Immediately after the declassification of the new BMW X5, fans of the Bavarian SUVs panicked: "X-fifth is not the same!" The car has become more "smoothed" and has practically lost the masculinity and brutality of its predecessors. A very risky move considering that sales of the E70 in last years production only increased. In order to understand the features of the third generation X5, we invited the owners for a test drive previous versions models. We were accompanied by a brand new BMW X5 xDrive50i, provided by official dealer Bayerncraft. The car was equipped with a 4.4-liter V8 biturbo engine, which now develops 450 hp. from.
The army of fans of the previous X5 loved the car precisely for its brutal, "purely masculine" style. The Bavarians were even forced to release the X6 to meet the demand from the female audience. In the third generation, everything changed. The car has become smoother and more typical for the SUV segment. dimensions X5 has hardly changed: the most noticeable addition is in the front overhang (plus 3 cm). The rest of the indicators vary by a few millimeters. Wheelbase and completely remained the same, which is not surprising - the platform is something from the restyled E70 with a front double wishbone and a rear multi-link suspension.
Inside, the car has become much more interesting. The display of the multimedia system, which was recessed in the bowels of the front panel, now sticks out of the center console. A fashionable solution today. The picture on the screen is of excellent quality. The menu does not "slow down". Everything is intuitive. The iDrive washer has grown noticeably. It now has a handwriting recognition feature. Convenient when using standard navigation, which still does not fully work in Belarus.
In the menu of the multimedia system, you can adjust the operation of the seat heating (backrests and cushions separately), the opening angle of the trunk lid, the operation of the engine and suspension modes, etc. The iDrive system is intuitive, and even people who have never owned a BMW can find the desired item in a few minutes menu. The display is also configured here, projecting the image onto windshield (Head-up display) which was missing in the test car.
Next to the joystick of the 8-speed ZF are the keys for switching the engine and suspension modes. Here you can turn off the stabilization system and activate the electronic assistant for descent from the mountain. The front seats have a huge range of adjustments that will accommodate any person with maximum comfort. The driver's seat can memorize two preset profiles.
The new X5 offers a large number of different systemsimproving handling. In addition to the basic suspension, you can order a chassis with adjustable shock absorbers, rear air suspension (7-seater versions have it in the "base"), an active roll suppression system and a rear differential Dynamic Performance Control. Unfortunately, all these achievements of German engineers did not go to the car, which was available for a test drive (it was installed adaptive suspension Comfort). That is why the car seemed to its participants too soft and even "lax". In addition, the X5 lurches pretty well without a proper system.
There are no complaints about the motor. Power and moment for good overclocking enough. The sound is pleasant. The 8-speed "automatic" works faster than the 6-speed predecessor. Depending on the mode, it either turns the engine to the red zone and shifts gears almost with a jerk (Sport +), or saves fuel by going into neutral when the gas pedal is released (Eco Pro). Expensive modifications are equipped with paddle shifters, which are in the optimal place - you cannot touch them during active taxiing. The manufacturer claims that the average fuel consumption of the X5 xDrive50i has decreased by 16% compared to the previous generation.
In the Bayerncraft dealership, prices for the new X5 start at € 52,000. Although hardly anyone will take such a modification. Judge for yourself: 2-liter diesel "four", rear drive, standard options. A similar all-wheel drive version costs 3 thousand euros more. Although it is unlikely to become a bestseller. Much more interesting is the X5 xDrive 30d with a 3-liter diesel "six" with a capacity of 258 liters. from. The price of such a car is from 60.6 thousand euros. The model available for test drive costs 102,000 euros.
Alexander (ownerBmwX5 first generation)
I think the designers aimed to move further away from the image of the tank with which many associate the first generation X5. It seemed to me that the F15 is slightly lower than the E53, and looks more like a crossover than an SUV. Perhaps it was because of the unusual proportions that I took the R18 wheels installed on the tested copy for R20. At the same time, having driven in the car both in the rear passenger seat and in the driver's seat, I subjectively rated the interior as higher than in the E53. This effect is likely due to the lower seating position in the cabin. I have to admit that the design of the F15 seemed too "non-revolutionary" to me: this is just the expected evolution of the E70 body, which at one time seemed to me just a "leap into the future" compared to the E53. In the F15 stream, it is not as recognizable and effective as the E70 once was.
The car has less massive exterior door handles that open in a predictable pull-forward motion, in contrast to the E53, where each new passenger tries to pull to himself what, according to the design idea, should rise up. I think the F15 owner won't have to run around the car in winter in search of an unfrozen handle (E53 drivers will understand). I was surprised that, unlike the E53, the upper part of the trunk has an electric drive that smoothly closes the lid. In this case, the lower part is opened and locked mechanically - using a special handle, and not electric lock with a push-button drive, like in my car.
