I've never known quite what to make of the BMW X5. Compared to other midsize SUVs, it offered far less utility, with no third row and a modest cargo area. And while it handled very well for an SUV, BMW's cars handled much better still, and rode more smoothly as well.

For 2007 BMW has redesigned the X5, making it a bit more car-like and adding an optional third-row seat. BMW's wagons don't offer this option, so if you need an occasional third row and want a BMW, this is your only choice. But is it a good choice? I took a 2007 BMW X5 4.8i with Sport and Premium Packages for a test drive to find out.

Styling

The new styling is evolutionary, so much so that the average person might not notice that the body is both larger and all-new. Those in the know, though, will notice more sculpting to the bodysides and that the primary character line is now much higher up, at the level of the door handles. The overall effect is to make the X5 appear less massive and sportier. While on the one hand the effect is to make the X5 look more like the X3, the X3 has never looked good to me, there's something plain and unfinished about it, while the new X5's new design has few if any rough edges. It might be Bangles best yet.

One effect that could cut either way is that the new X5 looks smaller than the old one, despite having gained over seven inches in length, for a total of 191, and couple inches in width and height as well. It also has a way of making the standard 18-inch rims look small, something that shouldn't be possible. Luckily, the Sport Packages include 19s and 20s are even optional on the 4.8i.

Inside, the styling is similarly evolutionary, though materials seem to have been upgraded a bit. I especially like the thick band of aluminum trim that runs beneath the wood. I also like how the nav screen has been integrated without producing a second hump in the top of the instrument panel. I'm less a fan of how the doors are scooped out where they meet the dash. While this does avoid the problem of a precise fit, I don't care for this increasingly common cheat. Finally, despite the quality materials the interior, like that in other BMWs, strikes me as overly technical and cold. The surfaces and edges of the panels are overly severe.

Accommodations

I'd have to sit in them back-to-back to be sure, but my sense is that you sit lower relative to the instrument panel in the new BMW X5, but still higher than you will in an Audi Q7 or Acura MDX. Similarly, the windshield seems a bit less upright, but still more upright than many. The view forward is very open. The view rearward shares a problem with all SUVs: a child or small car could easily hide beneath the beltline. That's what the available obstacle detection and rearview camera are for.

The standard seats are a bit firm but still fairly comfortable. To these the sport seats in the Sport Package add modest side bolsters. They're pretty good, but you'll find better sport seats complete with adjustable bolsters in the 3-Series. In the X5, the optional "20-way power multi-contour seats" are the way to go. They might cost $1,200, but based on my previous experience with these seats they're worth it, offering both more comfort and more lateral support than the regular sport seats. I say "based on my previous experience" because they were not among the options on the $70,000 X5 I drove.

The second-row bench is a disappointment. The cushion is too flat, too firm, and too low to the floor to provide decent thigh support. I remember a more comfortable bench in the old X5. Despite the larger body, rear legroom remains adequate at best. You'll find just a bit less rear legroom in the cheaper X3, and considerably more in a Honda CR-V.

So the extra length must have gone into the new third row, right? Apparently not, as the optional third row is perhaps the tightest I've experienced. The seats themselves are kid-sized, and while headroom back there might be adequate for shorter adults there's no legroom to speak of unless you slide the second row forward, cutting into its already modest portion. Ventilation is provided by a single small vent between the seats. The optional entertainment system is mounted to the front center console, not the ceiling, so it's not visible from the third row. Finally, getting in and out of the third row is about as difficult as it gets.

Folding and unfolding the third row could also be easier. To fold it, the second row must first be moved forward a could inches. Then, to put it back up, you must fold the second row, reach back there, and push the seat back up. There's no way to do this from the cargo area.

A note to those who care about such things: opting for the third row deletes the space-saver spare tire. All tires are run-flats either way.

Despite the larger body, the new X5's cargo volume hasn't increased much, so it's still a bit short of the class average.

In comparison, the new, sportier Acura MDX is a bit wider but also a bit shorter and lower, yet provides substantially more room for passengers and cargo.

On the Road

This is the area where the old X5 at least partially redeemed itself, and this continues to be the case with the new one. The 350-horsepower 4.8-liter V8 moves the 5,300-pound BMW SUV almost effortlessly. And yet at low speeds the new X5 doesn't feel brutally quick. I recall a stronger shove in the lower back from the less powerful V8 in the old X5. Might be the extra 300+ pounds of mass in the 2007. Or just the additional refinement. The V8 does emit an encouraging burble mounting to a refined roar at the slightest provocation. But the Audi Q7's mill makes even sweeter sounds.

