2015 BMW X5 REVIEW

What is it?

This is the BMW M division’s take on an SUV, the X5 M, finally in the UK after an exhaustive build-up (releasing the X6 M at the same time probably didn’t help matters).

These models represent the M division’s first xDrive variants, and they both use the 4.4-litre twin-turbocharged V8 engine that could well form the basis of the next M5.

It’s a potent unit, sure enough, making the X5 M the most powerful M car to date. Its 547bhp sounds impressive enough; more startling is the 502lb ft of torque, which is available from just 1500rpm right up to 5650rpm. That’s enough for the X5 to crack 0-62mph in 4.7sec and reach a limited top speed of 155mph.

Other stats of note? It costs £76,110, returns a claimed 20.3mpg (combined) and emits 325g/gkm of CO2.

What’s it like?

Shockingly rapid, for starters. If the X5 M has an obvious rival it’s Porsche’s Cayenne Turbo, and it’s more than up to the task of taking it on. The BMW is considerably more powerful and while it’s slightly weaker in terms of torque, the spread at which its twist is available is a few thousand rpm wider. So in raw pace, there’s not much to choose between the two high-performance heavyweights.

The X5 M is 0.4sec quicker to 62mph, and while its limiter stops the fun 16mph before the Porsche maxes out, that’s unlikely to bother anyone in real-world conditions (and if you’re intending to try it out, can you let me know so I can be in a different county?).

Dynamics? Well, this is still an SUV – but as long as you keep that fact in the back of your mind, it’s reasonably effective. Body control has long been an X5 strength and the X5 M builds on this; it hangs on with admirable aplomb around corners, helped by steering that is a little on the heavy side, but impressively feelsome for something of this size. The six-speed automatic gearbox is quick enough, too; it’s rarely caught out.

There are downsides, though, and they do a disappointingly decent job of spoiling the party. First, the X5’s cabin – while acceptable at just north of £40k – falls short of the plushness required at almost double that figure. Truth is, the M’s cabin feels little different from that of a regular diesel X5.

More importantly, though, the quest to give the X5 the same cornering ability as an M5 has resulted in a ride that is borderline unacceptable. We could forgive some choppiness around the suburban rat-run, if that were the only gripe. But you’ll find yourself jiggling around in the seat on all but the smoothest motorways too, and hanging on for dear life on a bumpy B-road. The seats could use more lateral support, which would help with this, but you’ll still be sitting too high up to feel totally connected to the road beneath.

While we’ve little doubt that M division has sunk a commendable amount of resources into this project, it has ultimately failed to change the laws of physics, so while the X5 M has the raw pace of an M3, it lacks the poise, balance and finesse of that car. This car feels like it should have been called xDrive60i, or even xDrive60m, but it falls short of justifying its M status.

Worryingly, too, the engine plays its part in that failure. Its note is nowhere near as pleasant as the M3’s naturally aspirated V8, or the V10 unit in the outgoing M5.

Should I buy one?

Enjoyable though the wall of torque is, we can’t quite bring ourselves to recommend a 2.4-tonne SUV that’ll struggle to break 20mpg in everyday use. The X5 M feels like a vehicle for another time – or at least, a country with lower fuel prices.

And while the M tuning has added a little extra capability in corners, too high a price has been paid in terms of ride quality. Harder still to forgive is the fact that it singularly fails to feel like an M car.

Doubtless this vehicle will draw a few buyers away from Porsche’s Cayenne Turbo; it is marginally softer on the soul, after all. They may even enjoy the launch control system, the undeniably strong surge of power, the harsh ride and heavy steering and consider themselves fortunate to have bought what is one of the best ‘high-performance SUVs’.

But if they think they’ve stumped up £76k for one of M division’s finest creations, they’ll be kidding themselves.

