BMW X5 4.4i - First Drive - European Car

In America, the word "truck" evokes images of freedom, strength, and adventure. Many fondly call their sports/utility vehicles "trucks." But when a German hears "truck" ("lastwagen") he thinks of a slow, Spartan beast of burden. So it's no surprise that BMW emphatically asserts its new X5 4.4i is nicht lastwagen: not a truck. But it's a shock that the company says this new vehicle is also nicht sport/utility vehicle, calling it instead a "sport activity vehicle." BMW has merit in its contention. The X5 4.4i is decidedly carlike in design and demeanor, and it lacks a key attribute that distinguishes SUVs from tall station wagons: the ability to go truly off road, not just "off pavement."

Whatever class you put it in, after our rigorous and varied introductory test drive, we can say the X5 4.4i is handsome, quick, great-performing, roomy, and certainly technology-laden. It offers a lot of positive SUV features, including tall seating positions, space way in back for a couple of Labrador retrievers, and the capability to tow three tons of toys. Yet, the X5 avoids typical SUV negatives like rough ride, chassis flex, dicey on-pavement handling, and lengthy stopping distances. It is, however, pricey: The V-8-powered X5 4.4i, the only version initially available, bases just under $50,000, while a loaded X5 4.4i such as we sampled is nearly $60,000. A six-cylinder version, likely called the X5 3.0i, will be available in late spring starting a hair under $40,000.

The next step in logic beyond BMW's contention that SUVs "are half minivan, half off-roader," is that the South Carolina built X5 4.4i is half minivan, half BMW 540i wagon. So, imagine the world's fastest, best-handling minivan. Then add in the enhanced slick-road acceleration of all-wheel drive. Garnish with panache and a sense of freedom, strength, and adventure not possible with a pavement-constrained people-mover. Whatever you'd choose to call it, that's the X5 4.4i.

The new X5 might actually be more than half 5 Series. Though its unibody chassis was a clean-sheet design, the X5's front and rear subframes are adaptations of those on the 5 and 7 Series. The MacPherson-strut front and multilink rear suspensions are closely related to the 5 and 7 Series'. A difference: The X5 employs rear air springs with an automatic leveling system to help it bear its 1225-pound maximum payload. The X5's excellent 4.4-liter/282-horsepower DOHC V-8 is little changed from that in the 540i. Appropriately, the X5's length is slightly less than a 5 Series, but it's a bit wider and a bunch taller.

The only transmission available is BMW's smooth and precise five-speed automatic that allows manual control. Left in automatic mode, it makes two-gear downshifts almost instantaneously and virtually seamlessly. The X5's all-wheel-drive system diverts power from the back of the transmission through a chain drive, and splits the torque roughly one-third front, two-thirds rear. With its differentials all open, the X5 employs computer-controlled individual brake caliper applications, combined with digital throttle lifts, to limit wheelspin and enhance low-traction acceleration. Giant disc brakes (vented front, solid rear) tackle multiple duties of deceleration, computer-directed directional assistance, and standing in for absent limited-slip diffs and low-range gearing. BMW engineers allowed stylists to offer its attractive low hoodline by running the right front halfshaft through the engine's oil sump. The equal-length halfshafts eliminate any semblance of torque steer and produce a tight 39.7-foot turning circle. The optional Sport Package of our test vehicle includes stiffer front springs, stiffer shocks and anti-roll bars all around, 19-inch-tall wheels, black chrome tailpipes, and electrically adjustable front sports seats. It lists for $2470.