Mixed feelings were caused by the presence of through cuts in the front fenders behind wheel arches... Surely they have some kind of aerodynamic or other well-thought-out purpose by the designers, but for me, how simple driver, such a decision seems controversial, at least from an aesthetic point of view: flying from front wheel dirt settles on the outer surface of the front fender. As a result, the front fenders behind the wheel arches will almost always be dirty.
Driving a car, I felt like a driver from the last century. When I first got into the E53 after 10 years leaving for the E30, the impression was much more modest than when I got acquainted with the F15 after the E53. From what I know, only the dashboard, steering wheel and armrest with a built-in compartment for every little thing remained. Everything else is like a T-90 tank for the driver of the Austin-Putilovets armored car. Another era: a large screen in the center, some kind of buttons, levers, twists ... One thing calmed me down - it will be much easier to master it than to pass a driving test at the traffic police.
I really liked the steering wheel: the optimal thickness plus the presence of thickenings in the upper third - it sits perfectly in the hands. The "petals" of gear shifting under the steering wheel do not interfere at all when driving in automatic mode, at the same time they are very convenient if you want to pose as a "racer". I liked the color electronic indication under the tachometer. A separate problem was caused by the non-locking turn signal lever. During my time at the wheel, I never learned how to use it and performed half of the turns with the “turn signals” off, although I was sure that they were on.
Concerning driving performance F15, everything turned out to be predictable here: excellent handling, rapid acceleration, excellent braking. Slightly stiffer suspension than in my E53 "on springs". Wish there was not enough time to appreciate off-road qualities F15. I had heard a lot about the xDrive system, so I really wanted to try it out. Next time then.
It so happened that from the parking lot where this test drive began, I was the last to leave. After observing the F15 effectively retreating along the snow-covered gravel road, I approached my E53. I remembered the phrase of Adam Kazimirovich Kozlevich: "... my Lauren-Dietrich is a kind car." Following the still fresh footsteps of the F15, I thought that my Lauren-Dietrich was indeed going almost as briskly as its young successor. Maybe the cabin is a little more noisy, and we won't see such accelerations, and besides, the F15 has three times the engine compared to us, like that “Studer” from “Meeting Place”. BMW designers are so close to perfection that there are fewer and fewer steps in its direction. But, nevertheless, the progress of the developers is obvious. And I, as a firm adherent of the brand, wish them continued success and revolutionary ideas.
Vasily (ownerBmwX5 second generation)
Compared to the previous generation, the new X5 has become more aggressive and visually more streamlined. The slots in the front fenders added sportiness, but in fact, from these design holes, all the dirt from under the wheels gets to the body. The F15's lighting technology is probably the only external element that allows the F15 to be distinguished from the previous E70 from afar. Rear lights resemble X1 or X3 from a distance.
The visual space in the cabin has increased largely thanks to the new dashboard. Immediately, its shape seems rather unusual, but after a short period of use, you understand that this was exactly what was lacking in the previous generation. The screen of the new multimedia system has significantly increased in size and is made in the form of a tablet, which adds modernity to the interior. Noise isolation, according to my feelings, has not changed compared to the previous generation.
The new BMW NBT multimedia system surprises primarily with its speed of operation. The functionality is mainly carried over from the previous generations BMW CIC. The new screen with even higher resolution makes it clear that you are in a truly new generation of car. The ability to install applications has appeared, and the integration with modern smartphones has become deeper. The new iDrive joystick with touchpad is very comfortable, although after using the previous generation it is immediately unfamiliar. We could not enjoy the sound, since the tested sample was equipped with a standard sound system.
The engine under test with an index of 5.0i, having a volume of 4.4 liters and two turbochargers, pleased with excellent dynamics. The operation of the 8-speed automatic transmission raises no objections. Compared to the previous 6-speed transmission, it runs more smoothly. The suspension work is a little "slack", probably due to the lack of air suspension and Adaptive Drive systems.
Visually, the car began to look really new, but technically it did not receive anything revolutionary, as it was with the appearance of the E70. By technical specifications and the stuffing of the car is very similar to the BMW E70 LCI. The workmanship of the body parts is, in my opinion, better than in the E70.
