mikeyb
04-06-2005, 10:20 PM
http://www.mwerks.com/artman/uploads/features/x548_header.jpg
Forget everything you know about SUVs. That’s what the BMW X5 would say if it could talk. Since its introduction in 1999, it has broken all the rules on utility vehicles, and was the first to truly put the “S” in SUV.
Initially launched with the 4.4 liter V8 from the 540i, real muscle was added in 2002 with the ultra-high-performance 4.6is, which boasted 340 horsepower. For 2004 the 4.6-liter engine was retired in favor of the more powerful 4.8-liter V8. BMW’s top-dog Sports Activity Vehicle (SAV, in BMW-speak) gained another 15 horsepower and was appropriately rechristened the X5 4.8is.
Striking Good Looks
From day one, the most distinctive feature of the X5 has been its dynamic appearance. BMW threw away the SUV cookie cutter when they styled the X5. I’m not sure who wrote the rule stating SUVs must have flat, horizontal hoods and blunt faces, but BMW wisely disregarded it. Instead, the X5 is blessed with a sharply raked and aggressively scalloped hood that drops to a neat, narrow grille and lamp treatment, giving the front end a more sports car-like appearance.
<TABLE cellSpacing=2 cellPadding=0 width=600 align=bottom border=0><TBODY><TR><TD>http://www.mwerks.com/artman/uploads/features/x548_face.jpg</TD></TR></TBODY></TABLE>
The assertive styling continues on the sides. Bulging front fenders sweep back into a deeply sculpted character line that rises as it moves rearward. The mental trickery created by this sculpting means the X5 looks like it’s charging a switchback, even when it’s sitting parked in front of the local Starbuck’s.
The greenhouse treatment adds to the drama, with its deep windows, narrow pillars, and the signature Hoffmeister Kink in the rear quarter glass. The rear hatch plays along too, its sharp rake yielding a small amount of versatility for the sake of aesthetics. In profile, the X5 is pure BMW.
One of the features that sets the 4.8is apart visually from its less powerful stablemates is the massive rolling stock. Not 18-inch, not 19-inch, but no less than 20-inch wheels are standard issue, wearing 275/40 tires on the 9.5-inch front wheels, and beefy 315/35s on the 10-inch rears. Seen from the side, the big wheels and tires do a great job filling the dominant wheel wells, but perhaps the most impressive view of them is from behind where they appear more steam-roller-like.
The front and rear fascias of the 4.8is are featured more prominently than on other X5s. At the front, a deeper front spoiler is painted body color, drawing the bumper visually downward. At the rear, a similar treatment is used, with the diffuser color-matched to the body. A pair of large, polished rectangular exhaust tips passes through the mid-section of the rear valence for a more sporty appearance.
<TABLE cellSpacing=2 cellPadding=0 width=600 align=bottom border=0><TBODY><TR><TD>http://www.mwerks.com/artman/uploads/features/x548_rear.jpg</TD></TR></TBODY></TABLE>
The Beast Beneath
What really distinguishes the X5 4.8is, though, is its amazing powerplant. At 4.8 liters, it’s certainly not the biggest V8 you’ll find in an SUV, but then its athleticism is unmatched by most rivals. Thanks to VALVETRONIC, the big V8 makes plenty of torque; 360 lb-ft to be exact, at a very usable 3400 rpm. Maximum power, to the tune of 355 horses, arrives at 6200 rpm. The power and torque curves of the X5’s 4.8 mimic those of its maker’s legendary sports sedans, delivering lively performance at almost any engine speed.
A turn of the key brings the beast to life. The engine kicks over with a sharp “rumpa” sound before settling down to a silken smooth idle. True to BMW’s reputation, there’s not a trace of harshness to be found at any point in the powerband. The engine simply pulls strongly and smoothly from idle all the way until the rev limiter cuts in. Partial-throttle inputs are rewarded quickly and positively, and throttle modulation is exceptionally easy, considering the potential it has to release a fury.
Power is useless if it can’t be properly harnessed, and to that end BMW mated the 4.8 to only one transmission, the six-speed STEPTRONIC. Hardcore enthusiasts may lament the absence of a manual gearbox, but shouldn’t be disappointed in the way the STEPTRONIC goes about its business. Regardless of what mode the driver selects (Auto, Sport, or Manual - more on those in a minute), the transmission is crisp and decisive in its actions. There is no perceptible torque converter slip, and because it is blessed with six forward speeds, the gaps between each shift are narrow, making the rpm drop between each shift smaller. And unlike so many automatics, this transmission never second-guesses its decision to make a downshift.
