With a hefty curb weight of 4828 pounds, the X5 4.4i is no M5: BMW claims a 0-60-mph time of 7.5 seconds, but wouldn't let us do instrumented testing of the preproduction prototypes.
For the X5's introduction to the press, BMW set up a route on gravel roads and dirt farm trails in north Georgia. After driving on the rain-softened paths, it's clear the X5 is set up more as a sporty vehicle than a true off-roader. On the gummy Georgia clay, the Sport Package's wide, tall Bridgestone Turanzas ER30s (255/50VR19, front and a massive 285/45VR19 rear) may have been most of the problem as they immediately clogged with the red clay and lost both braking grip and lateral traction. Though we weren't driving very hard, a couple times we almost ABS-ed into sweet gum saplings, and once came within a foot of understeering into a log-filled ditch. The latter situation finished with a near half-spin as the stability control overcompensated in its effort to offset the push. However, the X5 did retain good forward bite. We're eager to test the X5 on its standard less-performance-oriented rubber to determine its true off-road potential.
But keep in mind that to all but a tiny fraction of SUV owners, a gravel road or snowy ski lodge driveway is as far "off-road" as they'd consider taking their rigs, regardless of the vehicle's ability. It appears BMW understood this and developed the X5 for how a vast majority actually use their vehicles. Yet the X5 will go places a sedan or minivan won't, thanks to its generous 7.1 inches of ground clearance. And there's no doubt it looks equally sporty and rugged.
A handful of hot laps around the nearby Road Atlanta racetrack revealed that the X5 in Sport Trim was a capable handler when pushed to extremes (especially given its nearly 2.5-ton curb weight) when the stability control system is switched off. With "DSC-X" left on, an aggressive driver will battle for control against the vehicle's computer, which, in our case, left the rear brakes smoking from its efforts to offset high-speed understeer. After our off-highway and racetrack experience, we'd like to see an X5 without this system.
But typical X5s will spend little time in any extreme driving situation. It's in everyday use where the newest BMW excels. The X5's rack-and-pinion steering offers a firm, communicative, confidence-inspiring feel wholly up to par with a 5 Series sedan's. On the highway, the X5 seems as solid and secure as anything this side of a 750iL. Indeed, BMW says the X5's chassis rigidity is virtually the match of its 5 and 7 Series relatives. Included in the X5's list of available high-tech features are an infra-red-reflecting windshield, a sonar-like parking-distance monitor, GPS-based navigation system, tire-pressure monitors, voice control for mobile phone and nav system, rain-sensing automatic windshield wipers, and the above-mentioned stability and traction-control systems. The topline sound system is a 300-watt 12-speaker setup powerful enough to rattle the double-pane (for isolation) side windows.
Inside, we found the X5 roomy and completely luxurious. Front headroom comfortably tops that of a 7 Series, and soft Montana leather upholstery is standard on the supportive seats. It's as if you're driving a 540i, but with better visibility. That enhanced field of vision, combined with the excellent steering feel and firm, controlled ride, offers a strong sense of security. Less emotive types get similar notions when BMW says the X5 has received the highest available score in company-conducted crash testing that duplicates Institute for Highway Safety standards. This, partly due to the fact that front, head, and side airbags for front-seat passenger are standard, while side airbags for rear passengers are optional. And BMW was even concerned about non-BMW drivers: The X5's front bumper and rear chassis structure are positioned as low as possible to reduce the chance of sliding over the other vehicle's safety structure.
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