2014 BMW X5 Review
Much nicer interior than before; great diesel engine balances performance and economy; excellent handling; good equipment level.
It’s difficult to overstate the importance of the BMW X5 to the Munich car maker’s success in Australia – the model makes up a whopping 16 per cent of its local sales tally.
In fact, the BMW X5 was second only to the 3 Series range in volume last year, with the entry-level X5 xDrive30d at $99,900 (plus on-road costs) making up a staggering 79 per cent of total X5 sales.
However, with the imminent arrival of the first ever rear-wheel drive, four-cylinder BMW X5 (the 25d from $82,900, and all-wheel-drive 25d from $87,900), the latest generation 30d may struggle to maintain its star status among the 2014 X5 line-up.
While it will soon lose its entry-level billing, the X5 30d still has plenty to offer including more power, increased efficiency and added equipment over its successful predecessor.
Its turbocharged 3.0-litre twin-scroll turbo-diesel engine now makes 190kW (up 10kW) and maximum torque of 560Nm (up 20Nm). It’s enough to propel this family-size SUV from 0-100km/h in a class-leading 6.9 seconds (down 0.7sec compared with the previous model), while claiming 6.2 litres per 100 kilometres on the combined cycle.
It’s easily the quickest and most frugal among like-for-like rival models that include the $101,900 190kW/620Nm Mercedes-Benz ML350 BlueTec (7.4 sec, 7.3L/100km), $101,100 180kW/550Nm Porsche Cayenne Diesel (7.8sec, 7.4L/100km) and $102,800 190kW/600Nm Range Rover Sport SE TDV6 (7.6sec/7.5L/100km).
While the more expensive X5 40d and tri-turbo X5 M50d offer considerably more poke, few are likely to be disappointed with the 30d’s solid blend of performance, fuel efficiency and a thoroughly non-diesel-like engine note above idle.
On top of the improved power and torque, the third-generation BMW X5 is also lighter than its predecessor, thanks to greater use of high-tensile steel.
This means when you give the 30d a boot-full from a standing start the aforementioned acceleration time feels every bit believable, and then some. And it doesn’t run out of puff either, until you’re well beyond the legal speed limit in Australia.
There’s a nice weight to all the pedals, too, especially the throttle, making it a delight when dispensing measured increments of power.
Credit also goes to the BMW X5’s sublime eight-speed automatic gearbox. It’s standard equipment across all model variants and quickly adjusts to your driving style with silky-smooth shifts throughout the gear ratios.
The transmission includes what is called a Driving Experience Control, which enables adjustment of the drivetrain settings (EcoPro, Comfort, Sport, and Sport+). Perhaps disappointingly, however, the X5 30d misses out on paddleshifters (standard on all variants above), which tends to deprive the driver of an even more satisfying experience behind the wheel of the 30d.
That said, the ‘greener’ settings on offer are a little too eager to engage higher gears with their prejudice towards fuel efficiency. Sport offers a good balance between throttle response and the smooth shifting of cogs.
At 2075kg and with considerable dimensions, the X5 30d is still a monster-size SUV, but even without BMW’s adaptive suspension it’s able to resist pronounced body roll. It’s not in the same league as the sports car-like Porsche Cayenne, but it’s certainly on par with the Range Rover Sport in this regard.
The steering is not to usual BMW standards, however. At speed in corners when loaded up it is very accurate, however on-centre it is completely vacant and in the first movements off it there’s a vagueness before lock is wound on.
Source:
http://www.caradvice.com.au/
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