Used BMW X5 2013-2018 review

BMW will offer six X5 powertrains, starting with a new two-wheel-drive 215bhp sDrive 25d, a four-wheel-drive xDrive version of the same, and xDrive 30d (255bhp), 40d (309bhp) and M50d (376bhp) diesels. The sole petrol option is a twin-turbocharged 4.4-litre V8, producing 443bhp, badged the xDrive 50i, and 567bhp for the X5 M. There is also an hybrid option in the form of xDrive40e iPerformance driven by a 2.0-litre, four-cylinder petrol engine and an 110bhp electric motor.

BMW’s efficient dynamics mission and the use of the latest eight-speed automatic gearbox means the xDrive 30d's motor gains 13bhp and 15lb ft of torque, and sprints to 62mph 0.7sec quicker, despite emitting 33 fewer grams of CO2 at 162g/km. BMW can also claim substantial economy gains for the 4.4-litre petrol V8, which has an official combined figure of 27.2mpg.

Attempting to stay as true to its natural dynamic as possible, the X5 was conceived with a rear-wheel-drive bias. The original, E53 generation of the X5 sent about 60 per cent of the torque to the back axle by default, and so does this new one, the F15 generation.

However, the latest xDrive system is now capable of sending almost 100 per cent of available power to either end if the Dynamic Stability Control senses a dramatic loss of traction. In the interests of efficiency, the set-up – which uses an electronically controlled multi-plate clutch to shuffle drive between nose and stern – has also had 1.4kg subtracted from it. Every little helps.

In the case of the M50d, the rear differential is supplemented by Dynamic Performance Control, the limited-slip-diff-mimicking function previously seen on the previous-generation X5 M, which vectors torque between the wheels as its sensors see fit.

Clearly, this is intended to enhance cornering, but BMW also provides the X5 with an Automatic Differential Brake, a driver aid that brakes a spinning wheel so that peak torque only finds its way to a corner with purchase.

We liked the introduction that BMW gave us to its M Performance line-up (the M135i hot hatch) and understand why the maker should choose the fastest diesel X5 to tear in with another. This time around, though, it seems to have tried too hard with the M50d – turned up the volume knob a notch too far. Perhaps that’s because a baseline X5 will already distinguish itself as quite a sporty prospect.

Whatever the cause, the result is a model that doesn’t get close to the combination of comfort and easy agility of a Range Rover Sport. Even on the motorway, you’ll note as much if you’re unwitting enough to deselect Comfort mode on the Drive Performance Control. Do this and the X5 can find irregularities in the road surface in the most unexpected places, and over the bigger ones it thinks little of bump-steering its way off course and jostling its occupants.

How much added involvement you get in exchange for the flawed rolling comfort is questionable. The steering is certainly direct and the chassis taut, grippy and capable of soaking up whatever you can throw at it on the road. There is, however, little finesse here. In place of actual steering feel, the best you can expect through the rim is wheel-fight as the driveline shunts all that torque between axles.

This big, somewhat brutish BMW turns out to be not without a party trick when the grip under its wheels begins to run low and its asymmetrical driveline is asked to prove its mettle.

In low-grip conditions, the M50d’s off-throttle balance is good enough to allow you to play with the car’s attitude through a long corner. You can steer the car on the throttle up to a point, but the X5 will never drive its way into steady-state oversteer. You always need positive steering angle involved to prevent the drive system wrestling the car out of a slide.

Our experience of equivalent Audis fitted with the firm’s sport differential suggests that they’re a bit more delicate and controllable in transition, yet also easier to manage. In the dry, the X5’s handling is more stable but also more monotone.

Grip is balanced much more towards the rear axle, with understeer governing your pace. Body control is very good, but those optional active anti-roll bars do seem to put unwanted force through the front wheels at times.