Edited by Carbon82, 06 February 2018 - 04:16 PM.
Jump to content
Posted 06 February 2018 - 04:13 PM
Edited by Carbon82, 06 February 2018 - 04:16 PM.
Posted 06 February 2018 - 04:36 PM
BMWs typically have a shelf life of seven years but that won’t be the case for the current X5 whose successor is nearing the end of its development.
One of the reasons for the speedy arrival of the redesigned X5 is to streamline the production process. The CLAR-based SUVs will all be built at BMW’s plant in Spartanburg, South Carolina. Another being the current X5 is facing stiff competition from newer rivals like the Audi Q7 and Volvo XC90.
The current (third-gen) X5 was introduced for the 2014 model year but its underpinnings are shared with the second-gen X5 on sale since 2007. This fourth-gen model, which we’re currently expecting to arrive in showrooms in mid-2018, as a 2019 model, won’t have anything in common with its predecessors.
It will ride on the SUV version of BMW’s modular platform that debuted in the 2016 7-Series and has since appeared in the 2017 5-Series. Referred to internally as a CLAR, short for Cluster Architecture, the platform combines lightweight materials such as aluminum and magnesium—and carbon fiber in the case of the 7-Series—with conventional steel to save weight while increasing rigidity and strength.
The SUV version of the CLAR platform made its debut in the 2018 X3. The platform is also pegged for an X7 full-size SUV that BMW has confirmed for launch in 2018.
It look like the fully redesigned forth-gen X5 will grow in size compared to the third-generation model currently on sale, which should lead to more interior space.
Posted 10 February 2018 - 09:37 AM
Well at first glance, it does look like a Large version of X3 which is Medium n X1 which is Small by my reckoning😃
Edited by Wt_know, 10 February 2018 - 09:38 AM.
Posted 12 February 2018 - 07:56 AM
Yeah cos diesel is now surcharge instead of rebate...
Posted 06 June 2018 - 08:51 AM
WORLD PREMIERE: The New 2018 BMW X5
Back in 1999, the Bavarian brand changed forever. It went from a brand that developed nothing but sedans, coupes and wagons, all of which had …
Back in 1999, the Bavarian brand changed forever. It went from a brand that developed nothing but sedans, coupes and wagons, all of which had some sport of sporty driving ingrained into their DNA, into a brand that was more mainstream, a brand that offered a wider range of vehicles. That’s because in 1999, the first-generation BMW X5 made its debut. Now, almost twenty years later, the fourth-generation of BMW X5 is here.
Before 1999, back when Zubaz pants were still being worn and Keenan and Kel were still going to Good Burger, BMW had not a single SUV. Nothing of utility came from Bavaria, only fun and performance. Now, though, BMW makes seven SUVs and will likely be adding an eighth, with the ironically named BMW X8. And it’s all because of the success of the first-gen X5. So you can imagine that creating a new X5 is a big deal for BMW. It’s the brand’s most popular, most well-known and most important SUV. So what’s this new one like and will it be any good?
BMW X5 Exterior Design
Well, at least on paper, this new BMW X5 seems like it could be the very best one yet. And that’s coming from someone who really enjoys the first and third-gen X5s quite a bit.
From the outside, this new fourth-gen X5 looks very good. It’s not drastically different looking from the car it replaces but it’s certainly an upgrade. While it isn’t that different looking, it is where it matters. Its Kidney Grilles are bigger and feature a singleframe surround, its headlights are detached from its grilles and the headlights themselves are slimmer, sharper and feature laser lights as an option. Overall, its face is just much better looking than that of the outgoing car. BMW wanted to emphasis that this is, indeed, an “X” and that it’s more rugged than the typical BMW (more on that in a bit).
Out back, the taillights are also a bit chunkier but more cohesive looking and much better than then massive “L-shaped” lights of the previous-gen car. The biggest design change, at least on the exterior, has to be the Hofmeister Kink, though. Rather than the sharply angled ‘Kink of the previous X5, this new one’s is more rounded and subtle. At first, we were a bit concerned that it would lose some of that famous BMW DNA that way but it, in fact, looks better than the old car’s.
