The X5 4.4i might be considered the BMW M5 of SUVs. Almost. It will do everything the specially built AMG Mercedes ML55 will do, except win a drag race or be a Mercedes. If the AMG Benz is for horsepower extremists, the X5 is still a power hitter-the Sammy Sosa to Mark McGuire of SUVs, maybe.Mostly, the X5's handling is noticeably more stable and comfortable, with less twitching and head toss, making it more widely suitable.
The X5 wants to be driven like a sports car. The five-speed Steptronic transmission can be easily used like a stick, downshifting with a snick or two of the lever for turns, sometimes instead of braking. It's engaged by notching the lever to the left, which puts the transmission into Sport mode, and the upshifts/downshifts are accomplished by a simple quick nudge of the lever forward or backward.
Not all manual-automatic transmissions lend themselves to practical or convenient use, as the lever action may be awkward or the engine's powerband doesn't care, but the X5 is made for it, and the execution is perfect. It's wonderful to use during passing on two-lanes, making that move safer and smoother. The oomphy power is seamless, with redline coming at 5800 rpm.
On the freeway, the X5 changes lanes with the lightest of touch and with total precision. The tale of the tape might reveal some of its rock-steadiness. Compared to the Mercedes ML430, the X5's track is one inch wider and it rides 2.2 inches lower.
It's the slow speeds where the X5 requires effort. The engine hardly lacks torque, yet it feels like it's working when the going is deliberately slow. This seat-of-the-pants feeling might well be skewed by the transmission mapping or ratios. More bothersome is the power steering, as it takes too much effort to turn the steering wheel at slow speeds.
The brakes are appropriate to the price and function of the car. They're huge, they incorporate every electronic trick known to man, they're effortless to the touch, and they enable the X5 to stop as quickly and securely as the BMW 7 Series luxury cars.
There's no doubt BMW has achieved a hitherto unobtainable goal with the X5: It has managed to produce the smoothest riding and best handling SUV on the market, surpassing that of the Mercedes-Benz M-class. However, it's also true to say that other vehicles you drive will prejudice your opinion as to its handling. If you get out of a regular truck-based SUV and get into the X5 you'll be amazed at its handling. If you get out of a BMW sports sedan, however, you'll find the X5 is not as confidence inspiring. BMW says its test drivers have driven the X5 around racetracks at speeds close to that of the 328i sedan. This is probably true for experienced drivers, who know the limits of themselves and the vehicle's capability, but for ordinary drivers the X5 is a tall vehicle; it leans more going through corners than a sedan.
X5's straight line and freeway manners are great. It feels stable; the steering is even better than in the 5 Series and the ride is smooth. The V8 engine provides plenty of power, making it faster in the race away from traffic lights than most cars. The automatic transmission offers the Steptronic mode, which turns it into a clutchless manual transmission. This is a wonderful system for those who want an automatic with manual control. ( drove the 4.4i.)
The ride quality of the 3.0i felt firm and bouncy. Running errands around town wasn't much fun with wife and dog. Suspension undulations and head toss seemed excessive. Nor was the manual gearbox, our usual preference, enjoyable around town. Clutch engagement is quick and the torque characteristics of the engine, a bit abrupt at throttle tip-in, make smooth, brisk takeoffs a challenge. Lose concentration for a moment, get in a hurry, and it's easy to stall it at intersections, annoying because the power adjustable steering column starts moving while you're trying to restart it. And it wasn't easy to have good smooth driving technique when braking and downshifting for corners, then accelerating out of them. A good driver may find it challenging to drive the X5 3.0i smoothly. A poor driver, one who moves the steering wheel about unnecessarily, will make his passengers uncomfortable with head toss. (Mitch McCullough drove the 3.0i.)
Heading off the highway is fine, just don't attempt the Rubicon Trail. The X5 is not designed for serious off-road use. However, in a drive through a muddy test track, it proved capable of staying on course and not getting stuck.
The X5 comes with a permanently engaged all-wheel-drive system that is more akin to one found in sedans. It does not use a transfer case and does not offer low-range gears. But the X5 is loaded with electronically controlled systems to assist it in bad traction conditions: ASC (Automatic Stability Control), DSC-X (Dynamic Stability Control), CBC (Cornering Brake Control), DBC (Dynamic Brake Control), ADB (Automatic Differential Brake), HBA (Hydraulic Brake Assistant) and HDC (Hill Descent Control). There is not room to explain all this alphabet soup here, but it works. Although the X5's all-independent suspension is the key to the vehicle's ride and handling, an equally important part of the X5's capability is the use of electronic stability programs. Much of this technology is already found on BMW sedans, while other systems are new to the X5.
Hill Descent Control, a superb system developed by Land Rover, controls the brakes automatically as the vehicle descends steep grades; this provides an eerie experience as you can steer the X5 down a slippery slope without having to touch the brake or gas pedal. Hill Descent Control keeps the wheels from slipping and prevents the vehicle from going too fast for the conditions.
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