In addition to a beefed-up new V-8, the X5 4.6is’ transmission and suspension have been thoroughly revised for less compromised sporty pavement driving for any used BMW x5. Almost the entire options list except for the navigation system has been loaded onto the 4.6is, too. Inflatable head protection is added to the rear side airbags, and a big navigation screen on a swing-out panel like you’ll find on some Mercedes models clears more room on the already large instrument panel. Add fender flares and paint that’s otherwise exclusive to the M sport sedans and roadsters in BMW’s lineup, and you can see what most of the high price is paying for. So buy used BMW X5.
The 4.6-liter engine is a bored and stroked version of the muscular 4.4-liter DOHC 32-valve V-8, with compression boosted from 10.2:1 to 10.5:1, and it retains the VANOS variable valve timing system and Motronic engine control. The redline goes up from 6200 to 7000 rpm, and the horsepower peak comes higher, at 5700 rpm versus 5400 rpm. Peak torque goes up 26 lb-ft to 350, but it comes higher up the tach, too, from 3600 rpm to 3700. The tach, and the rest of the gauges, match those of the M5, with small LED indicators that lower the redline until the engine is thoroughly warmed up. The tweaked engine requires a break-in period of 6000 miles before it reaches optimal potential, BMW says. All the more reason to buy used BMW X5.
Into the wild with the rushing BMW X5
The long list of items normally called extras includes power adjustable rear seat backrests. Curiously, there’s also a hill descent control like you’ll find on a Range Rover, which is, of course, meant to go off-road. The price of the hot-rod power is truly miserable fuel economy — 12 mpg. That figure leaves you feeling guilty that the considerable money that created the fashionable interior and gadgets should have been channeled into a lighter body and chassis. In its purest form, hot-rodding never meant just beefing up a motor; it also meant throwing out excess weight through careful trimming, cutting and lightening.
All of this behavior, plus the high-level price, makes us think the top-performing X5 should have been called an MX, but the purists at BMW likely won the argument that the M cars are those bred for the track, not the trail. That is in spite of BMW hinting and suggesting and looking very much like they’ll call you stupid if you think about taking the 4.6is off road. The 4.6is’ accelerating and braking prowess proves that this big, tall wagon can cover backroads at the same speeds you’d reserve for an M5 sedan. So does the cornering ability. At nearly 100 mph on steady sweepers, we noticed our 4.6is wanted to understeer slightly, but when we lifted the throttle the back end rotated outward just a bit. Same guy, we figure, must have tuned the M5. In reality, the standard Dynamic Stability Control kept us from making any false moves, and when we switched the DSC off, the rear-torque-biased four-wheel-drive contributed to balanced power delivery.
The 2008 BMW X5 Interior
All that mass is well controlled by the suspension, which is firmer than you’ll find on the 4.4i. What you first notice in the 4.6is is the steering is remarkably similar in feel to that of a 750iL, crisp and linear, and almost uncomfortably light for a car this heavy. The 4.6is gets vehicle speed-sensitive steering assist, while the lower-line models continue to use engine speed-sensitive assist. Because of the light steering, you can’t tell you’re turning big fat sticky 20-inch 275/40 tires (315/35 in the rear). Every bit of the tires’ capability is used in braking, too, since the front calipers are upgraded to dual piston units, which squeeze huge 14-inch vented rotors. Braking is powerful, and feels more rapid than any other SUV’s, including the ML55. So go now and buy used BMW X5.
Image Credits: www.xbimmers.com, membrane.com
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