BMW—a name synonymous with the synergy of sport and luxury, a name that has become the benchmark in every segment in which the company competes. The continued success of the 3-series and 5-series are testaments to the engineering genius of Bayerische Motoren Werke (Bavarian Motor Works). Their recent re-entry into the world of Formula One as an engine manufacturer is an addition to their long line of technological credentials.
So when news that this exclusively sport-oriented luxury car maker decided to make an SUV or Sport Utility Vehicle—what did people think? Two words: cash cow. In a world where having an off-roader meant instant financial success, most people cast their doubts as to the engineering prowess behind the X5, especially in the key areas of handling and performance. To add insult to injury, the press shrugged off BMW when the latter claimed that the 4.4i petrol version could lap the Hockenheim racing circuit as fast as the previous generation M3.
Even without the press yakking, the X5 was facing some stiff competition and comparison from the Lexus RX300 and the Mercedes-Benz ML-line. To make their products different, both of BMW’s competitors decided to make their SUVs more car-like rather than a farmer’s tractor and the sales figures said that it worked. Now, should BMW continue on with the trend or should they go a different route?
The answer came easily for BMW—the so-called car-like SUVs from Merc and Lexus were still not car-like enough. What BMW wanted was to create a vehicle that handled like a 5-series sedan, but had the gutsy on-court attitude of Shaquille ‘O Neal. They wanted to intimidate with both looks and handling.
The result is the SAV or the Sport Activity Vehicle moniker. Though it is nothing more than a marketing gimmick, the term does make some sense after a drive in the X5.
The proportions of the X5 are a generous mix of, get this, BMW and Land Rover Range Rover. The car carries the same short front overhangs and side creases that blend perfectly into the door handles, that are design elements of the 3-series sedan. On the other hand, the roof rails and the rear part of the car (beginning from the B-pillar) look unerringly similar to the Land Rover Range Rover, the parent company of which BMW used to own. Overall, the curved front-end somewhat clashes with the sharp and angular rear, although this kind of design does greatly improve boot and loading space.
Nonetheless, the boot space of the X5 is still on the smallish side. Despite having a two-piece hatch, the space at the back is not even enough for a Labrador (a pair of poodles would fit though). On the positive side, the load space is easily reachable, flat and wide, the wheel wells not intruding into the bay.
Up front and at back, more telltale design elements from BMW especially the kidney grille and the cut-out headlamp. The smoothly angled bonnet, with aggressive folds leading to the air vent intakes for good measure, shouts 5-series. The front fog lamps is on the upper part of the bumper, creating an illusion of towering height and reducing the slab-fronted look of the car, although in reality the X5 has the same ground clearance as the petite RAV4. The standard 235/65 HR 17 Bridgestone Dueler H/T tires do a great job of increasing road stability and creating a muscular appearance.
From the sides, the influences of the Range Rover are more evident; however, the BMW has more subtle detail elements such as the way the crease integrates with the front and rear fender flares, again adding a pat of manliness at the back.
Inside, the opulence of the X5 will have P. Diddy satisfied as the quality is simply unbelievable: The fittings are similar in quality with the top-of-the-line 7-series. The plastics are as soft and plush everywhere—even in the most obscure of areas such as those in the foot well, helping somehow to justify the X5’s PHP 4,350,000 price tag. The splashes of wood, aluminium and leather here and there are all top-notch; the fittings are all tight and good to the touch, from the glove box to the push button sun glass holder.
Ergonomically, the X5 is a high improvement from its BMW stablemates. The seating is set precariously high compared to the 3 and 5-series, giving the driver a feeling of absolute control. With the additional ride height, the X5 makes even the littlest Napoleons feel like world rulers. The controls are easy to reach (previous Bimmer owners will adjust in no time). Moreover, the dials are easy to read, though the print is on the small side. The steering wheel, gear lever and handbrake are all within easy and comfortable reach. One small problem though: the horn buttons could have been placed a bit lower to make it easier to honk mere mortals out of the way.
The ventilation and radio system is still as confusing as a Rubik’s Cube. The air con system has the confusing look-alike buttons that is the biggest problem with the 3 and 5-series. Good news on the radio system: it has been repositioned to make it easier to reach. However, it still takes an Einstein to figure out the functions of the buttons as the radio controls do not have permanent functions—meaning they change depending on what mode (radio, CD changer) you choose. Thus, it requires intimate familiarization, rather than an intuitive button press.
Overall interior space is good and comfortable for five people. All seats are comfortable, and have features such as: rear air vents, rear cigarette lighter and ash trays. Passive safety is complete, too—all five occupants get three-point ELR seat beats; there are dual front airbags, side-impact airbags and curtain airbags.
However, the chances of these safety devices having to work is almost as moot as Bill Gates having to beg for money as the X5 comes with a huge arsenal of techno-gizmos such as electronic brake force distribution, automatic stability control plus traction, hill-descent control and full-time all-wheel drive as standard, making this BMW one of the most stable cars / trucks on the road today.