Down the side, the shoulder line of this new X5 is far more pronounced than on the old car. On the outgoing X5, the shoulder line is subtly and nondescript, while on this new X5 it’s more heavily creased and it rises over the rear wheels, to give the car an overall sporty and rugged look.
The idea that his new BMW X5 is more rugged and a bit is also emphasized by its size. This new car is 36mm longer overall, with a 42mm increase in wheelbase length, 66mm wider and 19 mm taller. So it’s physically larger than the outgoing X5 and more imposing.
“The BMW X5 embodies the origins of the BMW X family and, in its fourth generation, sends out its most powerful message yet in terms of presence and modernity,” says Adrian van Hooydonk, Senior Vice President BMW Group Design. “It defines a new X design language – robust, clear and precise.”Interior Design
Big changes happen inside as well. The dashboard and center stack are both similar to those of the new and upcoming BMW 8 Series, Z4 and 3 Series, from what we’ve seen. So it gets a new fully digital instrument panel (called BMW Live Cockpit), without the odd plastic bits stuck on it to fake the shape of actual gauges, and a new 12.3-inch iDrive infotainment screen that sits right next to it. So they’re similarly spaced to Mercedes-Benz’s dual screen setup but they’re not quite connected and are spaced differently. So they look quite good actually, very modern looking.
Underneath that new iDrive screen is a new HVAC button setup, which we get to see now in better detail. So, sandwiched between the two center air vents are two little screens that feature the temperature and fan speed, both of which are controlled with aluminum buttons underneath. That iDrive system is also all new, featuring an entirely new layout, new crisp graphics and many customizable screens.
The rest of the interior design is similar to other new BMW interiors, specifically the new X3 and X4, only a lot more upscale, as it features a lot of chunky, angular shapes. One really interesting feature the new X5 gets is heated/cooled cupholders, both features are highlighted by either red or blue LED rings inside of the cupholders, respectively. There’s also a ton of ambient LED lighting throughout the cabin, even lights in the doors thank blink red when the door is open.
At launch, there will be four variants; the BMW X5 xDrive40i (available in the US), xDrive50i (North America only), xDrive30d and X5 M50d. The North American market will get one diesel, likely the xDrive40d, which arrives in 2019.
The BMW X5 xDrive40i while likely be the volume seller here in the US and it will pack BMW’s excellent B58 3.0 liter turbocharged I6 engine, making 340 hp and 332 lb-ft of torque. The xDrive50i will get a 4.4 liter twin-turbo V8 that makes 462 hp and 479 lb-ft of torque, so very similar to that of the BMW M550i. As for the xDrive30d, it gets a 3.0 liter turbocharged I6 diesel engine, making 265 hp and 457 lb-ft.
More interesting than those cars, though, is the X5 M50d, which will pack BMW’s quad-turbocharged 3.0 liter I6 diesel, packing 400 hp and 560 lb-ft of torque. It will be able to get from 0-60 mph in 5.2 seconds, which is only a couple of tics behind the BMW X3 M40i, despite being quite a lot heavier.
All engines will be paired with an eight-speed automatic and all-wheel drive as standard. The BMW X5’s xDrive all-wheel drive system is very rear-biased under normal conditions, to allow the X5 to feel a bit sportier and more agile. An electronically-controlled limited-slip differential will be optional and will come with both the X Sport and Off Road packages. The limited-slip diff helps make it both sportier to drive and more capable off road.Chassis and Safety Tech
It will also get an optional two-axle air suspension and four-wheel steering, both of which help the new BMW X5 become both more agile and more comfortable. BMW also claims that these systems, along with new software and chassis developments, will help the X5 actually be quite capable off road. Pushing a button in the cabin can raise the X5’s air suspension up to 40mm and the air suspension can also be controlled from the rear tailgate, so as to make loading/unloading heavy objects easier by either raising or lowering the suspension. What’s nice is that the car’s last setting is kept when it’s restarted. The ride height can also be controlled with the car off with its Display Key. Speaking of Display Key, the new X5 can be locked/unlocked via smartphone, thanks to NFC (Near-Field Communication).