Since I already had several bMW cars different series that were collected in Germany, there was a feeling that american assembly differs from the German one both in the fit of the parts and in the execution of the body elements. But this is my subjective opinion, perhaps I'm wrong. Many people argue, they say, "this is not an SUV," but it seems to me that he does not pretend to be. On this machine, you can comfortably and dynamically move both around the city and on light off-road. Perhaps this is precisely its purpose.
Vitaly (ownerMercedesML63AMG)
To me, as the owner of the current generations Mercedes ML, it was very interesting to look at the closest competitor in the face of the BMW X5. The previous generation X5 (E70) frankly did not reach the level of ML in the 166th body in terms of interior trim quality, sound insulation, off-road properties and many other details. This is quite natural, considering that ML entered the market many years later.
The new X5 delighted with a number of things that were so lacking previous generation, and in the end was ahead of ML in many ways. Now you can order a high-quality interior made of smooth leather, including dashboard trim. The SUV received a great dashboard from the 5th series, a third generation glass projector, a fast iDrive system with a touch panel on the controller and a high-resolution wide screen. The excellent seats with the signature breakaway backrest have more than enough range of adjustment and are extremely comfortable. The new door closers work quietly and smoothly and are finger trap protected. Active lED headlights besides the chic design, they do their job well.
ML or X5? It is impossible to answer this question unequivocally. The choice is more difficult now than ever, both cars are very good. The X5 clearly wins in terms of electronics and seating, plus it has a glass projector and LED headlights. ML, in turn, offers a full air suspension with the ability to change ground clearance and an off-road package that allows you to significantly expand off-road qualities, while maintaining the corporate comfort of everyday driving. It is also important to remember that the “from” price in both the ML and X5 cases has little to do with reality. Both cars in basic configuration will, to put it mildly, not the best choiceand prices for well-stocked specimens skyrocket.
| BODY | |
| A type | Station wagon |
| Number of doors | 5 |
| Number of seats | 5 |
| Length | 4886 mm |
| Width | 1938 mm |
| Height | 1762 mm |
| Wheelbase | 2933 mm |
| Trunk volume | 650/1870 l |
| ENGINE | |
| A type | gasoline with direct injection fuel and twin turbo |
| Volume | 4395 cc cm |
| Power | 450 l. from. |
| At rpm | 5500-6000 |
| Torque | 650 Nm at 2000-4500 rpm |
| Arrangement of cylinders | V-shaped |
| Number of cylinders | 8 |
| Number of valves per cylinder | 4 |
| Fuel | Petrol |
| TRANSMISSION | |
| Drive unit | Full |
| Number of gears (mechanical box) | – |
| Number of gears (automatic transmission) | 8 |
| SUSPENSION | |
| In front | Independent, spring, double wishbone |
| Behind | Independent, spring, multi-link |
| STEERING | |
| Power steering | Electric amplifier |
| PERFORMANCE INDICATORS | |
| Maximum speed | 250 km / h |
| Acceleration time (0-100 km / h) | 5 s |
| Combined fuel consumption |
10.4 l / 100 km |
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Demand for cars off-road in our country, where it is winter for half a year, and the quality of roads, to put it mildly, leaves much to be desired, it is difficult to overestimate. On the market, such models are very widely represented, from different manufacturers... However, the SUVs that we will look at in this review stand out from the rest. They have their own get-together, and they compete primarily with each other, and not with other brands. And they are also united by one important circumstance: practically none of their owners and potential buyers does not consider these cars in a purely utilitarian aspect, they are chosen according to other criteria. Someone wants maximum comfort; someone with an aggressive "adrenaline" drive; for someone the opportunity to crawl off-road for their own pleasure, but again with comfort .. And the majority want the maximum achievable combination of all these possibilities in one "bottle".
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In Russia, they traditionally love powerful and high-speed cars... Especially if these are dynamic German SUVs. Such cars are fast on the asphalt and are not afraid to move onto the dirt road on occasion. But the most important thing is not even this, but the fact that they are the best way to demonstrate to others the status and financial situation of their owners. In addition, used German jeeps are a profitable purchase, since three-year-olds are almost half the price of new ones. The most popular models among wealthy Russian motorists are “BMW X5” (2003-2006), as well as “Mercedes-Benz” ML-class and “ Volkswagen Touareg”, Produced from 2002 to 2005 and 2007, respectively.
I have long determined for myself why the BMW X5 is so loved in Russia. This is not just an expensive toy for rich boys. This is a very serious apparatus capable of small feats. This is the embodiment of the owner's status and, if you will, a kind of manifesto: the X5 driver does not agree to half-measures. He needs the maximum. Maximum comfort, maximum drive, maximum respect. And the car gives it all. True, in the third reincarnation, it became not only more expensive: the cost of the simplest version exceeds 3.1 million rubles - you will have to pay a luxury tax.
