling back there needs a few contortions. Cargo space is very generous with the third row folded and not poor even with these seats up. And as prior to, the X5 nevertheless has the 2-piece tailgate that supplies a nice shelf for seating or impromptu picnics.
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The X5 is nonetheless accessible with 3 engines, all turbocharged. There’s a 3.-liter 6, a 4.4-liter V-8, and a 3.-liter 6-cylinder diesel, which powered our test vehicle and most likely makes the most sense for the X5. The diesel engine in the new model is a different version than BMW previously offered, losing 1 of the 2 turbochargers and 10 horsepower as well as 12 lb-ft of torque. As a result, it’s slightly slower than the final X5 diesel we tested, hitting 60 mph in 7.3 seconds and covering the quarter-mile in 15.6 seconds—0.4 and .3 second in arrears, respectively
Offsetting the slight efficiency deficit is enhanced drive good quality. The new single-turbo diesel is quieter and smoother in operation than the preceding oil-burner, and a new 8-speed automatic (up from a 6-speed in the last version) offers a wider ratio spread. In daily driving, the X5 diesel feels lots quick and responsive. But there is a bit of turbo lag when leaving from a dead quit. In conditions exactly where you have to out-drag somebody else to execute a needed lane change, you will find that brake torqueing to bring up the boost will be very useful.
Firm Ride but Sticky Steering
The X5 has never had excellent steering precision and this new one is only a slight improvement. It feels a tiny sticky on-center and lacks the fluid motion of most BMW sedans. Self-centering improves if you pick Sport mode, but then the transmission is typically operating 1 gear also low. The X5 has usually been somewhat difficult riding as BMW has attempted to maintain responsive handling in this large and heavy package. The new version is no exception, though drivers attracted to the BMW brand will most likely not object.
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The diesel engine strikes us as the way to go in the X5 simply because it delivers plenty of usable overall performance while consuming small a lot more fuel than a 3-series sedan. Its EPA estimated 26 mpg combined is effortless to accomplish in true-globe driving (our leadfoot staff got close to that at 25 mpg). Furthermore, the diesel is far more attractively priced this year. At $ 57,525, it’s $ 25 less expensive than last year’s model and only $ 1500 a lot more costly than the all-wheel-drive version with the 3.-liter gasoline 6. Last year, the increment was more like $ 9000.
Even so, you will want to show some restraint when selecting options from BMW’s vast list. Our test automobile, with a couple of essential possibilities but hardly totally loaded, stickered at just $ 125 shy of $ 70K. Saving fuel although driving luxuriously still isn’t low cost.
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