The optional Off Road package, a first for the X5, comes with some skid plates underneath, some special graphics in the instrument panel, an extra button on the center console that can control four drive modes; sand, rock, gravel and snow, and it also brings the aforementioned air suspension and rear diff.
Along with all of that, BMW is also giving the new X5 configurable driver assistance systems. It comes with all of BMW’s latest safety tech, such as Traffic Jam Assist and Lane Keep Assist, but it also gets a new one, called Emergency Stop Assist, which helps stop the vehicle in case the driver become incapacitated due to injury or medical condition by pulling on the emergency brake switch. Necessary lane changes can also be made automatically between the speeds of 70 – 100 km/h (43 – 62 mph) and the hazard lights automatically come one. It will also even automatically utilize the Emergency Call function, to notify emergency services.
This new BMW X5 is the fourth generation of what is one of the brand’s most important cars. The first-gen started it all, when it comes to BMW SUVs, and this new fourth-gen needs to carry the torch now. Thankfully, it seems as if it has a ton of potential and promises to be quite good. It looks better than the outgoing car, has a much nicer interior with better technology and even more capability. We’re expecting big things from this new BMW X5 and, at least as of now, it doesn’t seem as if it’s going to disappoint.
SpecificationsX5 xDr40i X5 xDr50i Seats — 5 5 Number of Doors — 5 5 Drive type — AWD AWD Length inches 194.3 194.3 Width inches 78.9 78.9 Height inches 69.0 69.0 Width including mirrors inches 87.3 87.3 Wheelbase inches 117.1 117.1 Ground clearance inches 8.7 8.7 Turning radius feet 20.7 20.7 Shoulder width front inches 60.0 60.0 Shoulder room rear inches 58.1 58.1 Legroom front inches 39.8 39.8 Legroom rear inches 37.4 37.4 Headroom front inches 40.8 40.8 Headroom rear inches 38.7 38.7 Trunk volume (SAE) ft³ 31.7 31.7 Fuel Tank capacity gallons 21.9 21.9 Curb weight lbs. 4,813 5,17 Gross vehicle weight lbs. 6,162 6,46 Payload lbs. 849 871 Tow capacity, 12% braked lbs. 6,603 6,603 Tow capacity with factory hitch lbs. 7,209 7,209 Engine type — B58B30M1 N63B44M3 X5 xDr40i X5 xDr50i Cylinders — 6 8 Valves per cylinder — 4 4 Stroke mm 94.6 88.3 Bore mm 82.0 89.0 Displacement cm³ 2,998 4,395 Compression rate :1 11 10.5 Engine power hp 335 456 at rpm 1/min 5,500 – 6,500 5,250 – 6,000 Engine torque ft. lbs. 330 479 at rpm 1/min 1,500-5,200 1,500-4,750 Fuel type — gasoline gasoline Recommended Fuel — AKI 93 AKI 93 Engine oil capacity quarts 6.5 10.5 Output per liter hp/liter 110.0 109.0 Transmission type — 8HP 8HP Transmission type — automatic automatic Gear ratios 1st gear — 5.25 5.00 2nd — 3.36 3.52 3rd — 2.17 2.20 4th — 1.72 1.72 5th — 1.32 1.32 6th — 1.00 1.00 7th — 0.82 0.82 8th — 0.64 0.64 Reverse gear — -3.71 -3.99 Final drive ratio — 3.39 3.15 Power-steering type — EPS EPS Steering ratio :1 18.7 18.7 Tires 19” standard front & rear — 265/50R19 110H XL 265/50R19 110H XL Wheels 19” standard front & rear inches 9.0J x 19 LM 9.0J x 19 LM Tires 20” optional front & rear 275/45R20 110H XL 275/45R20 110H XL Wheels 20” optional front & rear inches 9.0J x 20 LM 9.0J x 20LM Tires 21” optional front 275/40R21 107Y XL 275/40R21 107Y XL Tires 21” optional rear 315/35R21 111Y XL 315/35R21 111Y XL Wheels 21” optional front & rear inches 9.5J x 21 / 10.5J x 21 9.5J x 21 / 10.5J x 21 Tires 22” optional front 275/35R22 104Y XL 275/35R22 104Y XL Tires 22” optional rear 315/30R22 107Y XL 315/30R22 107Y XL Wheels 22” optional front & rear 9.5J x 22 / 10.5J x 22 9.5J x 22 / 10.5J x 22 Track, front inches 66.1 66.1 Rear, track inches 66.9 66.9 Cx — 0.36 0.38 X5 xDr40i X5 xDr50i 0-60 mph seconds 5.3 4.6 Top speed (optional) mph 130 (150) 130 (155) EPA Fuel Economy, city / hwy mpg TBD TBD
