2017 bmw x5 m performance
Words: Calvin Chan
Photography: Calvin Chan
Published: January 31, 2017
It’s been nearly three years since I’ve been in a (F15, 2014-present) BMW X5. I fondly recall it being one of the most well rounded SUVs I had ever driven. But three years feels like a century in the automotive world, and since then I’ve driven numerous competing SUVs like the Volvo XC90, Mercedes-Benz GLE, Lexus RX, and Range Rover Sport.
All of them were five-star SUVs but they lacked a certain quality that the X5 had, and it always irked me because I couldn’t quite articulate the right words to describe it. For me, the 2014 BMW X5 set the bar so high that anything after it felt a little hollow.
The X5 had uncanny good looks, a plethora of engine choices, some of the best wheel designs, the interior was gorgeous, it had a huge trunk, and it handled corners in a way that any SUV really has no business doing. It’s something these porky three-row soccer team haulers really aren’t supposed to be doing; yet here they are selling more units than the equivalent sedan or coupe.
So here’s the pitch: another seven day test with the new 2017 BMW X5 to piece together my thoughts and to see if it still stands at the king of the hill in the wake of rising competition.
It’s easy to forget how phenomenal a car is when you’ve parted with it for so long. It’s the little things that you miss, like the X5’s multi-contour seats that allow you to adjust the top and bottom portion of the seatback, offering a tailored driving position. Our Chief Editor wouldn’t stop raving about them either. A word of caution though: once you do experience them, every other seat on the market feels sub-par and uncomfortable – BMW owners that tried to cross-shop when their lease was about to expire would know what I am talking about.
You can’t forget about the dual-panel trunk opening either, or the meaty M steering wheel, or the ultra-smooth ZF 8-speed transmission, but in the end it’s the refinement of the cabin that really gets to you. Every panel is pieced and lined up perfectly. There is contrast ambient lighting surrounding the cabin, and the iDrive infotainment screen has been upgraded with a new touchscreen interface and also supports wireless Apple CarPlay, meaning you no more USB cables dangling around to use this feature.
But it’s not just the interior that gives me nostalgia, but the powertrain as well. BMW’s inline-six engines were always known for their smooth power delivery and raspy exhaust notes, and now they’ve just thrown the ball out of the park with the optional M Performance Packages.
There are two available with the X5 and ours was loaded up with both for testing. M Performance Package I ($2,900) offers a power kit that bumps the power rating by 20 hp and 32 lb-ft of torque up to grand total of 320 hp and 332 lb-ft of torque, it increases throttle response, and shaves the 0-100 km/h time down half a second to a flat 6.0 seconds.
It also adds an M Performance Exhaust, which in my mind fully justifies the money spent. It takes the standard throaty exhaust and replaces it with one that howls and sings. On throttle liftoff it also gurgles like it’s got a fetish for high-octane mouthwash. It sounds a little more subdued from the driver’s seat than say, the 340i we tested, but that’s due to the X5’s superior cabin insulation. You can check out an exhaust clip that we took of it here below:
The M Performance Package II ($5,900) takes everything you got in the first package and adds on some aesthetic upgrades like a carbon fibre front splitter, rear diffuser, side mirrors, and high-gloss black kidney grills. In a way, this transforms the X5 from a civilian looking SUV into pimped out drug dealer’s rig. Personally, I’d forgo this package and opt for the first one, but I’ll leave what’s important to you.
What always surprised me about the X5, and it continues to do, is how well it handles around corners. It’s no understatement when people say it drives like a car half its size, because it’s true. When you select Sport Mode, the adaptive dampers stiffen up, the body tucks itself in, and body roll is reduced to the point that you feel obligated to take corners at speeds you know you really shouldn’t. It doesn’t help that the X5 is so easy to drive either. The steering is light and the nose always points to where you want it go.
The Mercedes-Benz GLE 450 AMG that we tested was probably the closest competitor to the X5. Looks are spot on especially with the AMG treatment, the steering is phenomenal, and AMG’s new 3.0-litre twin-turbo V6 is not only more powerful than the X5’s straight six but also nearly as smooth. What the GLE 450 lacks however is agility and the competence to make the driver feel confident and satisfied when driving spiritedly, a quality that the X5 excels in.
If comfort were my number one priority, then I would make a beeline for the Lexus RX 350. Though its seats are not on par with the X5, everything else is tailored for a luxurious and relaxing drive. That is, if you can stand the grisly infotainment system and computer-pad mouse. There’s a hybrid version available, the RX 450h, but I’d be opting for the X5’s plug-in 40e model instead for pure electric driving.
The last competitor I want to mention is the Range Rover Sport. Reliability issues aside – I have a few JLR mechanic friends who tell me working on them is an (expensive) nightmare – this is the SUV with the most class, charm, and off-road credentials. There’s a workingman’s sophistication to the way it commands the road, how it shows up with such presence, and how it bellows with its monstrous supercharged engine. Refinement however, is just not quite up to par and though it’s very powerful, the Range really shows its weight on twisty switchback roads.
Honourable mentions go out to the sublime Acura MDX and new kid on the block Volvo XC90, which both excel in their regards, have segment-leading third row seats, but ultimately neither of them have the appeal or dynamicism of the SUVs mentioned above.
