BMW refreshes the X5 for 2014 with an interior fighting above its weight class and an excellent array of available engines. Will a significant price increase for the base version and somewhat questionable exterior styling hamper its success?
Detested by purists at its launch in 1999, the BMW X5 has continued to carve out its own niche and has proven to be a real money maker for the folks from Bayern. As 2014 ushers in a model refresh — and a significant price jump — BMW continues to refine its people mover with an interior unmatched in the segment and a crop of available engines that offer plenty of power at varied pricing levels.
While things may be going well on the inside and under the hood, we’re not sold on the exterior. The back has become a bit ungainly, with fender openings reminiscent of the Kia Sorrento, and the rear glass and overhang seems to give off the feeling of unnecessary mass, bringing up memories of theAcura MDX — and not that competitor SUV’s good points. Like other new BMWs, the X5’s face can be said to look somewhat like the previous car, but with what looks like a set of trendy German glasses on the headlights. It’s a love it or hate it thing.
Model lineup
As in previous years, the X5 model is broken down by engine selection and, in a wrinkle for 2014, the number of powered wheels.
At the relatively low-end of totem pole we have the sDrive35i, which features a first for the X5: rear-wheel drive. Then there’s the xDrive35i with all-wheel drive. Outside of both you will find 18-inch wheels standard along with xenon adaptive headlights and matte black roof rails. Ten-way adjustable black faux leather seats keep you comfortable on long drives, and the standard navigation system fed through the 10-inch screen will keep you on the right path.
Slotting into the middle of the lineup is our choice, the sweetheart xDrive35d diesel-powered X5. Once released, standard features should be similar to the xDrive35i with the exception of leather replacing the synthetic seating surfaces.
At the top of the heap sits the xDrive50i with a pulse-pounding 445-horsepower V8 engine. Seating again improves, with 20-way adjustability over Dakota leather. Also standard is a camera system with around-view to help with parking, so you get a more accurate picture of where the car is relative to its surroundings. The wheels grow from 18 to 19 inches, and BMW makes use of its Efficient Dynamics-inspired Air Curtains and Air Breathers for greater efficiency while the vehicle is in motion.
It wouldn’t be a BMW if there weren’t a few packages available to raise the price — excuse us, make that enhance the driving experience. The xLine adds some superficial protection bars and running boards to give the impression of off-road toughness. For those who want a little more bling on their X5, look into the Luxury Line with chrome and high-gloss black trim. An M Sport trim line features additions such as an M-aerodynamic body kit, 19-inch M Sport wheels, an 8-speed sport transmission and an M Sport steering wheel.
Under the hood
Both the sDrive35i and xDrive35i feature BMW’s venerable 3.0-liter twin-turbocharged inline 6-cylinder engine, churning out 300 horsepower from 5800 to 6000 rpm and 295 lb-ft of torque from 1300 to 5000 rpm. The power is fed through an 8-speed automatic transmission with Sport and Steptronic manual shift modes. Even though this is the base engine, it still scoots the sDrive35i from zero to 60 mph in 6.2 seconds.
Things get serious with the xDrive50i. This beast is powered by a revised-for-2014 4.4-liter twin-turbocharged V8 engine, spitting out 445 horsepower from 5500 to 6000 rpm and 479 lb-ft of torque from 2000 to 4500 rpm. That works out to 45 more horsepower and a 29 lb-ft increase in torque from 2013. It shows when you mash the throttle; the xDrive50i is fast. Zero to 60 mph flashes by in a mere 4.9 seconds.
The oil-burning 3.0-liter twin-turbocharged inline 6-cylinder diesel makes a much deserved return in the xDrive35d. Power is abundant, with 255 horsepower available at 4200 rpm and 425 lb-ft of torque from 1750 to 2250 rpm. The engine is perfectly matched to an 8-speed automatic transmission that always keeps you close to the heart of the power curve.
Inner space
The interior is, well, perfect; there’s nothing we’d change. The X5 has always been an upscale vehicle but it really feels like the bar has been raised for 2014. The layout is very well done, both in design and utility, with a communicative gauge display and easy-to-use controls. The giant 10.25-inch LCD screen is great, showcasing iDrive 4.2, which is better than ever. The rear seats fold down with a 40/20/40 split, and the X5 accommodates five, with an optional third row increasing seating capacity to seven.
Standard features include: Bluetooth, BMW Apps, BMW Navigation, BMW Online with MyInfo, panoramic moonroof and a CD/MP3 high-fidelity audio system that is ready for HD and satellite radio. If that isn’t enough, BMW also offers an impressive 16-speaker Bang & Olufsen sound system, a backup camera and surround view that makes parallel parking a breeze, to name a few options. The only small downside we found was the air conditioning, which seemed to have a tough time determining how much airflow was needed to keep us cool.
On the road
We found the X5 a very competent drive, thanks to a revised suspension that softens up the ride a bit but that still returns positive feedback from the road. A host of driver’s aid devices (lane departure warning, traffic jam assist, active cruise control, etc.) were on hand to make sure we didn’t venture out of lane or run over unsuspecting pedestrians.
Both the diesel and the V8 engines leave absolutely nothing to be desired as far as power and smoothness are concerned, and they come with almost telepathic 8-speed transmission. As you may have guessed by now, we’d actually take the diesel if given the choice, thanks to its combination of power and fuel economy. It’s not that much slower than the V8, and the torque is just as immediate. It’s cheaper to maintain and does better at the pump by a longshot.
Speaking of fuel economy, only the diesel had yet to receive official Environmental Protection Agency mileage numbers at the time of this writing. For the rest of the lineup we have the sDrive35i turning in 19 mpg city/27 mpg highway, the all-wheel drive with the xDrive35i suffering a minor penalty around town with a 18/27 mpg rating and the thirsty xDrive50i consuming 14/22 mpg.
The 15.15-inch brakes on the xDrive50i we tested were more than up to the task of slowing down the 5,150-pound SUV without any drama. It’s no surprise, since they’re assisted by a dizzying array of electronic wizardry: cornering brake control, dynamic brake control, dry braking function, fading compensation, start-off assistant, DSC linked to xDrive all-wheel drive, automatic differential brake, and hill descent control. Basically, you have to do something massively wrong to overcome all of these systems.
Right for you?
The base RWD X5 sDrive35i starts at $53,725 and you can get a bare-bones xDrive35i if you can come up with $56,025. Competitors such as the Porsche Cayenne and Audi Q7 both start at a lower price point than the RWD sDrive35i and don’t sacrifice the all-wheel drive. Next on the ladder is the diesel-powered xDrive35d at $57,525, followed not so closely by the range-topping, fire-breathing xDrive50i at $69,125.
via @MSNAutos
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