I confess that I have long been breathing unevenly towards diesels. Plus, it just so happened, at the moment in Russia, the BMW X5 30d is the most affordable version of the car. It was from this calculation that I chose the car in the press park. But, as often happens, I was given a car for the test, the price tag of which goes beyond good and evil: more than 4 million rubles. That is, almost a verdict: in the foreseeable future, I cannot afford such a device, which is a pity. The car sunk into the soul.
Externally, the X5 in the third incarnation is 100% recognizable. Someone said that, they say, there are not enough differences from the second generation. Frankly, judging by the pictures, I thought about the same. How wrong we were! He's different. More insolent, more sporty, more imposing, but still damn effective. Black discs on an ultra-low profile, a dark dark brown body ... For added mystery, one could even darken the "nostrils" of the radiator. I'm sure I would have done it in the owner's place. But also with the standard ones. Whichever side you approach - male! A real boomer.
The salon is not just gorgeous. He corrupts with his sophistication. Brown leather, black ceiling, roughly finished wood in the interior panels ... Rich. Seriously. Inspires. The main thing is that you don't feel the typical Bavarian asceticism here.
Well, maybe the dashboard with two "saucers" on a black background looks a bit stingy. But this is also understandable: unnecessary decorations on devices are the lot of those who need to show themselves off. The X5 doesn't need this.
Needless to say, the fit is perfect? The front seats are equipped with adjustments for everything and everything, including the kink of the backrest, knee support and the degree of lateral support. Yes, these chairs are optional, each stands like a Matiz.
Heated steering wheel, adjustable in a completely unrealistic range. With my two meters, I pushed the chair far back, pushed the steering wheel all the way, and it almost rested against my chest. Visibility is excellent.
If in doubt about the parking lot, the 360-degree video surveillance system will help not to offend anyone or damage the sculpted body shape.
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The next generation of the iDrive multimedia system is able to suggest ways to avoid traffic jams, understands the tactile input of information, and in Russian - the touch panel is located on an enlarged joystick. Well, by tradition - no touchscreens. Only buttons are safer.
I'm not sure about the convenience and logic of iDrive. You can get used to it, although the same Audi MMI interface is much easier to learn. But even here BMW has an advantage: the widescreen display can be divided into two zones and display different information on them, for example, navigation and a list of tracks from a flash drive. The combination can be anything. By the way, about flash drives: the on-board electronics flatly refused to read information from a newfangled flash drive without a metal element around the contacts - the USB plug is too loose, the contacts do not fit snugly enough. There were no problems with an ordinary flash drive.
A transparent roof is, of course, great, but I, for example, don't like "holes" in the ceiling. Therefore, I especially praise the Bavarians for making the shutter of all this splendor impenetrable - no glare from above interferes. The same Mercedes or Audi make curtains from mesh material, I could never understand why.
Salon by saloon, but still the main dish is, of course, drive. You can't just call it a ride. X5 can even turn a banal trip from home to a supermarket into an exciting ride. Diesel, although "basic", but very combat. The power seems to be not the most significant - 249 hp. However, this bi-turbo motor conquers with torque: 560 Nm, even with a mass of 2,145 kg, is more than enough. Situations when I did not have enough power, during the week of the test, did not arise even once. On the contrary, bMW engineers reached such heights in their craft that they made even this starter version overly powerful.
Driving the X5 around town is unbearably difficult. And it's not about traffic jams or cramped conditions. It is worth leaving the yard, as all the surrounding drivers seem to deliberately slow down. You seem to be driving calmly, safely, with a good margin for any maneuver, but you have to go around everyone. And so somewhere up to 180 km / h. The diesel X5 picks up this speed effortlessly, in a matter of seconds, while maintaining absolute obedience to any actions of the driver. The usual speed of 70-80 km / h on a BMW is perceived differently: it seems as if you are standing still. Slightly pressed the trigger - and already 120 km / h, and the speed is set ... intelligently.
The eight-speed "automatic" works completely imperceptibly: the moment of the gear change can only be judged by the shaking of the tachometer needle, since the speed gain is smooth and inexorable. The breath is not intercepted, the car behaves as if it is a normal mode of operation. And only the traffic police inspector does not agree with this ... And he does not care that the car is reliable and predictable: it is not supposed to.
The passport data are as follows: acceleration 0-100 km / h - 6.9 s. Maximum speed - 230 km / h. Wait ... Is this the basic version? Yes, that's right, three-liter diesel engine in the line - the most modest. But another question arises: why more? Apparently, just for the sake of heart stopping during acceleration and the worldand the passengers swallowed validol.
