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| 2005 Bmw X5 Review | |||
| Whether you're about to spend $40K on a brand new car, or half that on a used car, it is always important to learn as much as you can about the used car. Read these car reviews to learn about all aspects of the vehicle. Each of the usedcar reviews cover interior and exterior features, options, road tests, and more. | |||
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Introduction
| Road Test
| Inside & Out
| Other Thoughts
| Last Word
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| Road Test | |||
To be sure, there is a lot of sport and activity going on in the 4.4i version of the X5. Two separate boosts in 2002 and 2004 have upped the original 282 horsepower of this V8 to 290, then 315. (Torque has stood at 324 pounds-feet throughout the years.) There's no reason to doubt BMW's claim of 0-60 in 6.8 seconds, as the V8 rushes you forward with urgency and, unlike the newest 5-series, lets you hear the ripping snarl it makes in the process. Feel of the drive-by-wire throttle is also nearly perfect, not "sports car abrupt" as I had read in one review of an early-model X5. (Though you can hear it click on/off if you listen for it.) If you've ever wondered what it's like to drag race a 5-series while sitting on the roof, the X5 can provide a pretty accurate approximation.But BMWs are about curves, not straight lines. Anyone who's driven one of BMW's cars knows to expect a 20-page report on every millimeter of the road's surface to the fingertips. This X5, however, just gives a Cliff's Notes summary. The wheel is also frustratingly stiff to turn at parking lot speeds. But the gripes end there; other speeds reveal a fair amount of effort and feedback, and in spite of the slow-sounding 21.1:1 steering ratio, responsiveness feels about right. The X5 cuts into corners with the grace, verve, and flatness of the 5-series - just in lessened quantities - and the enlarged 18x8.5 wheels let the X5's 4,927 pounds hold the road almost as competently as BMW's 530xi wagon. Admirably, the engineers maintained a 50/50 weight distribution even with this V8 model, which explains why it slides neutrally. But while the X5 seems to take driver abuse in better stride than most other SUVs, the word over at Consumer Reports is that this thing threatens to tip over if you push it too far (somewhat negating the X5's reassuring crash test scores) - an impression already given by the high center of gravity. Not having been in a suicidal mood, I didn't investigate. Also, having 8.5 extra inches above the head and 1,046 extra pounds of fat in the fanny means something had to go. Presented with the choice of ride and handling, BMW chose ride, resulting in an SUV that pounds over bumps in a most un-BMW-like fashion. At autobahn speeds, the pounding morphs into bouncing. Hardening up the suspension to compensate for the extra bulk and height was the only way to keep the X5 anywhere close to an Ultimate Driving Machine. But I think the Germans would not approve. Another all-speed annoyance is the brakes, which, like the new 5-series, are a little on the sensitive side (if also powerful and effective), and what's with the inflated levels of engine braking? At any speed, lift off on the gas pedal and MPH plunges like you just dropped anchor. But an all-speed pleaser is the 6-speed automatic, which shifts between its gears so seamlessly you hardly realize how often it's doing so. In Steptronic manual mode it will downshift at the limit, but as on most European cars, there's a detent at the end of the gas pedal - don't cross it and it stays in gear. This is one very flexible transmission; you could spend all day in third gear if you wanted to. (It doesn't shift below that as you slow to a stop.) Lastly, BMW is alone with Mazda in this world by nailing the ergonomics: shove the lever left to enter manual mode; pull back for upshifts. Aside from naturally increased noise from wind (aerodynamics) and road (big wheels), silence is also at BMW leagues. Rude noises were filtered out. All-wheel-drive (dubbed "xDrive" since 2004) is standard on all X5s; the system thankfully maintains a 62% rear bias in normal conditions. There's no low-range gearing or locking differentials (it gained a limited-slip diff in 2004) for off-road prowess, and you probably don't want to go rock-crushing with all those delicate suspension links, so consider the AWD for security purposes only. Adding to security is the trifecta of Dynamic Stability Control (which can only be partially switched off), Dynamic Brake Control (a.k.a. brake assist), and antilock brakes (obviously). Adding a bit to the off-road resume is Hill Descent Control, a piece of Land Rover technology (BMW used to own them, remember?) that activates the brakes automatically so you can descend hills at walking speed (+/- 5 MPH). With this V8, the X5 can tow an impressive 6,000 pounds. One feature in need of a new brain is Park Distance Control, the device that starts beeping when an object gets too close. Problem is, when going in reverse, it sounds the alarm at objects in front of you and vice versa; it also continues to sound the alarm after you've shifted to Park. Great thinking there. A more useful and rare X5 feature is automatic load-leveling, which pumps up the rear air springs to keep the car level when you stuff the car too full. (The X5's default ride height is 7.1 inches, slightly low for an SUV.) X5s even have the option of adjustability on both axles so you can set the ride height to whatever you want (within reason). |
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