<TABLE cellSpacing=2 cellPadding=0 width=600 align=bottom border=0><TBODY><TR><TD>http://www.mwerks.com/artman/uploads/features/x548_interior.jpg</TD></TR></TBODY></TABLE>
On then to this business of multiple modes. The STEPTRONIC is not your father’s HydraMatic slushbox. The driver has a choice of three forward shifting options, the behavior of each dictated by a computer program in the transmission control module. Gone is the PRNDL21 roster of options. OK, P, R, N and D are still there, just like always, but moving the lever to the left from D puts you in S/M. If all this sounds like a high school trigonometry nightmare, fear not. It’s actually very easy to use, and whatever shifting method you choose, the six gear ratios are well suited to delivering the rewarding driving experience promised by the engine.
For everyday driving, the automatic mode, D, delivers civilized and sensible shifting. The transmission moves up through the gears as rapidly as possible, making the most out of every gallon of precious premium unleaded, while at the same time isolating its passengers from the sensation of gear changes. The seamlessness of the shifting action is almost spooky.
More assertive drivers may choose S, or Sport mode. This program still shifts automatically, but with more emphasis on driver input and feedback. Lower gears are held longer in anticipation of spontaneous acceleration. The shifting actions are more pronounced, especially downshifts, which typically come at only the slightest suggestion of acceleration. The X5’s Sport mode, however, is not as intense as some other vehicles with similar programming (Audi TT 3.2 with DSG, for instance), and can be used more regularly, such as in mixed traffic and suburban trolling.
<TABLE cellSpacing=2 cellPadding=0 width=600 align=bottom border=0><TBODY><TR><TD>http://www.mwerks.com/artman/uploads/features/x548_roof.jpg</TD></TR></TBODY></TABLE>
From the S position, a flick of the shifter forward or back deactivates automatic shifting, letting the driver make his own gear selections. An LED display in the instrument cluster indicates the current gear, in case the driver should lose count of his upshifts or downshifts. This feature works well, but somehow seems more tedious than driving a genuine manual transmission. Also, BMW has chosen to separate itself from its competitors (Audi, Porsche, VW, et al) in its method of manual gear selection. Move the lever forward, you get a downshift; pull back and you get an upshift. Although there is no logic to either solution, I have become accustomed to the contrary, and on more than one occasion made an embarrassing downshift on acceleration. Thankfully the computer serves as the middleman between the transmission and the driver, preventing a catastrophic end to the fun.
Sassy Chassis
The top-of-the-line X5 carries an extra letter in its designation- the “s” is for sport. And that “s” stands for more than just additional ponies; it also means the 4.8is is equipped with a seriously sporty chassis. No X5 is a cream-puff boulevard cruiser, but the 4.8is is particularly dialed in for performance handling.
Within a couple blocks of driving, the stiff nature of the suspension becomes obvious. Compounding this are the ultra-low-profile 20-inch tires. The springs feel almost unyielding as the 5000-pound truck traverses small bumps and pavement imperfections. Slow motion over poor surfaces is not this vehicle’s strong suit.
Get it off the side streets and onto the open road, and it becomes vividly clear what this vehicle was made for. The same suspension that seems slightly harsh at low speeds reveals its true nature at highway speeds. This X5 is made for hauling four adults and a weekend’s worth of gear swiftly and safely on the Autobahn. High-speed lane changes and decreasing-radius exit ramps can’t derail the 4.8is. Body lean is almost non-existent, no small feat for such a high-roller. Like most German performance machines, it simply seems to “settle in” the faster you drive it.
A crucial safety element for any highly capable vehicle is its braking system. BMW’s have long been regarded for their excellent brakes, and the X5 4.8is is no exception. Despite its two-and-a-half ton vehicle weight and the inevitably high unsprung mass of its generous wheel and tire package, the X5 always stopped quickly and confidently. Front rotors measure a respectable 14 inches in diameter, with 12.8-inch discs in the back. Brake modulation was as perfect as you could expect, regardless of vehicle size or type, and the ABS was not overly eager to step in.