The X5's suspension is stiff, but just enough to give the driver an idea of \u200b\u200bthe quality of the coating. Discomfort occurs only on completely broken primers, in other cases, information about each bump reaches the salon, but only in the form of a slight vibration. And then if you swap those black 20s for the standard 18-inch wheels, the car becomes noticeably softer. And now - beauty demanded sacrifices, sometimes you have to slow down in front of especially large pits. But it is even more pleasant to go around them without slowing down.
The steering effort in the X5 clearly hints at the preferred gender of the driver: the car is definitely "sharpened" for men. The chubby rim fits perfectly in the hand, and the variable ratio rail is tuned to twist strong hand... I hate this cliché, but the steering wheel in the X5 is exemplary "transparent". There is always information about the position of the wheels.
I will say more: BMW has created an absolutely "transparent" chassis. You literally feel the position of the car on the road with your whole body. You can take turns at least twice as fast as usual, and there will be no drifts or drifts: on a dry surface tires Pirelli The Scorpion holds onto the asphalt perfectly.
Ultra low profile pay - absolute rut aversion. The steering wheel tends to break free from the hands, and this is exactly the case when a strong hand is needed to maintain the trajectory. Only here on the snow the Italian "Velcro" is absolutely helpless: even on a little sprinkled asphalt, the tread instantly clogs up and the grip seems to disappear. Where I calmly slowed down from 60 km / h in the usual Hakka, the Pirelli glides helplessly, causing attacks of ABS chirping.
But X5 - four-wheel drive vehicle. Xdrive configured in such a way that under normal conditions rear axle up to 70% of thrust is transferred, so that the car retains rear-wheel drive habits. On slippery surfaces, the distribution of the moment between the axles is evened out. This is expressed in the fact that even on this stupid rubber to ride in the snow is a thrill!
We put the car in Sport + mode, which sharpens the reaction to the gas pedal and slightly squeezes the hang, at the same time weakening the control of the stabilizing electronics - and you can ride in a fan. With precise throttle response and the same responsive steering, skid control is easy. I added a little gas - straightened the arc, threw it off, turned the steering wheel - put the car sideways. Everything is logical and safe for the driver, no matter how frightening it looks from the outside.
Of course, driving sideways in the X5 is bad manners. Yes, it does not go on real off-road - the ground clearance is 209 mm, there are no “downgrades” and off-road transmission algorithms, but who cares? It is built for long range. On the track, the car perfectly keeps straight, unless there is a deep rut, and the engine rustles at minimum speed, saving fuel. Consumption in this cycle is 5.7 l / 100 km. The declared city - 7 liters. Maybe this is true. During my test in the city, the X5 burned about 11 liters of diesel fuel per 100 km, however, it should be noted that I drove very fast. A normal person also drives for a month or two, then, most likely, he will calm down, and, quite possibly, will be able to keep within the stated consumption data.
In general, few words and thoughts can describe the experience of driving a BMW X5. The Bavarians have long ago reached a completely unattainable level of development and customization of technology. The X5 is a high-caste crossover. Yes, there is a price to be paid for perfection, but the X5 returns the investment more honestly than most other expensive cars.
Brief technical data of the BMW X5 xDrive 30d
| Dimensions (L x W x H), mm | 4886 × 1938 × 1762 |
| Curb weight, kg | 2145 |
| Clearance, mm |
209 |
| Trunk volume, l |
620/1669 |
| Volume fuel tank, l |
85 |
| Engine | diesel, 3.0 l, 249 hp |
| Transmission | automatic, 8-speed |
| Drive unit | full |
| Acceleration 0-100 km / h, s. |
6,9 |
| Maximum speed, km / h |
230 |
| Average fuel consumption, l / 100 km | 7 (manufacturer data) |
The first generation of the very popular x5 today was the e53. Its release belongs to 1999, and the end of production - to 2006. Some, meanwhile, still talk about the stylistic similarity of the two cars of the German automaker. And although the x5 is 15 cm shorter, and also slightly higher and wider, experts say that the model is clearly related to the e39.
Auto technical review
At the time of creation, the auto market was overflowing with ordinary models, the world demanded more, the world demanded individuality and originality. BMW gave the world what it longed for - test drive BMW X5. Then a different SUV from the German company was released.
