- Doors and Seats
5 doors, 5 seats
- Engine
3.0DT, 6 cyl.
- Engine Power
160kW, 500Nm
- Fuel
Diesel 9.4L/100KM
- Manufacturer
4XC
- Transmission
Auto
- Warranty
2 Yr, Unltd KMs
- Ancap Safety
NA
BMW X5 3.0d
Good: Great value for money. 3.0 turbo diesel delivers muscle with manners, and uses half the fuel of a V8. Best in class handling (on bitumen or dirt), steering, braking, safety and ride. Strong resale values. Build and finish quality. Dash layout. Driving position. Rear seat space.
Bad: Front seats could use longer travel, and all seats are a bit flat and unsupportive. Steptronic auto has a few strange habits. Relatively short load floor. More ground clearance would improve off-road ability. Flimsy load cover.
Verdict: The best gets better.
Stars: 5 (out of 5)
Since its launch in late 2000, BMW's X5 has been the benchmark against which other luxury 4WDs are judged. Despite the arrival of several highly credentialled competitors, it has remained at the top of the class.
Recently, though, its position had been challenged by a couple of sharply priced, finely engineered rivals, the Lexus RX330 and VW Touareg.
Porsche has also entered the market with the Cayenne, a beast of a thing which works on the mine's-bigger-than-yours principle.
So BMW's first major overhaul of the X5 has come at the right time. Such is the pace and competitiveness of luxury 4WD development that no brand, if it wishes to stay in first grade, can afford idleness or complacency.
The X5 upgrade is more substantial than the usual mid-life tweak, in that the changes extend far beyond cosmetic.
Two of the previous model's three engines have been replaced; six-speed manual and automatic transmissions are now available on most variants; and the drivetrain and stability systems have been improved for superior traction and quicker, more seamless intervention.
The line-up remains as before, starting with the 170kW 3.0-litre inline six petrol engine, carried over on the base model. It costs $81,400 with six-speed manual, or $84,000 with five-speed Steptronic auto.
The 4.4 V8 is a slightly detuned version of the 7 Series engine, equipped with valvetronic induction and variable valve timing on both camshafts. It produces 235kW at 6100rpm and 440Nm at 3700rpm.
The V8 is available only with a ZF six-speed automatic, also from the 7 Series. It is $111,800.
More than 30 per cent of X5 buyers to date opted for the turbo diesel, a smart choice given the 130kW 3.0's high levels of refinement, V8-like torque and great economy.
Its successor is even better. The 3.0's power increases to 150kW at 4000rpm, while torque is up from 370Nm to a formidable 480Nm at only 2000rpm.
The performance hike is the result of higher pressures, more efficient fuel atomisation in the common rail injection system and more efficient engine management using the latest digital electronics, employing more than 6000 operating maps.
The six-speed manual 3.0d is $81,900; the six-speed auto is $84,500.
All X5s have an improved drivetrain, called xDrive. The previous model, with mechanical centre differential, distributed torque 38 percent front and 62 percent rear -- xDrive has infinitely variable split via an electronic clutch which, according to BMW, is the quickest device for this purpose.
More closely integrated with the stability control system, xDrive is said to detect and correct slippage more rapidly. In normal driving conditions, drive is split 50-50.
Other X5 updates include a soft closing upper tailgate and integration of the rain sensing wipers with automatic headlights-on; the V8 has standard Xenon lights.
The bonnet and front end have a slightly tougher look and the alloy wheels are restyled.
The 3.0 turbo diesel/six-speed auto delivers its performance in a similar manner to the previous model -- but there's noticeably more of it. It pulls like a train from idle, and is the smoothest, quietest diesel in the business.
First gear, a shorter ratio than in the five-speed auto, contributes to stronger acceleration off the line. The 0-100kmh trip now takes 9.7 seconds, down from 10.4 previously, and is comparable with the 3.0 petrol six.
The X5 retains its wonderfully relaxed gait at highway speeds, where sixth turns the diesel over at 2000rpm the same revs as the five-speeder.
Fuel economy is sensational. On the highway, you can almost get below 8.0 litres/100km on a flat stretch at 90-100kmh; high eights to low nines is average.
Around town the new engine uses less fuel than its predecessor. Expect 11-13L/100km -- about half the rate of a V8 with a leadfooted driver.
The six-speed adaptive auto segues seamlessly between ratios in three modes: Drive, Sport (which locks out sixth and extracts more revs from each gear) and manual. When you touch the brakes, it still unnecessarily seeks a lower gear; the lever action -- push forward to shift down/pull back to shift up -- is still counter-intuitive.
