2007 BMW X5 Test Drive

Quicker and Bigger

More comfort and a third-row seat enhance the all-new BMW X5.

The BMW X5, now in its second generation, aims to bring a little less family friction with a new third row of seating (a $1,700 option) that can act as extra buffer space between warring sibling factions. The new X5, redesigned for 2007, also has more-powerful engines and offers fewer jolts on bouncy roads thanks to a revised chassis and suspension. And it improves upon the fine handling that was so shocking in the original X5; that model was the first SUV that truly entertained the driver with lively dynamics instead of lumbering body motions.

Unlike the first-generation X5, both six- and eight-cylinder versions of the new model are available right from the start. BMW officials say that the company will not build an M version of one of its SUVs because it goes against the high-performance division’s philosophy of engineering for speed and driving thrills above all else. For the same reason, they say the company will not produce any M models with a diesel engine. BMW’s high-performance variants include the M3 and M5 sedans and the Z4 M Coupe and Roadster.

BMW reps are a touch sensitive about calling the X5 an SUV, instead preferring the made-up “sport activity vehicle,” or SAV, moniker. “We’re not being mealy-mouthed calling the X5 an SAV,” said BMW USA chief Tom Purves at the vehicle’s international launch near its factory in Spartanburg, S.C. “This vehicle isn’t only about utility, it’s about the activity of driving as much as what you do after getting to the cottage.”

Exterior

The X5 has been redesigned to resemble the popular outgoing X5, masking its additional length, width and interior room with similar proportions and styling. There’s no doubt the X5 is still a sharp-looking vehicle. The price for the visual balance on the exterior between passenger and cargo compartment is a rather small cargo hold.

In essence, the X5 was designed to look more like a tall, sporty hatchback instead of a tall, sporty station wagon. And BMW has also made it difficult to tell the difference between six- and eight-cylinder models. Wheel designs, a 20-inch wheel option on the eight-cylinder model, and tiny 3.0si and 4.8i chrome badges on the front fenders just behind the front wheels are the only visual clues to each one’s identity.

Interior

The BMW X5’s interior feels considerably richer than that of the smaller X3, especially the center console, which doesn’t seem like a wall of plastic, as it does in the X3.

On models with the optional third row, if all three rows of seats are up, you’re not going to fit much in the rear cargo area without packing it to the ceiling. Most buyers who carry lots of cargo will likely want to leave at least one of the third row’s split seats folded down, which provides a nice flat floor. Or, if you don’t need seating for seven, save $1,700 and forgo the optional third row altogether; it can only accommodate kids and petite folks comfortably anyway.

Every X5 now comes with a six-speed automatic transmission as standard equipment. It’s controlled with a high-tech, joystick-like shifter that isn’t manually pushed from Park to Drive detents the traditional way, but is simply toggled forward for reverse and back for Drive. Park is engaged with a button at the top of the shifter. Tap the shifter to the left and it engages a “Sport” mode, which holds gears longer so the engine revs higher (and gets noisier) before shifting. An unintuitive sequential-shift mode — forward for downshifts, back for upshifts — can be used to manually change gears.

The X5 is the first BMW SUV to receive the company’s controversial iDrive control system. This latest version is the best one yet. It’s easier to use because it now offers multiple programmable buttons that can be set to a driver’s preference. These are in addition to the dedicated radio station presets, and AM/FM and Mode buttons that were added in previous versions of iDrive on other BMW models.

Once the system is set up as desired, moving about the various modes is relatively simple. But a fundamental flaw with iDrive and systems like it is that it requires the most set-up time when drivers have the least amount of experience with it, and there are still instances when the system stubbornly refuses to accept commands.

On the bright side, BMW finally gave the X5 a decent set of cup holders, something it just hasn’t seemed to be able to do in so many of its other products.

There are many worthy options to tempt, aid and soothe owners, besides drive up the price. The new X5 is the first BMW model equipped with the company’s all-wheel-drive system to include the option of Active Steering, which varies the turning ratio based on speed and the level of driver input. A backup camera, rear DVD system, head-up display, Sirius satellite radio and optional third-row seat are new options that the previous X5 didn’t offer. Other noteworthy toys include a huge, panorama sunroof, heated front and rear seats, and a navigation system that offers time-saving real-time traffic information.

Add every option and you’ll be flirting with another $20,000 on top of the base price, outside of taxes and fees, of course.