Test drive bmw x5 proved the loyalty of the company's motion vector. The consumer was offered a choice of 2 types of engines: this is a 3-liter inline 6-cylinder engine with a power of 231 hp. and a 4.4-liter M62 V8 with 286 hp. A couple of years have passed, and the assortment power units replenished 2 more motors: Common rail 3 liters with a capacity of 184 hp. and a 4.6-liter V8 with 347 hp.
Test drive: we understand how the new BMW X5 differs from its predecessors
Immediately after the declassification of the new BMW X5, fans of the Bavarian off-road vehicles panicked: "The X-fifth is not the same!" The car has become more "smoothed" and has practically lost the masculinity and brutality of its predecessors. Quite a risky move, considering that sales of the E70 have only increased in recent years of production. In order to understand the features of the third generation X5, we invited the owners of the previous versions of the model for a test drive. We were accompanied by a brand new BMW X5 xDrive50i, provided by an official dealer of Bayerncraft. The car was equipped with a 4.4-liter V8 biturbo engine, which now develops 450 hp. from.
The army of fans of the previous X5 loved the car precisely for its brutal, "purely masculine" style. The Bavarians were even forced to release the X6 to meet the demand from the female audience. In the third generation, everything changed. The car has become smoother and more typical for the SUV segment. The overall dimensions of the X5 have hardly changed: the most noticeable addition is in the front overhang (plus 3 cm). The rest of the indicators vary by a few millimeters. The wheelbase has remained the same at all, which is not surprising - the platform is something from the restyled E70 with a front double wishbone and a rear multi-link suspension.
Inside, the car has become much more interesting. Recessed in the bowels of the dashboard, the display of the multimedia system now sticks out of the center console. A fashionable solution today. The picture on the screen is of excellent quality. The menu does not "slow down". Everything is intuitive. The iDrive washer has grown noticeably. It now has a handwriting recognition feature. Convenient when using standard navigation, which still does not fully work in Belarus.
First generation BMW X5 interior 
In the menu of the multimedia system, you can adjust the operation of the seat heating (backrests and cushions separately), the opening angle of the trunk lid, the operation of the engine and suspension modes, etc. The iDrive system is intuitive, and even people who have never owned a BMW can find the desired item in a few minutes menu. The head-up display, which was absent in the test car, is also configured here.
Next to the joystick of the 8-speed ZF are the keys for switching the engine and suspension modes. Here you can turn off the stabilization system and activate the electronic assistant for descent from the mountain. The front seats have a huge range of adjustments that will accommodate any person with maximum comfort. The driver's seat can memorize two preset profiles.
The new X5 offers a wide variety of systems to improve handling. In addition to the basic suspension, you can order a chassis with adjustable shock absorbers, rear air suspension (7-seater versions have it in the "base"), an active roll suppression system and a rear Dynamic Performance Control differential. Unfortunately, all these achievements of German engineers did not go to the car, which was available for a test drive (it was equipped with an adaptive Comfort suspension). That is why the car seemed to its participants too soft and even "lax". Plus, the X5 is lurching pretty badly without a proper system.
There are no complaints about the motor. There is enough power and moment for good overclocking. The sound is pleasant. The 8-speed "automatic" works faster than the 6-speed predecessor. Depending on the mode, it either turns the engine to the red zone and shifts gears almost with a jerk (Sport +), or saves fuel by going into neutral when the gas pedal is released (Eco Pro). Expensive modifications are equipped with paddle shifters, which are in the optimal place - you cannot touch them during active taxiing. The manufacturer claims that the average fuel consumption of the X5 xDrive50i has decreased by 16% compared to the previous generation.
In the Bayerncraft dealership, prices for the new X5 start at € 52,000. Although hardly anyone would take such a modification. Judge for yourself: 2-liter diesel "four", rear-wheel drive, standard options. A similar all-wheel drive version costs 3 thousand euros more. Although it is unlikely to become a bestseller. Much more interesting is the X5 xDrive 30d with a 3-liter diesel "six" with a capacity of 258 liters. from. The price of such a car is from 60.6 thousand euros. The model available for a test drive costs 102 thousand euros.
Alexander ( bMW owner X5 first generation)
I think the designers aimed to move further away from the image of the tank with which many associate the first generation X5. It seemed to me that the F15 is slightly lower than the E53, and looks more like a crossover than an SUV. Perhaps it was because of the unusual proportions that I took the R18 wheels installed on the tested copy for R20. At the same time, having driven in the car both in the rear passenger seat and in the driver's seat, I subjectively rated the interior as higher than in the E53. This effect is likely due to the lower seating position in the cabin. I have to admit that the design of the F15 seemed too "non-revolutionary" to me: this is just the expected evolution of the E70 body, which at one time seemed to me just a "leap into the future" compared to the E53. In the F15 stream, it is not as recognizable and effective as the E70 once was.
