First Drive: 2007 BMW X5 4.8i
05/01/2007
Shahed Hussain
Because SUVs are often derided for their mediocre handling and performance, BMW prefers to call its X5 an SAV (Sport Activity Vehicle). In the past few years, the Cadillac SRX, Audi Q7, Mercedes-Benz M-Class, and Infiniti FX have all attempted to emulate the X5, with varying degrees of success. In spite of the influx of newer competitors, the X5 remains the benchmark in its class. As before, BMW offers the new X5 in two models: the 3.0si and the 4.8i. The entry level 3.0si starts at $45,900, while the upscale 4.8i stickers at $54,500.
As part of the redesign of the X5, BMW added available third row seats, which have become a popular option in midsize SUVs. To make room for the extra passengers, the wheelbase grew 4.5 in. to 115.5 in., while overall length is up to 191.1 in. from 183.7 in. A new front suspension swaps the traditional MacPherson struts for a multilink upper A-arm/dual-pivot lower link setup. BMW also widened the front and rear track dimensions: 64.7 in. /65.0 in. (front/rear).
Not surprisingly, weight creeps up significantly from 4,927 lbs. (2006 X5 4.4i) to 5,335 lbs. (2007 X5 4.8i). BMW did manage to keep a near perfect weight distribution: 49.6%/50.4% (front/rear). To compensate for the increased mass, the all-aluminum 4.4L V-8 was enlarged to 4.8L, and now produces 350-bhp/350 lb.-ft. The standard 6-speed Steptronic automatic is controlled via a new electronic center console shifter, a design shared with the 7-Series sedan. As part of its comprehensive suite of safety features, the X5 includes Active Roll Stabilization, Electronic Damping Control, Dynamic Stability Control, Rollover Sensor, as well as side impact and side curtain airbags.
We had a short drive in the X5 4.8i, which lived up to its sporty reputation. The fast-revving V-8 will zing past the 6,500 redline in each of the lower gears of the 6-speed automatic. Acceleration is smooth and rapid to well past the legal speed limit. It's worth wringing the V-8 to redline in each gear just to hear the racy engine note. BMW claims a 0-60 MPH time of 6.4 seconds (0.4 seconds faster than the previous 4.4L X5).
As expected from BMW, the X5 features 10-way power adjustable seats for the driver and passenger. The leather upholstered seats are comfortable and supportive in just the right places. You actually sit in the seat, as opposed to perching on it, which allows you to focus on driving, instead of hanging on the steering wheel to stay upright. These superb seats make you almost forget that the X5 isn't a sport sedan.
One SUV downside that even BMW can't eliminate is body roll. Granted, BMW's chassis engineers endowed the X5 with excellent body control, but the laws of physics still apply. Despite the tightly damped ride, the suspension tuning cannot fully counteract the effects of the X5's high center of mass. Even with such a finely developed chassis, one quickly realizes that although the X5 is a superb handling SUV, it still cannot compare to a proper sport sedan. Steering accuracy is another matter, as the X5 maintains BMW's reputation for precision and steering feel. The X5 turns in sharply, while the fat leather wrapped steering wheel telegraphs road textures to your hands. Despite its minor faults, there is no denying that the X5 is a fine handling SUV.
Although we didn't spend much time in the X5 4.8i, it's clear that the latest version keeps the sporting character that distinguishes it from most other midsize SUVs. Although bigger and heavier than before, BMW retained the finely honed handling and powerful acceleration that have made the X5 the benchmark in its segment. Potential customers may be tempted to consider the less expensive X5 3.0si, which also offers better fuel economy. Unless you "need" V-8 performance, the 3.0si may be a better choice for many buyers. For affluent enthusiasts, we understand why only the V-8 powered 4.8i will do.