Posted 06 June 2018 - 09:01 AM
Posted 29 September 2018 - 01:29 AM
The X5 is more of a tech tour de force than ever, but did it have to be this brash, BMW?
In a world where BMW’s range takes in every X-number from 1 to 7, the X5 barely raises a remark. Why wouldn’t Munich (well, Spartanburg) build a new version of its big smart crossover? Yet in its day the X5 was a revolution. Just before the last century ended, the original X5 became the first ever ‘off-roader’ that behaved like a car on the road.
We’re here to review the fourth generation. Where that primordial X5 went, the Range Rover Sport, Porsche Cayenne, Audi Q7, et al have followed.* This is busy territory.
It’s worth remembering that the X5 is now a big car, with optional third-row seats. The real replacement for the early X5 is today’s X3.
Enough history. What’s new news? Pretty well everything. Only the engines and transmissions are old friends, though they’ve had a going-over. The X5, like the X3 and X4, has switched onto BMW’s modular longitudinal platform.
On the top, we find more luxury and connectivity. Plus BMW’s fanciest in driver assistance, and a new all-screen dash. No big surprises; it’s just keeping up with the Schmidts.
Underneath, some new-to-BMW engineering: all-round air suspension. It’s easy to poke fun at people who never use their SUV’s potential (Less off-road than up-kerb! The only climbing they do is the social kind!… sorry). But for those that do use the capability, this will be a boon.
On the road, air springing helps comfort, but also brings better cornering and aero when it drops to its high-speed position. Off-road, you get more clearance and deeper wading. For load carrying, it will be self-levelling. For getting kids and the infirm aboard, you can kneel the car.
Four-wheel steering also makes its way onto the X5, and active anti-roll on the M50d version. These chassis changes are all about making a big tall heavy vehicle behave like one when you want it to, but like the opposite when you want that instead.
First engines out of the traps are a 40i six-cylinder turbo, and a 30d diesel. In the X5 M50d, the same three-litre diesel comes in quad-turbo form, for 400bhp and a fivish-second 0-62mph time. That version has steel-spring suspension, presumably on the assumption that you won’t be taking it down the farm track.
Soon after launch they’ll add a plug-in hybrid, with a six-cylinder engine and powerful e-motor, and an electric range of nearly 50 miles.
If people really do permanently swing away from diesel – and big SUV buyers will be among the last – they can have some fun with the six-cylinder petrol in the 40i. It sounds the choir of combustion harmony, revs with glee and pulls like it really means it. And it’s got a petrol particulate filter to ease their local-air-quality conscience. Their global-carbon conscience won’t have such a great time because it’s going to be a drinker.
Luckily the 30d diesel is a smasher. It hits all the latest toxic-emission requirements and drinks less. For a diesel it’s smooth and quiet (sport mode synthesises some bass through the speakers but that’s superfluous), and in the middle rev bands it’s pretty well as lively as the petrol. But if you’re trying to overtake, it labours to haul the X5’s 2.2 tonnes.