The car has less massive exterior door handles that open with a predictable pull-forward movement, in contrast to the E53, where each new passenger tries to pull towards himself what, according to the design idea, should rise up. I think the owner of the F15 will not have to run around the car in winter in search of an unfrozen handle (E53 drivers will understand). I was surprised that, unlike the E53, the upper part of the trunk has an electric drive that smoothly closes the lid. In this case, the lower part is opened and locked mechanically - with a special handle, and not with an electric lock with a push-button drive, as in my car.
Mixed feelings were caused by the presence of through slots in the front fenders behind the wheel arches. Surely they have some kind of aerodynamic or other well-thought-out purpose by the designers, but to me, as a simple driver, this decision seems controversial, at least from an aesthetic point of view: the dirt flying from the front wheel settles on the outer surface of the front wing. As a result, the front fenders behind the wheel arches will almost always be dirty.
Driving a car, I felt like a driver from the last century. When I first got into the E53 after 10 years leaving for the E30, the impression was much more modest than when I got acquainted with the F15 after the E53. From what I know, only the dashboard, steering wheel and armrest with a built-in compartment for every little thing remained. Everything else is like a T-90 tank for the driver of the Austin-Putilovets armored car. Another era: a large screen in the center, some kind of buttons, levers, twists ... One thing calmed me down - it will be much easier to master it than to pass a driving test at the traffic police.
I liked the steering wheel: the optimal thickness plus the presence of thickenings in the upper third - it sits perfectly in the hands. The "petals" of gear shifting under the steering wheel do not interfere at all when driving in automatic mode, at the same time they are very convenient if you want to pretend to be a "racer". I liked the color electronic display under the tachometer. A separate problem was caused by the non-locking lever for turning on the direction indicators. During my time at the wheel, I never learned how to use it and performed half of the turns with the “turn signals” off, although I was sure that they were on.
As for the driving performance of the F15, everything turned out to be predictable: excellent handling, rapid acceleration, excellent braking. Slightly stiffer suspension than in my E53 "on springs". It is a pity that there was not enough time to appreciate the F15's off-road qualities. I had heard a lot about the xDrive system, so I really wanted to try it out. Next time then.
It so happened that from the parking lot where this test drive began, I was the last to leave. After observing the F15 effectively retreating along the snow-covered gravel road, I approached my E53. I remembered the phrase of Adam Kazimirovich Kozlevich: "... my" Lauren-Dietrich "is a kind car". Following the still fresh footsteps of the F15, I thought that my Lauren-Dietrich was indeed going almost as briskly as its young successor. Maybe the cabin is a little more noisy, and we won't see such accelerations, and besides, the F15 has three times the engine compared to us, like that “Studer” from “Meeting Place”. BMW designers are so close to perfection that there are fewer and fewer steps in its direction. But, nevertheless, the progress of the developers is obvious. And I, as a firm adherent of the brand, wish them continued success and revolutionary ideas.
Vasily (owner of the second generation BMW X5)
Compared to the previous generation, the new X5 looks more aggressive and visually more streamlined. The slots in the front fenders add sportiness, but in fact, from these design holes, all the dirt from under the wheels gets to the body. The lighting technology of the F15 is probably the only external element that makes it possible to distinguish the F15 from the previous E70 from a distance. The taillights resemble X1 or X3 from a distance.
The visual space in the cabin has increased largely thanks to the new dashboard. Immediately, its shape seems rather unusual, but after a short period of use, you understand that this was exactly what was lacking in the previous generation. The screen of the new multimedia system has significantly increased in size and is made in the form of a tablet, which adds modernity to the interior. Noise isolation, according to my feelings, has not changed compared to the previous generation.
The new BMW NBT infotainment system surprises primarily with its speed of operation. The functionality has been carried over mainly from the previous generation BMW CIC. The new screen with even higher resolution makes it clear that you are in a truly new generation of car. The ability to install applications has appeared, and deeper integration with modern smartphones has become. The new iDrive joystick with touchpad is very comfortable, although after using the previous generation it is immediately unfamiliar. It was not possible to enjoy the sound, since the tested sample was equipped with a standard sound system.
The engine under test with an index of 5.0i, with a volume of 4.4 liters and two turbochargers, pleased with excellent dynamics. The operation of the 8-speed automatic transmission raises no objections. Compared to the previous 6-speed gearbox, it runs more smoothly. Suspension performance is a bit lax, probably due to the lack of air suspension and Adaptive Drive.