<TABLE cellSpacing=2 cellPadding=0 width=600 align=bottom border=0><TBODY><TR><TD>http://www.mwerks.com/artman/uploads/features/x548_cargo.jpg</TD></TR></TBODY></TABLE>
All X5s now benefit from BMW’s xDrive all-wheel drive system. xDrive uses not only wheel-speed sensors, but also data from the Dynamic Stability Control (DSC) system, such as yaw rate and steering wheel input. The result is a very responsive active all-wheel-drive system that works transparently and constantly, never bothering the driver with the details of its duty. xDrive not only provides an added measure of safety, but also enhances the X5’s agility by preventing excessive under-or oversteer.
Cruiser Cabin
Step into the driver’s seat, and there is no doubt you are sitting in a BMW. The supportive, sculpted seats, the clear instruments, the well laid out controls, the commanding view out of the vehicle; these all add up to the Bavarian standard.
You expect to sit high in the X5, but the view outward is even better than expected. The deep windows and narrow pillars that work so well visually on the exterior provide an almost panoramic sensation from the helm. Adding to the sense of openness is the large glass-panel sunroof above. Even with its tinted glass, the cabin of the X5 feels exceptionally airy.
<TABLE cellSpacing=2 cellPadding=0 width=600 align=bottom border=0><TBODY><TR><TD>http://www.mwerks.com/artman/uploads/features/x548_engine.jpg</TD></TR></TBODY></TABLE>
The excellent front seats look like they could have been plucked straight out of any one of BMW’s sports sedans. They offer enough side bolstering to hold you in place during any form of serious driving, but aren’t so obnoxious that you can’t get in and out of them. One of my favorite features of a BMW sport seat is the thigh extension, which gives additional support for those of us with longer legs, particularly on those long highway stretches.
The materials used in the X5 4.8is are an unexpected mix. The dashboard, for instance, is made of a nicely padded, handsomely textured black plastic that looks every bit appropriate in a top-of-the-line BMW. However, the matte silver trim that bisects the upper and lower portions of the dash, and shows up elsewhere inside, look decidedly inexpensive and, well, plasticky.
Also, the choice of cloth inserts with leather bolsters on the seats of our 2004 test vehicle seemed more suited to the base-model X5 3.0i; despite the sporty checkerboard pattern and the fact they worked very well as sport seats, they seemed a little down-market for a $70,000 vehicle. For 2005 the checkerboard cloth has been replaced with Alcantara or optional full Nappa leather can be specified instead.
Material choices aside, the dashboard is modern and efficient, and the overall look of the cabin speaks to drivers with sporting intentions. Instruments and controls are clearly marked and easy to read, including the DVD-based navigation system, and the three-spoke steering wheel is just about perfect. All the little things, like entertainment, storage and cupholders, are well conceived and executed.
<TABLE cellSpacing=2 cellPadding=0 width=600 align=bottom border=0><TBODY><TR><TD>http://www.mwerks.com/artman/uploads/features/x548_is.jpg</TD></TR></TBODY></TABLE>
Back seat space in the X5 is generous for two adults, as you would expect from a mid-size SUV. More importantly, getting in and out of the back seat is a breeze. Naturally the rear seats fold down in 60/40 fashion, more than doubling the cargo capacity should you need to haul something other than the weekly groceries.
Getting stuff into or out of the cargo hold is made simpler by the X5’s split tailgate. The upper section swings open for loading smaller items, and the lower section drops flush with the floor for big loads. This tailgate arrangement is also ideal for, of all things, tailgating. Technically you can do this in any SUV, but with the X5 you aren’t forced to sit on the dirty rear bumper. BMW was also thoughtful enough to offer a slide-out cargo floor as an option.
The Sum of the Parts
Driving the X5 4.8is is an experience unlike any other. The commanding seating position and excellent view of the world around are more reminiscent of flying a sport plane. The on-road performance is just as exhilarating. You find yourself searching for tight corners to work the chassis and long stretches of road to let the engine get its proper excercise. As long as you’re moving in this X5, you simply can’t be disappointed in it.
Some may question the need for a vehicle like the X5 4.8is. It's not a genuine off-roader in the Land Rover/Jeep tradition. And BMW already makes a 5 Series wagon. But sports car enthusiasts who suddenly find themselves with family responsibilities will discover the X5 4.8is is the perfect marriage of a German sports sedan and a highly versatile utility vehicle. You either get it, or you don't.