Maybe that’s why I couldn’t quite pinpoint one specific reason why I liked the BMW X5 more than the others. It was because the X5 combines comfort, luxury, refinement, exhaust noise, and driving dynamics into one cohesive package. Rather than being the best in one field, it masterfully marries it all together into a specimen of art and science.
It only took seven days to figure that one out, and after being reacquainted with the X5 and spending some quality time with it on road, I think it’s safe to say that it still is, the gold standard of SUVs. The added performance bits that we had on our tester are just the icing on the cake.
Photo Gallery:
Specifications:
型号 Model: 2017 BMW X5 xDrive35i with M Performance Package II
顏色 Paint Type: Space Grey Metallic
廠方建議售價 Base Price: $67,000
試車售價 Price as Tested: $93,710
軸距 Wheelbase(mm): 2,933
長闊 Length/Width/Height (mm): 4,886 / 1,985 / 1,762
車重 Curb weight (kg): 2,175
引擎 Engine: 3.0-litre turbocharged inline six (with M Power Kit)
最大馬力 Horsepower: 320 hp @ 5,800 — 6,000 rpm
最高扭力 Torque: 332 lb-ft @ 1,300 — 5,000 rpm
波箱 Transmission: 8-speed automatic
擺佈 Engine & Drive Configuration: Front engine, AWD
油耗 Fuel Consumption ( City / Highway / Combined ) L/100km: 13.0 / 9.7 / 11.5
油耗 Observed Fuel Consumption (L/100km): 13.2
輪胎尺碼 Tires: 255/50 R19
2017 BMW X5 M
The BMW X5 M is nearly twice as expensive as an entry-level X5, but it’s also at least twice as much fun. BMW’s M shop has stuffed a 567-hp twin-turbo V-8 into the engine bay, while an eight-speed automatic transmission, M-specific suspension, and all-wheel-drive round out the powertrain. The X5 M puts up sports-car-adjacent numbers in nearly every category we measure, but where it excels is shocking unsuspecting passengers with its improbable quickness. We’d still choose a Porsche Cayman almost every day of the week, but on the day that calls for a trip to the dog groomer, we’d take the X5 M—and we’d beat the Cayman away from the stoplight every time.
What’s New for 2017?
The X5 M saw a smattering of minor changes for 2017. The BMW iDrive infotainment system has been upgraded with new software, and touchscreen capability has been added to the display. The merino leather that covers the seating surfaces now can also grace the dashboard trimmings. The available Executive package includes wireless charging capability, a Wi-Fi hotspot, and enhanced USB and Bluetooth connectivity.
Pricing
Original MSRP:
Engine, Transmission, and Performance
The X5 M is shockingly quick, courtesy of a 567-hp twin-turbocharged 4.4-liter V-8 that pairs with an eight-speed automatic transmission and all-wheel drive. The all-wheel-drive system is specially tuned and can send up to 100 percent of its power to either the front or rear wheels, and the rears benefit further from a torque-vectoring differential. Most important is that this system can launch the X5 M from zero to 60 mph in 3.8 seconds and through the quarter-mile in just 12.2 seconds at 114 mph. The X5 M is an expert handler compared with most vehicles of its kind, although this comes at the price of a somewhat stiff ride. Our biggest beef is its smorgasbord of driving modes. Drivers are able to separately select between Comfort, Sport, and Sport+ settings for engine power, transmission mapping, steering feel, and the adaptive dampers. All told, there are 15 possible combinations of those drive modes. We’d have preferred two or three expertly tuned modes over the confusing mishmash BMW provides.
More on the X5 M SUV
Fuel Economy
EPA fuel-economy testing and reporting procedures have changed over time. For the latest numbers on current and older vehicles, visit the EPA’s website and select Find & Compare Cars.
Interior, Comfort, and Cargo
The X5 M’s interior has aged well, and despite providing slightly less space to spread out than some competitors, it’s comfortable and well appointed, even without the few available upgrade packages. Four-zone automatic climate control, heated 18-way power-adjustable front seats, and a panoramic sunroof are all standard, serving to justify the six-figure asking price. The X5 M is not the best cargo hauler in its class, but any vehicle that combines a sub-four-second zero-to-60-mph run with the ability to carry the whole family’s luggage is good in our book.
The Car and Driver Difference
Infotainment and Connectivity
We like the BMW iDrive infotainment system with its 10.2-inch display, navigation, quick screen responses, and well-organized menu structure. We’d like it even more if Apple CarPlay came standard, or if Android Auto was available at all. Two USB ports up front and two 12-volt outlets in the rear should keep all of the X5 M’s passengers happy, as will the standard 16-speaker Harman Kardon audio system. The X5 M’s few options include a rear-seat entertainment system and a premium Bose audio setup.
How to Buy and Maintain a Car
Safety Features and Crash Test Ratings
For more information about the BMW X5 M’s crash-test results, visit the National Highway Traffic Safety Administration (NHTSA) and Insurance Institute for Highway Safety (IIHS) websites.
Warranty
Some older vehicles are still eligible for coverage under a manufacturer’s Certified Pre-Owned (CPO) program. For more information visit our guide to every manufacturer’s CPO program.