Distance: 248km
Dates: 3-4 May, 2024
Location: New York, New Jersey
Up front: There are too many standard features to list, but I will list a couple of my favourites. The 5-Series of yesteryear used to have with upper back support, but it’s only available in the X7 and 7-Series now. The seat adjustment, including the headrest, are fully electric. The driver can even control the passenger seat from their side. Everything you touch feels premium and driving controls are logically laid out, as it usually is in a BMW. The heads-up display is practical and the dual curved screens are easy to read.
However, too many non-driving controls, such as climate, radio, and screen brightness are more than one level deep in the touchscreen menu. This is distracting and reduces safety. I prefer the physical buttons of the previous generation X-series. You get pre-conditioning to heat or cool the car before you get back in, but it heats the car in May by default when it’s warm outside with no option to set temperature. The mirrors are also too small for a full-size crossover. The similarly-priced Jeep Wagoneer has a blind spot mirror and can turn its surround view camera on with a single touch for tight manoeuvres.
In the back: The two outboard seats in the second row are heated as are the two seats in the third row. Five-zone climate control means the kids in the back don’t have to beg for cool air from the front on long trips, plus they get their own sunroof in the third row. However, you can only control the third row sunroof from the second row. While there are two USB-C ports for the second row, the third row doesn’t get any, and optional seat back screens are only available to row two.
Cargo space isn’t as generous as similarly-priced American rivals like the Jeep Wagoneer or the Cadillac Escalade. Drivers get a choice between hauling seven bodies or seven large suitcases. Pick one. BMW has used the iconic split tailgate since the first generation X5 and this one is electric, but very slow. Seats also fold electrically and are very slow, too.
Driving: This is the most dynamic driving full-size crossover available on the mass market. The peppy turbocharged inline six pumps out 375hp, capable of catapulting the car firmly over 210km/h on the highway and still maintain composure. It has a superior powertrain, superior driving dynamics, and delivers superior confidence to the driver. Sport mode hangs out in higher revs and is slightly more responsive, but comfort won’t disappoint at speed either. The steering is precise—allowing 70km/h on cloverleaf intersections for an easier merge.
It’s a hybrid, so comfort or EcoDrive are the only modes that engage regenerative braking. Despite its heft with the extra battery, it still feels balanced on twisty roads. The turbocharger lags about three-quarters of a second at acceleration, too bad there’s no naturally aspirated version of this behemoth. Braking is also abrupt; after using regenerative braking on long and gradual stretches of deceleration, the final 5km/h is jerky. It’s awesome on the highway, and hesitant in the city.
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