<TABLE cellSpacing=2 cellPadding=0 width=600 align=bottom border=0><TBODY><TR><TD>http://www.mwerks.com/artman/uploads/features/x548front.jpg</TD></TR></TBODY></TABLE>
Forget everything you know about SUVs. That’s what the BMW X5 would say if it could talk. Since its introduction in 1999, it has broken all the rules on utility vehicles, and was the first to truly put the “S” in SUV.
Initially launched with the 4.4 liter V8 from the 540i, real muscle was added in 2002 with the ultra-high-performance 4.6is, which boasted 340 horsepower. For 2004 the 4.6-liter engine was retired in favor of the more powerful 4.8-liter V8. BMW’s top-dog Sports Activity Vehicle (SAV, in BMW-speak) gained another 15 horsepower and was appropriately rechristened the X5 4.8is.
Striking Good Looks
From day one, the most distinctive feature of the X5 has been its dynamic appearance. BMW threw away the SUV cookie cutter when they styled the X5. I’m not sure who wrote the rule stating SUVs must have flat, horizontal hoods and blunt faces, but BMW wisely disregarded it. Instead, the X5 is blessed with a sharply raked and aggressively scalloped hood that drops to a neat, narrow grille and lamp treatment, giving the front end a more sports car-like appearance.
<TABLE cellSpacing=2 cellPadding=0 width=600 align=bottom border=0><TBODY><TR><TD>http://www.mwerks.com/artman/uploads/features/x548_face.jpg</TD></TR></TBODY></TABLE>
The assertive styling continues on the sides. Bulging front fenders sweep back into a deeply sculpted character line that rises as it moves rearward. The mental trickery created by this sculpting means the X5 looks like it’s charging a switchback, even when it’s sitting parked in front of the local Starbuck’s.
The greenhouse treatment adds to the drama, with its deep windows, narrow pillars, and the signature Hoffmeister Kink in the rear quarter glass. The rear hatch plays along too, its sharp rake yielding a small amount of versatility for the sake of aesthetics. In profile, the X5 is pure BMW.
One of the features that sets the 4.8is apart visually from its less powerful stablemates is the massive rolling stock. Not 18-inch, not 19-inch, but no less than 20-inch wheels are standard issue, wearing 275/40 tires on the 9.5-inch front wheels, and beefy 315/35s on the 10-inch rears. Seen from the side, the big wheels and tires do a great job filling the dominant wheel wells, but perhaps the most impressive view of them is from behind where they appear more steam-roller-like.
The front and rear fascias of the 4.8is are featured more prominently than on other X5s. At the front, a deeper front spoiler is painted body color, drawing the bumper visually downward. At the rear, a similar treatment is used, with the diffuser color-matched to the body. A pair of large, polished rectangular exhaust tips passes through the mid-section of the rear valence for a more sporty appearance.
<TABLE cellSpacing=2 cellPadding=0 width=600 align=bottom border=0><TBODY><TR><TD>http://www.mwerks.com/artman/uploads/features/x548_rear.jpg</TD></TR></TBODY></TABLE>
The Beast Beneath
What really distinguishes the X5 4.8is, though, is its amazing powerplant. At 4.8 liters, it’s certainly not the biggest V8 you’ll find in an SUV, but then its athleticism is unmatched by most rivals. Thanks to VALVETRONIC, the big V8 makes plenty of torque; 360 lb-ft to be exact, at a very usable 3400 rpm. Maximum power, to the tune of 355 horses, arrives at 6200 rpm. The power and torque curves of the X5’s 4.8 mimic those of its maker’s legendary sports sedans, delivering lively performance at almost any engine speed.
A turn of the key brings the beast to life. The engine kicks over with a sharp “rumpa” sound before settling down to a silken smooth idle. True to BMW’s reputation, there’s not a trace of harshness to be found at any point in the powerband. The engine simply pulls strongly and smoothly from idle all the way until the rev limiter cuts in. Partial-throttle inputs are rewarded quickly and positively, and throttle modulation is exceptionally easy, considering the potential it has to release a fury.
Power is useless if it can’t be properly harnessed, and to that end BMW mated the 4.8 to only one transmission, the six-speed STEPTRONIC. Hardcore enthusiasts may lament the absence of a manual gearbox, but shouldn’t be disappointed in the way the STEPTRONIC goes about its business. Regardless of what mode the driver selects (Auto, Sport, or Manual - more on those in a minute), the transmission is crisp and decisive in its actions. There is no perceptible torque converter slip, and because it is blessed with six forward speeds, the gaps between each shift are narrow, making the rpm drop between each shift smaller. And unlike so many automatics, this transmission never second-guesses its decision to make a downshift.
