Although recently-launched BMW X5 looks remarkably similar to its predecessor, the Munich-based manufacturer has shifted the focus of its self-styled SAV further towards on-road performance and refined its packaging. South African consumers are bound to find that the newcomer is now not merely a handsome and well-handling SUV, but a finely-honed driving tool.
Judging by BMW’s recent design standard, the newcomer’s exterior styling is on the conservative side of evolutionary. That may prompt critics to say that BMW has been lulled into a sense of security by the runaway success of the first X5. After all, the E70 has a lot more competition than its predecessor did, including Audi’s Q7, the Porsche Cayenne and VW Touareg cousins and ML-Class.
But why fix something that works? There is a strong resemblance to the X3 at the front end of the E70 (although it’s less dinky toy than that of the former). The enlarged and re-styled kidney grille, which is artfully integrated with the front spoiler, and those elegant wraparound headlights, complete with subtle character lines – are well executed. Changes to the rear styling are less obvious – the overhang is longer and, when viewed from the rear, the X5 is instantly familiar.
As with virtually all new models to market, the X5 has grown in all directions – at 4 854 mm long, 1 933 mm wide and with a longer wheelbase, BMW claims that passengers in the SUV’s second row will have 40 mm more room for their knees.
However, the X5 never feels like a big rig when you’re behind the wheel – the driving position is great, and instead of having the usual up-and-down Park to First automatic transmission shifter, the E70’s equipped with a futuristic silver electronic gear selector by which the six-speed shift-by-wire Steptronic transmissions, can be shifted manually by the flick of a wrist.
Furthermore, the love-it-or-loathe-it iDrive controller has been improved again by the addition of a row of programmable favourite functions. A high-mounted glovebox, which opens up like the gaping jaws of a shark at the press of a button, has been built into the expansive, minimalist facia that has become ubiquitous to all BMW’s models. Rear legroom is good, and despite the emergence of Benz’s super-sized GL-Class, BMW claims it has no plans to produce a larger X model…
Instead, to accommodate expanding families, X5 buyers have the option to order a third row of seats equipped with three-point seatbelts and headtraints adjustable for height. To ease access to the third row (reportedly capable of accommodating two people of up to 1,7 metres in height – for short trips), there are grab recesses inside the C-pillars, and the X5’s second row of seats can be tilted completely to the front. Whenever these additional seats are not required, they can be fully folded down (individually or together) into the floor of the X5’s luggage compartment.
Most X5 buyers will probably not opt for the seven-seat option (there are MPVs that will do a more than adequate job in transporting extra kids and their stuff), and standard models offer a split tailgate with an added 90 dm³ of space beneath the luggage area, and overall capacity is apparently 22 per cent more commodious than before (620 dm³ in total). Over and above the increase in the X5’s dimensions, extra load space was freed up by the redundancy of a spare tyre – 18-inch run-flat units, in conjunction with a tyre defect indicator, are standard for the E70.
Although a run-flat tyre can operate for 150 km at speeds of up to 80 km/h in the event of a puncture, the absence of a spare wheel might just dissuade nervous owners from venturing too far off the beaten track with their X5s.
That’s not to say that the X5 won’t be able to cope with the loose stuff. In a normal driving situation, the all-wheel xDrive distributes power 40:60 front-to-rear, and proportionately to the wheels where it can be used best via a power divider with an electronically-controlled multiple-plate clutch.
In effect, the XDrive, ABS and EBD, automatic-, dynamic- and trailer stability-, hill descent-, cornering brake-, brake- and traction control systems and the, automatic differential brake all interact with one another via BMW’s Integrated Chassis Management system.
Frankly, the idea of using the X5 as a packed-to-the-rafters people carrier with seven occupants on board would be anathema to anyone who has driven the E90 in anger. The newcomer entices its driver to negotiate the road in a way that could make its passengers shift nervously in their seats, and peer over your shoulder to the watch the rapidity with which rev and speedo’ needles climb.
Make no mistake, the E70 is a decidedly on-road driving machine that would rather use its permanent four-wheel drive system to power out of a bend with maximum traction than wade through a marsh. The X5’s unibody now sports a torsional rigidity ratio of 27 000 N.m/degree, a double wishbone front axle with integral-IV rear axle (said to contribute to high standards of lateral acceleration, improved directional stability and above-average roll comfort) and a rack-and-pinion steering with a variable transmission ratio.
Furthermore, the X5 is claimed to be the first vehicle in its class to offer the option of an active steering system, which includes Servotronic assistance. One would have to push the newcomer with little regard for self-preservation to make it misbehave… The X5 will turn in with a little hint of understeer, and hides its higher-than-usual centre of gravity by virtually eliminating sway or roll under hard cornering and unexpected mid-corner braking.
And as if the X5’s 5 Series sibling wasn’t already feeling a little threatened by virtue of the SUV’s on-road performance optimisation, the latter range also offers optional AdaptiveDrive. By utilising the new FlexRay high-speed data transmission system, AdaptiveDrive monitors and calculates data on the speed of the vehicle, the steering angle, longitudinal-, lateral-, body- and wheel acceleration, as well as ride height. Using that information, the system activates the sway motors in the anti-roll bars and the electromagnetic valves on the shock absorbers to adjust the side angle and damping of the X5 at all times.
The result is that the X5 delivers on-road poise and handling precision that would be impressive for any large saloon, let alone a two-ton, high-riding SUV, or SAV, whichever of the two names you prefer. Do the run-flat tyres contribute to a more uncompro
