BMW Introduces New X5
Having gone from zero experience in sport utility vehicles to two world-class models in just eight short years, BMW has become a segment leader in premium SUVs. Their ability to turn what’s normally a lumbering, roll-over prone vehicle into one that’s capable of challenging a driver is what initially set its products apart from the competition. But that was eight years ago; today’s market is brimming with luxury SUVs from Europe, Japan and America that can go around corners too. So, BMW’s done what it does best: evolve.
The new X5 is bigger than the car it replaces by 190 mm in length and 60 mm in width. There’s good reason for this, as the next-gen X5 will be available with a third row. However, without seven seats, the extra size does have a benefit: it boosts cargo carrying capacity to 600 L, which is a massive improvement on woeful load-lugging capabilities of the old car. Outside, the new X5 looks like a modern BMW. Its exterior retains much of the truck-like look of the original, but it’s been enhanced by bulges, creases and concaved flaming surfaces. Interestingly, BMW has left the headlamp design more or less alone; the turn signal indicators are on the side of the lamp instead of the top, as with the 7-Series and 5-Series. Quite frankly, I like it – it looks more intimidating and menacing.
Inside, well, it also looks like a modern BMW. It has many unusual elements of design that have popped up in the 3-Series and X3, such as the ‘skinny’, concave dashboard. Oh, and iDrive is standard of course. BMW has improved on the system, with six programmable buttons that act as shortcuts to different menus. Looks like BMW’s trying to turn iDrive into MMI. Anyway, the X5 also has a unique transmission lever for the six-speed autobox. Instead of cables, it features optics to signal gear changes, which are performed by tugging the stubby lever. This design frees up space for cupholders (what else?), and gives a sporty feel like BMW’s SMG transmission.
Under the skin, BMW has revised the chassis and suspension to make the X5 more rigid, although BMW did pay attention to using the weight of the vehicle. Use of lightweight materials should keep the curb weight more or less the same as current models, while the engine and gearbox have been mounted as far back as possible to improve the car’s centre of gravity. It’s also got an amazing assortment of electronic gizmos and gadgets to improve the X5’s on-road performance. On the options list are Active Steering which changes the steering ratio according to speed, and AdaptiveDrive, which features hydraulically-controlled anti-roll bars for improved handling. Although the X5 will be the first ‘SUV’ to feature run-flat tires, BMW promise that it’ll ride similar to the current model.
The new X5 will come with an assortment of different gasoline and diesel engines, of which we will get… two. The entry level X5 will be the 3.0si with BMW’s R6 3.0-litre inline-six that’s seen service in the 3, 5, and Z4, and a big, burly 4.8-litre V8 engine that makes 360 hp. Both engines will be available only with six-speed automatic (although it shifts some 50% quicker than the current gearbox), and only with the rear-biased xDrive all wheel drive system. The car will be launched at the Paris Motor Show in September. When it arrives in North America sometime next year, expect prices to rise by roughly 5% over comparably equipped models.