<TABLE cellSpacing=2 cellPadding=0 width=600 align=bottom border=0><TBODY><TR><TD>http://www.mwerks.com/artman/uploads/features/x548_interior.jpg</TD></TR></TBODY></TABLE>
On then to this business of multiple modes. The STEPTRONIC is not your father’s HydraMatic slushbox. The driver has a choice of three forward shifting options, the behavior of each dictated by a computer program in the transmission control module. Gone is the PRNDL21 roster of options. OK, P, R, N and D are still there, just like always, but moving the lever to the left from D puts you in S/M. If all this sounds like a high school trigonometry nightmare, fear not. It’s actually very easy to use, and whatever shifting method you choose, the six gear ratios are well suited to delivering the rewarding driving experience promised by the engine.
For everyday driving, the automatic mode, D, delivers civilized and sensible shifting. The transmission moves up through the gears as rapidly as possible, making the most out of every gallon of precious premium unleaded, while at the same time isolating its passengers from the sensation of gear changes. The seamlessness of the shifting action is almost spooky.
More assertive drivers may choose S, or Sport mode. This program still shifts automatically, but with more emphasis on driver input and feedback. Lower gears are held longer in anticipation of spontaneous acceleration. The shifting actions are more pronounced, especially downshifts, which typically come at only the slightest suggestion of acceleration. The X5’s Sport mode, however, is not as intense as some other vehicles with similar programming (Audi TT 3.2 with DSG, for instance), and can be used more regularly, such as in mixed traffic and suburban trolling.
<TABLE cellSpacing=2 cellPadding=0 width=600 align=bottom border=0><TBODY><TR><TD>http://www.mwerks.com/artman/uploads/features/x548_roof.jpg</TD></TR></TBODY></TABLE>
From the S position, a flick of the shifter forward or back deactivates automatic shifting, letting the driver make his own gear selections. An LED display in the instrument cluster indicates the current gear, in case the driver should lose count of his upshifts or downshifts. This feature works well, but somehow seems more tedious than driving a genuine manual transmission. Also, BMW has chosen to separate itself from its competitors (Audi, Porsche, VW, et al) in its method of manual gear selection. Move the lever forward, you get a downshift; pull back and you get an upshift. Although there is no logic to either solution, I have become accustomed to the contrary, and on more than one occasion made an embarrassing downshift on acceleration. Thankfully the computer serves as the middleman between the transmission and the driver, preventing a catastrophic end to the fun.
Sassy Chassis
The top-of-the-line X5 carries an extra letter in its designation- the “s” is for sport. And that “s” stands for more than just additional ponies; it also means the 4.8is is equipped with a seriously sporty chassis. No X5 is a cream-puff boulevard cruiser, but the 4.8is is particularly dialed in for performance handling.
Within a couple blocks of driving, the stiff nature of the suspension becomes obvious. Compounding this are the ultra-low-profile 20-inch tires. The springs feel almost unyielding as the 5000-pound truck traverses small bumps and pavement imperfections. Slow motion over poor surfaces is not this vehicle’s strong suit.
Get it off the side streets and onto the open road, and it becomes vividly clear what this vehicle was made for. The same suspension that seems slightly harsh at low speeds reveals its true nature at highway speeds. This X5 is made for hauling four adults and a weekend’s worth of gear swiftly and safely on the Autobahn. High-speed lane changes and decreasing-radius exit ramps can’t derail the 4.8is. Body lean is almost non-existent, no small feat for such a high-roller. Like most German performance machines, it simply seems to “settle in” the faster you drive it.
A crucial safety element for any highly capable vehicle is its braking system. BMW’s have long been regarded for their excellent brakes, and the X5 4.8is is no exception. Despite its two-and-a-half ton vehicle weight and the inevitably high unsprung mass of its generous wheel and tire package, the X5 always stopped quickly and confidently. Front rotors measure a respectable 14 inches in diameter, with 12.8-inch discs in the back. Brake modulation was as perfect as you could expect, regardless of vehicle size or type, and the ABS was not overly eager to step in.