Its lower first gear and closer ratios are useful on steep climbs, though the new engine's copious grunt is always on tap to assist here.
In the previous model, the traction and stability control systems were effective on dirt roads; xDrive (incorporating the latest version of Bosch's stability control system) is even more so, particularly in the speed and precision with which it detects and corrects any errant behaviour.
The stability control system also works with a trailer. Above 65kmh, its sensors detect any excessive pendulum effect at the rear. The brakes are applied and engine power is reduced to bring it all back into line.
Stability control can be switched off when some wheelspin is desirable in off-road conditions such as sand driving.
The Hill Descent Control has been modified to allow the driver to vary the speed of descent from 5kmh to 25kmh (previously the maximum was 10kmh), using buttons on the wheel or accelerator pressure.
On bitumen, the X5's handling, steering and braking are still best in class and the 235/65x17 Michelins give excellent grip. The BMW feels less heavy and ponderous than the Cayenne and Touareg; across the full range of road conditions, and in overall ability, the Lexus RX330 probably gives it the closest run for its money.
On open country roads, its taut unitary construction, wide tracks, relatively low centre of gravity, beautifully tuned independent suspension and crisp, communicative rack and pinion steering make it a quick, secure and enjoyable tourer.
The brakes are progressive and powerful, pulling up the X5 with no fuss on all surfaces. The ride is firm and exceptionally compliant across the full range of road conditions.
Inside, the new model is largely unchanged, save for a redesigned steering wheel and additions to the trim palette.
Comfortable on a long journey, the driver's seat is firmly padded, the cushion is supportive, but more bolstering is still required on the backrest. Tall drivers will use all the travel -- so will the front passenger, whose seat has less travel again; long-legged occupants can only just squeeze their shins under the dash.
The rear bench has plenty of leg room and is wide enough for three adults, but is also quite flat and unsupportive when cornering. Three child-restraint anchors are right behind the seat.
Cushion height and angle adjustment (on the manual) and the height- and reach-adjustable wheel make it easy to tailor the driving position.
Stylish and efficiently organised, the dash has a user-friendly trip computer/audio head unit, clear instruments and audio/cruise buttons on the wheel. On both beams, illumination is deep, wide and bright from the standard halogen headlights. Rain-sensing wipers adjust quickly and accurately to the amount of water on the screen.
Standard equipment includes automatic air-conditioning, leather trim, in-dash CD player plus a six-stacker, wiring and a cradle for a mobile phone in the centre console, first aid kit and remote central locking.
Ten airbags are the last word in a safety package that earned the X5 maximum stars in independent crash tests.
The load area, accessed via a lightweight horizontally split tailgate with a separate window, has a wide but short floor by 4WD wagon standards when the back seats are in use. It is easily extended with the 60-40 split-folding rear seat to a generous 1.75 metres.
There are two power sockets, a mesh cargo barrier that can be fitted in either floor configuration and a flimsy load cover. A full-sized spare on an alloy wheel is under the floor.
The 2003 X5 3.0 turbo diesel was Drive's first five-star 4WD. The new model comes into a more crowded market, where blue-chip badges abound and standards of performance, refinement and dynamics are on a steep northerly curve.
It's still the best in the business. The new engine, six-speed transmission and xDrive system make an unmatched combination of performance, economy and civility. Relative to the abilities of its rivals, the X5 3.0d's modest price remains a bargain.
Vital signs
BMW X5 3.0d
Engine: 3.0-litre 24-valve six-cylinder direct-injected turbo diesel.
Power: 150kW at 4000rpm (above average).
Performance: 0-100kmh in 9.7 seconds (quick).
Brakes: Discs with ABS (excellent).
Economy: High 7-low 9 litres/100km on the highway; 11-13 in town (best in class).
Prices: Recommended retail -- $81,900; auto $84,500. Street price -- No deals.
Main options: Lots. Self-levelling rear suspension $2650; sunroof $3300; adaptive Xenon headlights $2970; metallic paint $1700; alarm $975; sport package $6950; satnav $6990.
Warranty: Two years/unlimited kilometres (below average years).
Residual value: 75-78 percent after three years; best on the market.F
Safety rating: Five stars out of five.
Alternatives: (all diesels)
Audi Allroad quattro 2.5 tdi -- $82,900
Range Rover Td6 SE -- $114,900
Mercedes-Benz ML270 CDI -- $73,900
VW Touareg 5.0 V10 Tdi -- $138,500
Prices and details correct at publication date.