The only X5 variant officially available in the Philippines so far is the turbo diesel 3.0-liter DOHC 24-valve inline-6. Do not let the specification ‘diesel’ turn you off. Mind you, this power plant is not just any diesel—but a BMW diesel, the finest a diesel could ever get. The engine pushes out a maximum of 184 bhp at a lowly 4,000 rpm and a whopping 410 Nm at 2,000-3,000 rpm, close to the 4.4-liter V8 petrol. This translates to a 0-100 km/h time of 10.5 seconds—an amazing feat for a 2,190 kilogram diesel car.
Beyond the numbers, the BMW turbo diesel is absolute bliss. Engaging the engine, the car purrs to life—no puffs of smoke, no rattle or crackle from the bonnet. Characteristically, this turbo diesel unit behaves similarly to Toyota’s VVTi because of its good mid-range punch (and lack of higher-rev pizzazz). This engine is mated to an equally smooth 5-speed automatic transmission with a sequential shift feature.
On the road, the X5’s engine and transmission work in perfect unison. However, if the revs drop below the 2,000 rpm level, expect little acceleration. But plunge the throttle and the turbo engages at 2,000 rpm, allowing the engine to breathe to life, able to keep up with the likes of the Ford Expedition, even if the latter has a 4.6-liter V8 petrol engine under its hood. The transmission adapts well to both twisty and open roads being able to figure out perfectly the driver’s intentions and delivering the right amounts of revs and power when needed. However, the sequential shift function still needs some fine-tuning, as there is clearly lag when shifting up or down. The moral of the story here is that if you have a BMW X5 just let the computer do the shifting.
Commonly, when it comes to tall SUVs, the steering tends to be lifeless and over-assisted, limiting the driver excitement. This is not the case with the BMW X5. The steering is electrically rather than hydraulically actuated, and that translates to steering feel that’s variable with vehicle speed and excellent feedback through the wheel. The X5’s steering is very light during low speeds making parking and tight-traffic mobility effortless. From one finger steering, the power steering suddenly turns firm and precise when the car goes faster. In effect, this Bimmer does a cat-in-the-hat trick of behaving much like its 3-series brethren.
Understeer is comparatively less than even the petite SUVs such as the Toyota RAV4 and the Honda CRV. In fact, in twisty roads, the X5 behaves very much like the 325i showing only a slight degree of understeer even in the tightest Manila flyover bends. Little steering correction is needed to keep this BMW pointed in the right direction—it seems to be glued to the ground, giving the driver more confidence in pushing the X5 to its limits.
Coupled with the excellent handling is the fact that X5 showed hardly any steering slack and body roll even on the flyover from the C5 to Makati CBD area. The tall nature of this BMW is only evident when the X5 does quick left-right-left manoeuvres, an incurable characteristic of tall vehicles.
No doubt that the X5 then is loaded with a firm spring and shock absorber settings. It could mean that the ride is harsh and jittery, but this is not the case. In fact, more than anything the X5’s ride is on the comfortable, but firm side. It does not glide the metropolitan roads with an isolated floaty feel like the Ford F150 SuperCrew, but at the same time, it does not throw itself about like the Toyota RAV4. The X5 is somewhere in the middle putting a good balance in being able to absorb most of the bumps and road evenness, but still managing to give some degree of driver feedback.
There is just one flaw with the whole X5 driving experience though: the brakes. Even if this Bimmer has some of the biggest vented disc brakes this side of a Ferrari, the brake feel still has a lot to be desired. Although the brakes do bite hard, stopping the X5 quickly and sure-footedly, it does not communicate the proper feedback to allow the driver to stop the car correctly without jolting the other passengers. This leaves the driver having to press the brake unnecessarily hard during stop-and-go traffic situation, to the discomfort for the rear passengers and causing loose luggage to fly about.
Being a turbo diesel, the X5’s mileage is claimed to be 8-10 kilometers per liters in city driving. However, the standard onboard computer told no lies as the big honking 3.0-liter engine only managed 24.5 kilometers per 100 kilometers or 4.08 kilometers per liter. This Bimmer is still no earth saver, but at least you still get humongous range, at least 450 kilometers between fill-ups and pay less for diesel.
In the Philippine market, the X5 faces one big rival: the Mercedes-Benz ML 270 CDI. On paper, it seems that the Merc has all the advantages: cheaper price, more interior space, lighter weight, more features and seating capacity. However, beyond these facts and figures, it is the BMW that captures the driving enthusiast’s heart and attention.
Even though it is still dubious that the X5 could outpace the M3 on a formula one circuit, it is very clear that this car is not just a ‘rushed, made-for-profit’ vehicle. In fact, more than anything, the X5 looks and feels like it is a collective whole of a labour of intensive research, passion, marketing and above all, experience in making performance cars.
The BMW X5 is a synergy of style, engineering and practicality. This car has the same opulent interior and unflappable chassis as the 7-series sedan with the advantage of being affordable even to those with less than 50 candles on their birthday cake. The X5 is a sophisticated and dynamic choice. Though the X5 may not be able to take you to the crater of Mount Pinatubo, the nature of this car could very well make every couch potato in the world drooling about the niche vehicle that’s appropriately dubbed the SAV.
motioncars.com would like to thank
Miguelito Jose of PGA Cars Incorporated, EDSA
Tel. 727-0381 to 85
Fax. 727-0390
for accommodating us for our test drive.
By Ulysses Ang | Photos By Ulysses Ang and Jason Ang
Originally Published in the October 2001 Issue
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