BMW i8. The interesting thing to know about the BMW i8

1. It's made of old iPhones

The windscreen and windows in the BMW i8 are made from ordinary glass, but the rear window is made of the same chemically hardened glass that smartphones are made from. It's stronger than ordinary glass, so it can be made thinner (hence lighter) and it offers better sound-proofing from the rear-mounted petrol engine.

2. It has laser freakin' headlights

Screw LEDs, the i8's packing lasers, so the next time you get stuck in traffic, you can blast other motorists to oblivion. OK, that last bit's not strictly true. As standard, the BMW i8 comes with nifty LEDs, but BMW also offers lasers as an optional extra. These, it says are 1,000 times brighter than LED headlights but use half the power, reducing electrical draw on the batteries and engine. Now if only they could make a version you could use to cut cyclists in half with. We wouldn't use it for that of course, but it'd be an interesting technical achievement we think you'll agree.

3. It's a 4x4

BMW doesn't recommend you go greenlaning in it, but the i8 is driven by all four wheels. It uses a 1.5-litre turbocharged engine and six-speed automatic gearbox to drive the rear axle, but also has a 131hp, 250Nm electric motor driving the front wheels. Suck on that, Land Rover.

4. It may be electric, but it's incredibly light

Hybrids and electric cars are meant to be heavy, which is the last thing you want in a sports car. Luckily, BMW has worked hard on keeping the i8's kerb weight to a bare minimum. It tips the scales at a very respectable 1,490kg, which on a par with, and in some cases lighter than many sports cars. The Ferrari 458 Italia, for reference, has a kerb weight of 1,485kg. The Aston Martin V12 Vantage, meanwhile, is comparably lardy at 1,680kg. The i8 is even a par with many ordinary petrol and diesel hatchbacks. The Ford Focus, which is no lardarse, weighs between 1,270kg and 1,471kg depending on spec.

5. It's flippin' fast

With the motor and engine working in tandem, the i8 has access to a sizeable 362bhp and 570Nm of torque. The Aston Martin V8 Vantage has more power and less torque (420bhp and 470Nm) but the BMW i8 will do 0-62mph in 4.4 seconds – 0.3 seconds faster than the Aston. AWD should help it corner and grip better, too. Top speed is a very respectable 160mph.

6. It makes the Prius look thirsty

BMW claims the i8 can return 113mpg. An ordinary Toyota Prius is good for a paltry 72mpg. What's more, the i8 can be driven for 22 miles on electric power alone at speeds of up to 75mph, and when you're done you can plug it in and recharge the thing in 3 hours from an ordinary plug socket. Obviously, you don't have to use electricity all the time. Fill the tank with dinosaur juice from your local Shell and it'll travel for 310 miles without stopping.

7. It has bicycle wheels

Not really. But it does have optional carbon wheels, which some high-end bicycles use. These save an impressive 3kg each over the standard, already lightweight, alloy wheels. If you're desperate to eek out a bit more performance, extend your driving range or just fancy splashing a bit more cash, these are a no-brainer.

8. It'll call you an ambulance if you crash it

The BMW i8 is fitted with more tech than you'll know what to do with. Automatic wipers with rain sensors, cameras all around the bodywork to help you park without scuffing the paintwork, pedestrian recognition with automatic braking. It'll even call the emergency services if special accelerometers in the chassis detect a crash.

9. It comes with its own credit card

This one's a lie. But it does come with a ChargeNow card that you can use to pay for electricity without handing any cash over. That's like a credit card, isn't it? Sort of?

10. It's the only car you'll ever need.

The BMW i8 has a price tag of 100,000. That's expensive compared to, say a Ford Fiesta, but it's bloody good value compared to cars that offer similar performance. Sports cars like the V8 Vantage will set you back in the region of £85,000, but then you'll have to splash out on a more sensible car to prevent their running costs making you bankrupt. The BMW i8 on the other hand, offers similar performance to its sports car peers and costs next to nothing to drive. What's not to like?

11. Except the convertible version

Bonus thing! Yup, BMW's also working on a drop top i8, and we want that version even more.