2003 BMW X5

Like BMW, Porsche got tired of seeing costly sport-utes from rivals parked next to its cars in garages. But BMW got a jump on Porsche by introducing its successful X5 sport-ute in 2000, while Porsche only recently introduced its new Cayenne sport-utility.

As BMW puts it, "The very combination of 'BMW' and 'SUV' seemed unlikely at first.''

But if you can build world-class sports cars and sedans, why not a world-class sport-utility vehicle?

The muscular-looking X5 has gotten the reputation of being a sports sedan in sport-ute clothing. The solid-but-pricey X5 is fun to drive even to the 7-Eleven and has plenty of room for four big adult occupants; they sit high in true sport-ute style on unusually good seats in the quiet, nicely designed interior.

However, getting in and out calls for extra effort, and rear doorways should be larger.

The X5 has a handy two-piece tailgate and pretty good cargo space, especially with its rear seatbacks folded forward. BMW's 5-Series station wagon has more cargo room, but few sport-ute buyers have wagons on shopping lists.

The 184-inch-long X5 has BMW's trademark twin-kidney-shaped grille and round headlights. It's actually shorter than BMW's 5- and 7-Series sports sedans, although it has trimmer dimensions than other fast, luxurious sport-utes such as the Cadillac Escalade--or Cayenne.

Being a sport-utility vehicle, the X5 is much taller at 67 inches than the 5- and 7-Series sedans. Most drivers thus won't be inclined to push it as hard as those BMW auto models. However, it's surprising how quickly the all-wheel-drive X5 streaks through curves, even before its standard traction control and anti-skid systems kick in to keep it from going too fast for comfort.

There's also standard electronic brake proportioning and a special brake control system for surer stops.

The X5 isn't really meant for rough off-road use--as if an owner would want to risk scratching its lustrous paint on tree branches. But it handles fairly well off road and even has BMW's Hill Descent Control to help stabilize speed on downgrades.

The 2003 X5 gets a bunch of minor changes. They include adaptive brake lights, which illuminate more intensely during hard braking. Other new features include a newly standard rear-seat head protection system, although rear side-impact air bags remain optional. Front side air bags and a head protection system are standard.

Even the base, $39,500 3.0i is well-equipped, which takes some of the edge off its price--as does its high resale value. Standard is a 3-liter 225-horsepower inline six-cylinder engine, which is smoother than a V-6. There also are items ranging from air conditioning and an elaborate sound system to a power tilt-and-telescopic steering wheel.

The costliest X5s are the $49,950 4.4i with a (you guessed it) 4.4-liter, 290-horsepower V-8, and the $66,800 4.6is, which has a ferocious 4.6-liter, 340-horsepower V-8.

The 0-to-60 mph time of the 3.0i is 8.5 seconds. That's not neck-snapping. But BMW makes the world's smoothest six-cylinder engines, and this one allows safe merging and passing--along with relaxed highway cruising.

Acceleration of the other X5 V-8 models is considerably stronger, with the 4.6is one of the world's fastest sport-utes. The 4.6i hits 60 in 6.2 seconds and is BMW's answer to the rival hot rod Mercedes-Benz 342-horsepower ML55 sport-ute.

In the rarefied atmosphere of upscale European sport-utility vehicles, the sky is almost the limit when it comes to power and handling. It's a matter of pride and prestige when BMW and Mercedes start mixing it up with sports cars, sedans, wagons and sport-utilities.

The base X5 has a standard five-speed manual gearbox. But the 4.4i gets such items as a standard five-speed automatic transmission with manual-shift capability, which is a $1,275 option for the 3.0i.

The 4.4i also has leather upholstery, wood trim and driver-passenger automatic climate control. Larger 18-inch (vs. 17-inch for the 3.0i) wheels and wider tires help put the added power on the road.

The 4.6is provides such upscale comfort items as a power sunroof, killer sound system, heated front and rear seats and a front and rear obstacle detection systems. It also gets a sport suspension and huge tires on 20-inch wheels, along with racier styling touches.

There are many stand-alone and "packaged'' extras, and most are expensive. For instance, the sunroof costs $1,050 for the 3.0i and 4.4i, and there's a $3,900 Premium Package for the six-cylinder model with such items as leather upholstery wood trim and that sunroof.

Buyers should seriously consider the $700 park-distance control for the 3.0i and 4.4i, because it might save costly body repair bills.

Those who keep an eye on rising gasoline prices should note that the most economical X5 is the six-cylinder version, which provides an estimated 15 mpg in the city and 21 on highways with the manual gearbox and 16 and 21 with the automatic.

Those aren't sparkling figures because the X5 weighs from 4,533 to 4,824 pounds. The 4.4i and hot rod 4.6is provide 14 city and 18 highway--the same estimated figures delivered by the huge Ford Expedition sport-ute with a 260-horsepower V-8.

But most X5 buyers know exactly what type of performance and fuel economy they're getting with the various X5 models, which have a fairly large 24.6-gallon fuel tank. Premium fuel is required.

Despite the weight, which can be felt during quick maneuvers, the X5 has unusually good handling, with BMW's characteristic precise steering and superb all-independent suspension. But big tires and nearly 50/50 weight distribution enhance handling--with the 4.4i having the most athletic moves but the stiffest ride. In fact, all X5 models have an occasionally jerky ride.

The X5 generally is the sport-utility vehicle best known for sporty driving. You're sitting higher than in a car, but still can have lots of driving fun.


BMW X5
Prices:
$39,500-$66,800

Likes:
Fast. Excellent handling. All-wheel drive. Disguised sports sedan?

Dislikes:
Stiff prices. Firm ride. Mediocre fuel economy. Small rear door openings.