Throttle tip-in is very gradual bordering on slow in the transmission's regular mode. This might be for those X5 owners who venture off-road, where you don't want an aggressive throttle calibration. Hit the "sport" button and throttle response quickens. In this setting, the transmission also holds lower gears much longer and shifts much more firmly, even roughly. The "sport" setting is good for when you want to drive aggressively, but you won't want to live there.

In either mode, pushing the pedal to the floor gets you up to cruising speed in a jiffy.

Similarly, the steering feels slow and numb at lower speeds in casual driving. The "sport" button doesn't fix this, but the optional, highly controversial "active steering" should. It's probably not necessary. I can't explain it, but when you shift from casual to aggressive driving the steering suddenly feels firmer and sharper, and the entire vehicle shrinks in size. BMW's have a way of doing this, feeling a bit lethargic when not pushed but then feeling better and better the harder you push them.

The Sport Package's adaptive shocks and active roll-stabilization (stabilizer bars that twist against the the body's tendency to lean rather than passively resisting it) no doubt played a role in this. For such a tall vehicle, the X5 corners very flatly and with superb body control. Unlike in many SUVs, even some that hail from Europe, there's absolutely no slop or sway to speak of. Lightning quick high-speed lane changes? No problem. Dive into a hard turn at a moment's notice? Again, no problem. Point the X5 and that's where it goes. Nail the throttle mid-turn, it doesn't care, though you might feel the wheel twist deeper into the turn courtesy of the torque flowing to the front wheels.

Many criticized the old X5 for an overly rough ride. Well, I had no problems with this one, despite it being fitted with the Sport Package. The laggy low-speed throttle and driving position still conveyed to me that this was definitely a heavy SUV, but a busy, heavy-footed ride is no longer part of the mix. The X5 is the first BMW in recent memory with a front double wishbone (SLA) suspension, and the first I'm aware of with adaptive shocks. If anyone's been wondering why BMW decided that MacPherson struts and conventional shocks just wouldn't cut it anymore, you have your answer. (Yes, BMW has kept using these in its cars even as the competition has moved to fancier suspension systems.)

BMW X5 Price Comparisons and Pricing

Optioned up to the level of a 2007 Acura MDX, the six-cylinder 2007 BMW X5 lists for $12,425 more. Adjusting for feature differences cuts this to about $10,700. Still a big chunk of change. Opt for the V8 and the gap is $6,650 wider.

Comparing just the V8s, the BMW is about $6,400 more than the Audi Q7 before adjusting for feature differences, $7,100 afterwards.

Similarly, the X5 4.8i is $8,880 more than the Volvo XC90 V8 before, and still about $8,400 more afterwards.

Yeah, it's pricey.

Prices change frequently, and differences will vary based on feature level. To quickly generate these and other comparisons with the specific features you want, visit my Web site, www.truedelta.com. (It's the only site that provides true "apples-to-apples" price comparisons.)

TrueDelta's page for the BMW X5:

http://www.truedelta.com/models/X5.php

Last Words

I like the BMW X5's new styling as long as it's paired with one of the optional wheels, and the chassis is much improved. The handling is surprisingly agile and composed for such a tall, heavy vehicle. I had fun driving it.

But the second row remains tight, and the third-row truly is for kids only. It's clear that BMW's engineers were under orders to squeeze in a third row, but that their hearts weren't in it. The third rows in the Volvo and Audi SUVs are very tight, but not this tight. If you want a European vehicle with an adult-friendly third row, you've got only two choices, and they both wear the three-pointed star. To top it all off, the price is very high.

In the end, the new X5 is definitely an improvement, but its strengths and weaknesses remain much the same. So I'm still not sure there's a point to the vehicle. Sure, there might be people out there who desire a BMW and need a third row, but not much of one. But how large could this market be? And is a 5,300-pound SUV really the answer, even for these people? Maybe so, but for those who don't need the absolute best handling the Acura MDX seems to provide more vehicle for much less money.

A Note on BMW X5 Reliability

I cannot practically cover reliability within the context of this review. However, many people are interested in such information, so I've started collecting my own data. Results, once they are available, will be posted to my site, www.truedelta.com, with updates every three months.

Unlike other sources, TrueDelta will clearly identify what difference it will make if you buy an X5 rather than another vehicle by providing "times in the shop" and "days in the shop" stats (among others). You will be able to specify the number of years, annual miles, and types of repairs to include in BMW X5 reliability comparisons.

Before I can report results, I need reliability data on all cars--not just the X5--from people like you. To encourage participation, those who help provide the data will receive free access to the site's reliability information. Non-participants will have to pay an access fee.

For the details, and to sign up, visit www.truedelta.com.

A link to this website and alphabetized links to my other vehicle reviews can be found on my profile page.

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Some of my reviews of related vehicles:
Acura MDX review
Audi Q7 review
2002 BMW X5 review
Cadillac SRX review
Infiniti FX35 review
Mercedes GL-Class review