PRE-OWNED WHEELS
2007-12 BMW X5
Call it the Caravanization of BMW.
Keen to make its second-generation X5 sport-utility the soccer moms’ choice, BMW redesigned it bigger to accommodate more Big Gulps, more cargo and, for the first time, optional third-row seating.
To make room for the extra seats, the all-new-for-2007 X5 was 19 cm longer than the outgoing model, 11.5 cm longer in wheelbase, 6 cm wider and 5 cm taller. Space for the foldaway bench was created by jettisoning the spare tire and specifying run-flat rubber.
Despite the fact that the X5 weighed almost as much as a Chevy Tahoe, it still drove like a Bimmer, thanks to its new control-arm suspension up front — the maker’s first since 1961 — and revised low-profile, four-link rear suspension. High-strength steels mitigated some weight gain, while cast-aluminum strut tower tops and a triangulated strut tower brace stiffened what was already an especially rigid platform.
Inside, the elegant dashboard was lifted from the 5-series sedan, incorporating sustainable-forest wood trim such as poplar and bamboo. The dreaded iDrive (a.k.a. “Wheel of Frustration”) returned, but mercifully revised to offer redundant interfaces for oftused radio and climate controls.
Initially, two engines were available: the base magnesium-and-aluminum, 260-hp 3.0 L inline six and a carryover 4.8 L V8 that was good for 350 hp. Both worked through a six-speed automatic transmission that used a complex electronic controller to make gear changes quicker and even skip gears during downshifting.
The xDrive all-wheel-drive system provided a standard 40/60 front-to-rear power split, made variable via an electronically clutched centre differential. There was no low-range gearing, but traction/antiskid control with rollover sensors and hill descent control kept drivers out of trouble. Incapable of leaving well enough alone, BMW spun off its headturning X6 from the X5 chassis for 2008. It featured a dramatically sloped hatchback roofline and room for just four, powered by one of two turbocharged engines: a 300 hp 3.0 L six and a 400 hp 4.4 L V8. The xDrive35d joined the X5 lineup for 2009. Employing a 265 hp 3.0 L turbodiesel engine, its deep reservoir of 425 lb.-ft. of torque made it a fun drive, while its ureainjection system kept emissions low. A high-performance X5 M model arrived for 2010, employing a 555hp 4.4 L twin-turbo V8. All models earned slightly freshened styling, plus the X6’s single-turbo powertrains for 2011. The xDrive35i had the 300 hp 3.0 L inline six, while the xDrive50i used the 400 hp 4.4 L V8. Both engines used an eightspeed automatic transmission.
ON THE ROAD
With its carefully designed suspension, tuned to provide optimal camber gain during cornering to place more rubber on the road, every X5 displayed a flat ride with excellent ride-motion control (if a little stiffly). For a fat SUV, it sure could dance. Acceleration times ran the gamut from a ho-hum 7.8 seconds to 96 km/h for the base model, to 6.8 seconds for the turbodiesel, to 6.1 seconds for the V8-powered xDrive48i. The monster X5 M could haul its porcine behind to highway velocity in a blistering 4.0 seconds, thanks in part to BMW’s launch control. Fuel usage, in a word, is dreadful. The fuel tank is relatively small and fill-ups are frequent (premium, please). If gas bills are a concern, opt for the turbodiesel. We recorded 10.5 L/100 km (27 m.p.g.) in mixed driving, which is decent.
WHAT OWNERS SAY
The South Carolina-built X5 impresses with its sublime design, refined drivetrains and impeccable road manners. BMW managed to imbue its corpulent SUV with sedan like handling and performance, and for that it deserves kudos. Unfortunately, long-term reliability is questionable.
Consider this not-uncommon rant by the owner of a 2007 model: “They have replaced the transmission, the radiator, solenoid valve twice, latch on third seat… and I’m heading back into the service department because the Check Engine lamp is on again.”
Typical mechanical faults reported by owners include short-lived alternators, batteries, water pumps, air conditioners and rear wheel bearings, along with leaking sunroofs and myriad electrical faults. The electronic parking brake can lock and leave the driver stranded (there is a manual override tow-truck drivers never use).
The run-flat tires deserve special mention. Once punctured, they must be replaced rather than patched, at more than $500 apiece. That’s par for the course: everything on the X5 is dear to fix post-warranty.