Both engines play perfectly with the super-attentive eight-speed auto.
The X5s we drove had four-wheel steering. We’d advise caution here. The system, like nearly all of its type, does counter-steering for urban parking smarts, and for agility in tight corners. Then it goes to same-phase steering for high-speed stability. Clever in theory.
In practice, not so much. The steering is a little unpredictable and ornery. It’ll turn into a 50mph bend with a twitch, so you stop winding on the lock, then mid-bend it wants some more. It’s tricky to be smooth. Sport mode increases the threshold speed for counter-phase steering, so at least the car behaves the same at most road speeds.
In the end after an especially serpentine section I reckoned I’d got used to it. Hmmm. Shouldn’t the car suit the driver, rather than the driver eventually suiting the car?
Really, do you actually need this? UK motorways aren’t fast enough to need that extra stability, and neither do we have roads with loads of tight second-gear bends. So the standard front-only steering system ought to be fine.
Anyway, in other ways it’s a good undercarriage. There’s loads of grip (almost too much: the test cars had 315-section back tyres). The overall body control is remarkable for a 2.2-tonner and you even feel an entertaining tingle of rear-drive action if you belt out of a bend in sport mode.
The ride’s placid enough at most speeds, though on those 21-inch wheels can have be harsh on sharp little lumps. Road noise isn’t any great issue.
The brakes are a fully by-wire system, borrowed from the new 8-series. You’d never know – they feel very natural. So, er, why? ‘Because they allow the next generation of driver aids.’
Ok then, switch on all those aids. Now a little camera in the instrument pod starts spying your face. Look away from the road for long, and it warns you, then turns the aids off. I never got that far; without my input into the steering, even in well-marked motorway lanes, the thing lurched about like it was driving away from the pub after a monumental session.
Electronics for going (deliberately) off the road are more helpful, especially with the off-road pack which includes a set of calibrations of powertrain and DSC for various conditions. There’s an amazing set of camera views that let you see the ground, plus rocks and trees and holes, all round the car. The pack also adds underbody protection, but with the raised-height air springs you’re less likely to need it.
Goodbye to BMW’s neat and simple shapes. No more oblongs and circles. The X5’s dash is all about acute angles now. The instruments, a virtual set, won’t permit you circular dials – you’re forced into polygonal clocks that trade legibility for attention-seeking.
Everything has brushed ‘metallic’ surrounds that don’t actually feel like any metal was harmed in their production. The ‘piano lacquer’ plastic is so wavy you’d swear the music would be out of tune. The grey switches are unreadable when backlit. The climate controls have been dealt a superfluous redesign that subtracts clarity. The gearlever can be, optionally, a faceted glass thing like the stopper of a cheap sherry decanter. The whole thing aims to be lavish, but over-promises and under-delivers.
This is a pity. The fundamentals are strong. Great seats, ideal driving position, a solid feel to the way the major controls work. The iDrive gets more complex than ever in its brand-new ‘version 7.0’ iteration, but it still feels like it’s basically on your side. It makes good use of the huge screen. They say the redesign allows drivers to change the layout to suit themselves. (Unless they want round instruments.)
Connected services, including traffic and an onboard wifi hotspot, are standard. So’s a wireless charging plate. For a bit extra you can get a pair of cupholders that’ll heat or cool.
The back seat is roomy, and the boot too. The seven-seat option motorises the middle row forward, so’s to make access to the third one fairly straightforward. And because you can leave it part-way forward, it’s possible to negotiate tolerable third-row legroom.
The X5 is more of a tech tour de force than ever, but did it have to be this brash, BMW?
BMW has got to know crossover buyers well, and has built a really solid entry. The basics are right. It’s competent, and you don’t have to spend a pile on options to get a desirable spec.
It’s superbly powered, and great to steer notwithstanding our reservations about the 4WS. It actually will go off-roading too.
The cabin is roomy and comfortable, but did it have to be this flash?
0 members, 0 guests, 0 anonymous users