Visually, the car began to look really new, but technically it did not receive anything revolutionary, as it was with the appearance of the E70. In terms of technical characteristics and filling, the car is very similar to the BMW E70 LCI. The workmanship of the body parts is, in my opinion, better than in the E70.
Since I already had several BMW cars of different series that were assembled in Germany, I got the feeling that the American assembly differs from the German one both in the fit of parts and in the execution of body elements. But this is my subjective opinion, maybe I'm wrong. Many argue, they say, "this is not an SUV," but, as it seems to me, he does not pretend to be. On this machine, you can comfortably and dynamically move both around the city and on light off-road. Perhaps this is precisely its purpose.
Vitaly ( owner of Mercedes ML63 AMG)
As the owner of the current generation Mercedes ML, it was very interesting for me to look at the closest competitor in the face of the BMW X5. The previous generation X5 (E70) frankly did not reach the level of ML in the 166th body in terms of the quality of interior trim, noise insulation, off-road properties and many other details. This is quite natural, given that ML entered the market many years later.
The new X5 delighted with a number of things that the previous generation lacked so much, and as a result, it was in many ways ahead of the ML. Now you can order a high-quality interior made of smooth leather, including dashboard trim. The SUV gets a gorgeous 5-Series dashboard, a third-generation glass projector, a fast iDrive system with a touch panel on the controller and a wide high-resolution screen. The excellent seats with the signature breakaway backrest have more than adequate range of adjustment and are extremely comfortable. The new door closers work quietly and smoothly and are finger trap protected. Active LED headlights do their job in addition to their chic design.
In terms of the chassis, the X5 still lacks full air suspension on all wheels, downshift and the ability to adjust the ride height. Therefore, despite the four-wheel drive and formidable appearance, it is better not to leave the road too much.
On the go, the car did not make much of an impression on me, because, firstly, it is incorrect to compare it with the AMG version of the ML (you need to wait for the X5M), and secondly, almost all active systems, such as roll stabilization or active steering. In addition, the tires had the maximum profile possible for this model. Body roll, softness, "thoughtful" reactions to gas in this configuration ... This is not a "combat vehicle", but rather very comfortable and designed for a leisurely ride. On the other hand, the twin-turbo engine provides cannon acceleration in a straight line, which is certainly good news. There is a suspicion that in complete set and on 20-inch wheels the model will be much more interesting.
In my opinion, it makes sense to buy a new X5 with such an engine in a configuration close to the maximum. This is especially true of the roll suppression system and other active systems... BMW is a high-tech brand, and it would be a sin not to take advantage of the achievements of scientific and technological progress, if there is such an opportunity. You won't find anything like it in the list of options on cheaper crossovers and SUVs. On the other hand, when buying a used car without a warranty, this progress can cost a lot of money in maintenance and repair.
ML or X5? It is impossible to answer this question unequivocally. The choice is harder than ever, and both cars are very good. The X5 clearly wins in terms of electronics and seating, plus it has a glass projector and LED headlights. ML, in turn, offers a full-fledged air suspension with the ability to change the ground clearance and an off-road package that allows you to significantly expand off-road qualities, while maintaining the corporate comfort of everyday driving. It is also important to remember that the “from” price in both the ML and X5 cases has little to do with reality. Both base cars are not going to be the best choice, to put it mildly, and prices for well-stocked cars are sky-high.
| BODY | |
| A type | Station wagon |
| Number of doors | 5 |
| Number of seats | 5 |
| Length | 4886 mm |
| Width | 1938 mm |
| Height | 1762 mm |
| Wheelbase | 2933 mm |
| Trunk volume | 650/1870 l |
| ENGINE | |
| A type | gasoline with direct fuel injection and twin turbocharging |
| Volume | 4395 cc cm |
| Power | 450 l. from. |
| At rpm | 5500-6000 |
| Torque | 650 Nm at 2000-4500 rpm |
| Arrangement of cylinders | V-shaped |
| Number of cylinders | 8 |
| Number of valves per cylinder | 4 |
| Fuel | Petrol |
| TRANSMISSION | |
| Drive unit | Full |
| Number of gears (mechanical box) | – |
| Number of gears (automatic transmission) | 8 |
| SUSPENSION | |
| In front | Independent, spring, double wishbone |
| Behind | Independent, spring, multi-link |
| STEERING | |
| Power steering | Electric amplifier |
| PERFORMANCE INDICATORS | |
| Maximum speed | 250 km / h |
| Acceleration time (0-100 km / h) | 5 s |
| Combined fuel consumption | 10.4 l / 100 km |