<TABLE cellSpacing=2 cellPadding=0 width=600 align=bottom border=0><TBODY><TR><TD>http://www.mwerks.com/artman/uploads/features/x548_cargo.jpg</TD></TR></TBODY></TABLE>
All X5s now benefit from BMW’s xDrive all-wheel drive system. xDrive uses not only wheel-speed sensors, but also data from the Dynamic Stability Control (DSC) system, such as yaw rate and steering wheel input. The result is a very responsive active all-wheel-drive system that works transparently and constantly, never bothering the driver with the details of its duty. xDrive not only provides an added measure of safety, but also enhances the X5’s agility by preventing excessive under-or oversteer.
Cruiser Cabin
Step into the driver’s seat, and there is no doubt you are sitting in a BMW. The supportive, sculpted seats, the clear instruments, the well laid out controls, the commanding view out of the vehicle; these all add up to the Bavarian standard.
You expect to sit high in the X5, but the view outward is even better than expected. The deep windows and narrow pillars that work so well visually on the exterior provide an almost panoramic sensation from the helm. Adding to the sense of openness is the large glass-panel sunroof above. Even with its tinted glass, the cabin of the X5 feels exceptionally airy.
<TABLE cellSpacing=2 cellPadding=0 width=600 align=bottom border=0><TBODY><TR><TD>http://www.mwerks.com/artman/uploads/features/x548_engine.jpg</TD></TR></TBODY></TABLE>
The excellent front seats look like they could have been plucked straight out of any one of BMW’s sports sedans. They offer enough side bolstering to hold you in place during any form of serious driving, but aren’t so obnoxious that you can’t get in and out of them. One of my favorite features of a BMW sport seat is the thigh extension, which gives additional support for those of us with longer legs, particularly on those long highway stretches.
The materials used in the X5 4.8is are an unexpected mix. The dashboard, for instance, is made of a nicely padded, handsomely textured black plastic that looks every bit appropriate in a top-of-the-line BMW. However, the matte silver trim that bisects the upper and lower portions of the dash, and shows up elsewhere inside, look decidedly inexpensive and, well, plasticky.
Also, the choice of cloth inserts with leather bolsters on the seats of our 2004 test vehicle seemed more suited to the base-model X5 3.0i; despite the sporty checkerboard pattern and the fact they worked very well as sport seats, they seemed a little down-market for a $70,000 vehicle. For 2005 the checkerboard cloth has been replaced with Alcantara or optional full Nappa leather can be specified instead.
Material choices aside, the dashboard is modern and efficient, and the overall look of the cabin speaks to drivers with sporting intentions. Instruments and controls are clearly marked and easy to read, including the DVD-based navigation system, and the three-spoke steering wheel is just about perfect. All the little things, like entertainment, storage and cupholders, are well conceived and executed.
<TABLE cellSpacing=2 cellPadding=0 width=600 align=bottom border=0><TBODY><TR><TD>http://www.mwerks.com/artman/uploads/features/x548_is.jpg</TD></TR></TBODY></TABLE>
Back seat space in the X5 is generous for two adults, as you would expect from a mid-size SUV. More importantly, getting in and out of the back seat is a breeze. Naturally the rear seats fold down in 60/40 fashion, more than doubling the cargo capacity should you need to haul something other than the weekly groceries.
Getting stuff into or out of the cargo hold is made simpler by the X5’s split tailgate. The upper section swings open for loading smaller items, and the lower section drops flush with the floor for big loads. This tailgate arrangement is also ideal for, of all things, tailgating. Technically you can do this in any SUV, but with the X5 you aren’t forced to sit on the dirty rear bumper. BMW was also thoughtful enough to offer a slide-out cargo floor as an option.
The Sum of the Parts
Driving the X5 4.8is is an experience unlike any other. The commanding seating position and excellent view of the world around are more reminiscent of flying a sport plane. The on-road performance is just as exhilarating. You find yourself searching for tight corners to work the chassis and long stretches of road to let the engine get its proper excercise. As long as you’re moving in this X5, you simply can’t be disappointed in it.
Some may question the need for a vehicle like the X5 4.8is. It's not a genuine off-roader in the Land Rover/Jeep tradition. And BMW already makes a 5 Series wagon. But sports car enthusiasts who suddenly find themselves with family responsibilities will discover the X5 4.8is is the perfect marriage of a German sports sedan and a highly versatile utility vehicle. You either get it, or you don't.
<TABLE cellSpacing=2 cellPadding=0 width=600 align=bottom border=0><TBODY><TR><TD>http://www.mwerks.com/artman/uploads/features/x548front.jpg</TD></TR></TBODY></TABLE>