The piece the resistance though on the new X5 is the electronic gear selector. The new selector makes do with mechanical engagement and replaces it with electrical actuation. This is done by pushing on the button in the gear selector and moving it up or down. Park is engaged via a separate button while manual shift override is achieved by moving the selector to the left. This, along with the electric parking brake frees up dash space for bigger cup holders and more storage space.
The X5’s move up market results in much larger leg, shoulder and head room than before. In addition, this is the first genuine BMW 7-seater. The third row passengers are equipped with their own 3-point safety belts as well as individual headrests. Ensuring easy access to the third row, the second row can be tilted forward completely even with the backrests completely upright. Third row down, the X5 has 110 liters of luggage space, and with it up, it’s a monstrous 620 liters.
For all the changes done inside and out, I can’t call the X5 a BMW unless it offers ‘sheer driving pleasure’. A drive around the coastal roads of Greece reveals confirms BMW’s success in this department. Immediately noticeable is the much smoother ride than before, even if this one’s running on run-flat tires (18-inches standard, 19 or 20’s optional). The secret lies in BMW’s first Double Wishbone front suspension. BMW reckons this improves road contact at all times. Optional is AdaptiveDrive—BMW’s new adaptive suspension system.
It’s equally assuring that the X5’s equipped with the ‘right stuff’ such as xDrive and Active Steering. The former’s matched with Integral Chassis Management (ICM) that transfers power from left to right like a transfer lock. The latter varies steering ratio and weighting depending on speed. At slower speeds, the steering ratio is more direct, advantageous for tight maneuvers or parking. At high speeds, the steering effort increasingly becomes more indirect for precise directional stability. As usual, core systems such as Dynamic Stability Control (DSC) and Hill Descent Control (HDC) make their way to the new X5.
Two engine variants were made available. For petrol heads, there’s a 355 horsepower, 475 Nm 4.8-liter V8 (4.8i). And in the 3.0d, there’s the 3.0-liter straight-6 turbo diesel who’s middle name is torque: 235 horsepower and 520 Nm of pulling power. A petrol-fed 3.0-liter inline-6 will soon follow. All X5s have 6-speed automatics at their disposal.
With the growth of the BMW line-up it’s only logical that the X5 take a different take. Instead of being a 5 Series on stilts as its predecessor basically as, this one’s intended to be a flagship model. And with that, this one delivers. The X5 has always been a trendsetter, and this one’s no different. Crammed with technology and kit, it’s sure to impress both rappers and business moguls alike. BMW reckons it’s a 7 Series alternative; I have to agree. It’s the perfect replacement for flying business class.
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| The revised center console incorporating the nifty new electronic gear selector and electronic parking brake frees much space for 2 large cup holders (note: that's 2 500-ml water bottles placed in the cup holders). New gear selector will make its way to revised 5 Series later this year. |
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| 2nd row is quite spacious and loading bay (with 3rd row down) is huge. 3rd row seats though are fairly tight and limited to 170-cm adults. |
