| The X5 sport-utility vehicle is BMW through and through.
On the road, that means an emphasis on sporty driving dynamics, even if it comes at the expense of utility.
Sitting still, it means the X5 looks like a taller, ganglier BMW sedan.
The diesel-powered X5 xDrive35d looks the same as its gasoline-powered siblings from its twin-kidney grille to the clamshell hatch in back.
There's no mistaking the X5's classic BMW look.
It starts in front, with that trademark grille and familiar dual-dual lamp clusters.
Super-bright adaptive xenon headlights come standard.
On the X5, they're ringed with LED circles that serve as the daytime running lights (and look really cool).
These headlights level themselves when the X5 bounces over bumps, and turn slightly with the steering wheel.
The standard fog lights also work as cornering lamps, lighting when the corresponding directional signal is selected.
The M model deletes the fog lights in favor of larger lower air intakes and more prominent grille openings.
The M also has a different, more angular lower fascia.
In profile, the X5's big wheels and short overhangs promote an agile look, while the roof and taillights trail into a slightly flanged lip.
These so-called separation edges smooth air as it rushes over the back of the vehicle.
That means a slight improvement in fuel economy, and probably more significantly, less wind noise inside the X5.
The M differs from the other two models with side "gills" behind the front wheels and a unique 20-inch wheel design.
Indeed, with a drag coefficient of 0.34, the X5 is an aerodynamically efficient vehicle, as tall, boxy SUVs go.
Its underbody is smoothed with various fairing devices.
The front spoiler directs air around the front tires, reducing resistance as the X5 punches a substantial hole in the air.
With its sportier suspension, the M model sits 0.4 inch lower than the others.
BMW tried to increase the X5's utility when it redesigned it for 2007, stretching it seven inches to add rear legroom and cargo space.
By wheelbase and overall length, the X5 now sits mid-pack among key competitors: Slightly larger than the Acura MDX, Land Rover LR2, Mercedes M-Class and Volvo XC90, and quite a bit smaller than the Audi Q7, and Lexus GX.
At the rear, the M model has a slightly altered appearance.
It features a different lower fascia with an integral rear diffuser that surrounds quad exhaust outlets.
All models have a clamshell tailgate that is a mixed bag, in our view.
The lower third drops down, once the upper portion has been lifted up.
On the plus side, the split design is handy for dropping smaller packages in the back.
The little tailgate keeps items from falling out when you open the hatch, which can be a problem on some SUVs with a single liftgate, and it provides a nice (though high) bench for changing shoes or just resting a moment.
The problem is that the upper portion includes not only the glass, but also half the metal that comprises the rear of the vehicle.
In other words, it's the heavier, more substantial portion of the gate.
It takes more effort to operate than it would if only the glass opened up and down.
The optional power tailgate helps in this respect, and we recommend getting it. |