BMW's diesel X5 handles great but is a bit of a letdown
FREMONT, Ohio -- Three surprises from BMW's 2009 diesel-power X5 crossover SUV, on sale since December.
The drivetrain was disappointing, less satisfying than the diesel 3 Series sedan with this engine.
The wide-tread tires that come with the optional Sport package ($3,700) did not ruin the ride. In the past, opting for Sport guaranteed your X5 would be unlivable except on new asphalt. Now, it means it claws through tight corners the way you imagine a BMW should.
The stability/traction control system, tuned by many automakers (especially German brands) to intrude too much, seemed reliable and restrained in 600 miles of slush, snow and freezing rain. It left one musing on the X5's behavior instead of white-knuckling, squinty-eyed, down the turnpike.
BMW launched the X5 crossover SUV as a 2000 model and improved it considerably since then. It was updated for 2007, and diesel was added for '09.
Perhaps it was inevitable that the X5 xDrive35d was a letdown after the 335d sedan (Test Drive, Nov. 21) that was well north of terrific.
What kept the X5 with the three-liter, six-cylinder diesel getting the highest grades:
• Lag-and-lunge. A lot like the Mercedes-Benz ML 320 BlueTec diesel (Test Drive, Nov. 28). You can take off smoothly or quickly, not both.
BMW's unique two-turbo system should have eliminated that — and did on the 335d sedan.
X5's drivetrain tuning and gearing aren't the same as the sedan's, but nobody else has complained, says BMW spokesman Matthew Russell.
• Noise. The clatter could give you pause, if you're new to diesels. Inside, the engine sound is more a reassuring grumble, but all in all there's more of it than in the 3 Series diesel sedan.
X5 has less noise insulation, especially underneath where an SUV needs extra clearance for navigating bad roads and no roads, Russell says.
• Warning light. Not what you want in the middle of nowhere, focusing on the storm-lashed road ahead, but a panel light announced an engine malfunction and a reduction to half-power. Nothing changed in the way X5 drove, and the light went off in a few moments.
BMW says anything from bad fuel to a full-fledged component failure could trigger the light.
• Mileage. You buy a diesel mainly for its better fuel economy. While the X5 diesel has government ratings about 22% higher than the six-cylinder gasoline model, it was hardly a sipper: Its trip computer showed midteens in town, mid-20s on the big road.
As a benchmark, Chrysler's $45,000 Dodge Durango and Chrysler Aspen full-size SUVs with the two-mode hybrid system and Hemi V-8 (unfortunately, now out of production) hit about 20 mpg in any and all driving.
Government mileage ratings for the BWM diesel are 19 in town, 26 highway, 22 combined vs. 15/21/18 for the six-cylinder gasoline engine.
Gripes unrelated to the diesel drivetrain:
•Backup camera stays on after you start forward. BMW says it's designed to shut off at about 10 mph forward speed. Seemed way too long.
•Center console lids needed a whack to open.
"Definitely not operating as designed," Russell says.
•BMW's iDrive remains needlessly complex. It's a big-knob-on-the-center-tunnel system of giving you tortuous access to climate control, stereo, navigation, phone connection and various vehicle settings.
Silver lining: You have alternative access to most controls without using the iDrive jiggle-twist knob.
•Price is really high. To start, the diesel is $3,700 more than the most-similar gasoline model. Then, to get the gadgets and features you probably really, really want, you're in deep. The test vehicle had about $18,000 in options, pushing it to $69,320. Not in this lifetime, bucko.
That's a lot of crepe to hang and gives a needlessly negative impression. Granted, a luxury vehicle ought to be totally free of flaws and annoyances, and X5 wasn't. But a few salient attributes made it embraceable nevertheless.
Seats were firm and comfortable, allowing the body to endure a 600-mile day.
Handling — defined as cornering agility, steering precision and braking feel and effectiveness — performed at a very high level. Which, of course, is what you're paying for in a BMW.
Power — it never quit. Once underway, no matter how impressive the shove when you hit the throttle, there always seemed to be more in reserve. High-torque diesel power delivery might be a reason you'd opt for the diesel despite the price tag and modest fuel-economy gains.
Storage space was generous in the tester, which did not have optional ($1,700) third-row seating. A large under-floor bin was deep enough for bulging backpacks and other haul-abouts that don't fit beneath most cargo floors.
It's hard to see the value proposition, especially in the loaded test vehicle. But it's easy to see why somebody with means might say what the heck and buy one anyway.
About the 2009 BMW X5 xDrive35d
• What? Diesel version of BMW's midsize, four-door, all-wheel-drive, crossover utility vehicle.
• When? On sale since December.
• Where? Made at Spartanburg, S.C., using German-built engine and transmission.
• How much? Starts at $52,025, with $825 shipping, $3,700 more than similar gas model. Hits $80,000-plus with all factory options and a set of fancy, dealer-installed BMW wheels. Some buyers qualify for $1,800 federal tax credit. Test vehicle: $69,320.
• How powerful? Want to pull your neighbor's house off the foundation? This'll probably do it. The 3-liter, six-cylinder diesel engine is rated a healthy 265 horsepower at 4,200 rpm and a stunning 425 pounds-feet of torque at 1,750 rpm. Six-speed automatic with manual mode — take it or leave it. Traction and stability controls work hard to keep the shiny side up and make you a stranger to ditches.
• How fancy? Enough stuff to embarrass you, you'd think, but you can add $30,000 in options if lowering your net worth raises your self worth.
Read all about it at www.bmwusa.com.
• How big? Similar to Mercedes-Benz ML. X5 is 191.1 inches long, 76.1 in. wide, 69.9 in. tall on 115.5-in. wheelbase. Weighs 5,225 lbs. Holds up to 75.2 cubic feet of cargo. Carries 1,290 lbs. of people, cargo.
Turning diameter: 42 feet.
• How thirsty? Rated 19 miles per gallon in town, 26 highway, 22 in combined driving. Trip computer in test vehicle showed 15.4 mpg in suburban driving, 24.5 mpg on highway.
Tank holds 22.5 gallons. Ultralow-sulfur diesel fuel, available at about 40% of service stations, required.
• Overall: Disappointing diesel powertrain, compelling handling and comfort.