Driving Business Class: BMW X5

I always find traveling on business class to be something of a luxury. For a Scrooge such as myself, any peso saved at the expense of comfort is acceptable. However, as a car enthusiast, I don’t mind spending a couple of thousands just to get a better performing car. That should make this trip extra special: while I find myself stretching my legs on the wide comfy seats, enjoying the complimentary Godiva chocolates; I’m counting the hours to my arrival at the ultra-exclusive Grand Resort Lagonissi in Greece. For there it awaited: gleaming in all its galvanized steel glory, the all-new X5. Life can’t get better than this.

A quick walk around the X5 made me notice that things don’t look to differently than before. Was this a case of BMW management finally reeling in Chris Bangle’s wild designs? Well no. Making it look like the original was the actual challenge here: the all-new model is way larger than before, but despite its increased mass, the proportion looks nicely integrated and is visually balanced—even better than the first one.

Upon closer inspection, purposeful restraint is at work on the X5. The face has been streamlined and smoothened for a more aerodynamic shape. The “flame” creasing on the hood is made to continue onto the lamp clusters—a strong testament to BMW’s zero tolerance for panel gaps. The kidney grille has been equally enlarged and curved. It also serves as one of the few subdued variant identifiers: the 4.8i sports chrome vertical slats, while the 3.0d makes do with plain black. At the side, a strong crease runs through the entire length of the side and along with the raked door angles make for a sleeker silhouette. Usually the lumpiest area of any SUV, the back has been dealt with nicely on the X5. The interplay of lines does a great job of masking the X5’s tall stature, and along with L-shaped tail lamps provides a distinctive rear end (especially when the horizontal LED park lamps light up at night). The two-piece tailgate has been retained but features a soft-close mechanism similar to the ones on the doors of the 7 Series.

Inside, the X5 is still pretty much a driver-oriented automobile with clear marked and logically placed controls. Visually, it takes on the family appearance with the twisting band motif. Tactile plastics and impeccable build quality are already a given but the X5 offers much more. For instance, the plush leather seats feature a 14-way electronic adjustment—and that’s not even founding the side and lumber supports. The controls on the center console have been made touch sensitive too adding further to the X5’s feeling of modernity.

Speaking of modernity, whether you like it or not, iDrive makes its way onto the X5. The single knob interface may confuse a newbie, but those already initiated with the 5 or 7 Series will find themselves at home. This latest generation system though is equipped with 8 programmable short cut buttons in order to simplify frequently used iDrive commands. An adjustable heads-up display makes onto the options list for the first time.

The piece de 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.

By Ulysses Ang | Photos By Ulysses Ang