Review: Return of the Chief

There are big movements afoot at Chrysler these days. The company that filed for bankruptcy protection just last year, held a sense of uncertainty and gloom over the pentastar brands. However, they are about to break that trend with a plethora of exciting new vehicles.

The first vehicle to receive the increased attention is the 2011 Jeep Grand Cherokee. Billed as a luxury off-roader, the Cherokee is another SUV that tries to mix top levels of luxury into a vehicle capable of getting itself dirty where ever the driver may care to take it. Many have failed in this attempt, and indeed, the last generation Grand Cherokee lacked a quality interior, while the drive was still very much soft-road oriented to to do battle with other high-end SUV's.

That changes for the 2011 model year, however. The new Grand Cherokee gets a bold new look, vastly improved interior design, and with help from an old elegance with Daimler, it now has a body stiff enough to take on even the most expensive in the business.

While exterior received a fair amount of attention, it was not the weak point of the outgoing model. The interior of the 2010 lacked any real luxury appointments and was of a design that seamed to age in front of your eye's. Jeep put a full court press into updating the interior to a higher standard. A sharp new design is complemented by premium soft-touch materials. However, it's the little details that make the Cherokee's interior truly great. Door storage bins are tapered, chrome vent handles have a soft rubber grip, while aluminum scuff slats line the rear cargo area add an extra touch of class. Drivers are also offered several feature upgrades including real wood and leather, heated steering wheel, heated and ventilated front seats, heated rear seats, four-way power lumbar controls, rain-sensitive wipers, Keyless Enter-N-Go, ParkView rear back-up camera and power tilt/telescoping steering column with memory. It's a coming together of hundreds of little insignificant details that make the interior of the Grand Cherokee a such a great place to spend your time.

Many will fondly remember the diesel version of the Cherokee that proved to be quite popular that offered increased off-road, towing and fuel efficiency abilities over the gasoline counterparts. As of yet there is no diesel version coming to Canada, however,  Jeep are quick to point out that the all-new flexible-fuel, 3.6L Pentastar V-6  gets better fuel efficiency than the outgoing diesel. The Pentastar engine features an 11 percent improvement in fuel economy, delivering up to 10.2 L/100km, Variable-valve Timing, 290 hp and 260 lb.-ft. Of course those that want a little more rumble under the right foot can opt for the 5.7L HEMI V-8 in the top three trim levels.

Moving our way down the driveline, Jeep has offered up three different 4x4 options to choose from. The Quadra-Trac I, Quadra-Trac II and the Quadra-Drive II. Quadra-Trac I is a full-time AWD single speed transfer case with a 50/50 torque split offered on the base V-6. Quadra-Trac II is an electronically controlled two-speed unit that is available with a 2.72 low range ratio and Selec-Terrain, which allows the driver to choose from five different surface conditions. Auto is designated for everyday driving. Snow, is tuned to minimize oversteer and maximizes traction. Sport reduces traction control and gives a RWD feel. Sand/Mud maximizes traction and allows for additional wheel slip. Finally Rock is available in 4-Low and activates hill descent.

Along with the drivetrain layouts, Jeep is now offering Quadra-Lift, which implements air springs in place of the regular coil springs found on the base V-6. Controlled with the Selec-Terrain or manually, Quadra-Lift allows the Cherokee to be lowered nearly 4 cm for entry and exit, will lower 1.3 cm for performance driving or can raise the Cherokee 3.3 cm in off-road I, or 6.6 cm in off-road II. In off-road II, the Cherokee reaches a top ground clearance of 21.8 cm, for off-road duties.

So now that we have the technicals out of the way, lets get into the drive. I chose the base Laredo as my first vehicle as this comes standard with the all-new Pentastar V-6. Smooth is the optimum word here, as both the engine and the ride were revelation of quality. The V-6 pulled strong throughout the power-band and really was as efficient as Jeep promised. Having to settle for the base engine never seemed so good, in fact I actually preferred it over the rather brutish and guzzling HEMI counterpart. My only complaint was with the aging 5-speed automatic transmission, which lost a lot of rpm on upshifts and struggled to find the right gear going up hills. This should be rectified with Chrysler just signing a deal to build the ZF 8-speed automatic, that will likely make its way into the Cherokee in a few years time.

However, one of the most enduring factors that was left with me in driving the Cherokee was the increase in quality handling. The base Cherokee drove as smooth as a Lexus, and could likely give a BMW a run in the handling department. The strength of the new chassis is blatant, and really takes this vehicle into another level. The base V-6 was a joy to drive in the twisties, however, I found that the big V-8 with the Quadra-Lift suspension was much softer and moved around more than I would have liked. Were the base Cherokee made huge new strides in on-road abilities, the Quadra-Lift equipped V-8 reminded me of the older, softer Cherokee, one more suitable for those who intend to use it off-road

It is a Jeep after all, and Jeeps go anywhere. Don't let the flashy new disguise fool you, as this is one of the most capable luxury off-roaders going and is Trail Rated. Set loose in the Hollister Hills Recreational Area, we dragged the Cherokee up some impressive washouts and down steep sandy drops. Despite being equipped with all-season tires, the Cherokee upheld the brands recognitions for off-road excellence. For the four-wheeling gear-heads out there frothing at the mouth to know what type of numbers equate to in the off-road department, ground clearance is listed at 218 mm, with at 26.3-degree approach 26.5 departure angles and and a break-over of 18.8-degree with standard suspension. Opt for the air springs and those numbers change to 270 mm, 34.3-degrees, 29.3-degrees and 23.1-degrees.

The 2011 Grand Cherokee is currently being shipped to dealerships and will be available in four different trim levels. The base Laredo E which only comes with the Pentastar V-6 and starts at $37,995. The Laredo X upgrades interior features and offers the HEMI and Off-Road Group II as an option with Selec-Terrain and Quadra-Lift. The Limited comes standard with Quadra-Trac II, Selec-Terrain and HID headlamps and starts at $46,998 while the Overland tops the line with standard GPS, Quadra-Lift and 20-inch wheels. For a vehicle who's next closest rival is represented by the Land Rover Range Rover, the Cherokee represents a massive bang for buck in the luxury 4x4 segment.

Specifications:

MSRP: $37,995 - $49,995

Type: 5-door, 5-seat SUV

Layout: Front engine/4x4

Engine: 3.8L V-6/5.7L V-8

Power: 290/360

Torque: 260/390

Transmission: 5-speed automatic

Brakes: Ventilated discs (front and rear)

Fuel economy: 13.0 L/100km City; 8.9 L/100km Hwy/15.7 L/100km City; 10.6 L/100km Hwy

Review: BMW X6 ActiveHybrid

BMW have dived into yet another segment of the automotive field, that of the hybrid. They are not new to green motoring, as massive amounts of capital and R&D have been invested into the companies successful diesel vehicle lines, while all-electric versions of both BMW's and MINI's are currently undergoing consumer testing for future production. However, the power that a hybrid vehicle has in todays eco-fanatical market is a strong one, one they have now joined.

In typical BMW style, the first hybrid to adorn the spinning blue and white prop badge has a heavy dose of performance injected into the recipe. Hybrids are most often known to be overweight and underpowered vehicles, however the ActiveHybrid X6 is packing 480 hp and an earth moving 575 lb-ft of torque. The ActiveHybrid version of the X6 has made no sacrifices in the name of a eco-friendly monicker. It is exactly the same as the regular 4.4L V-8 powered X6, with the addition of a NiMH (nickel-metal hydride) battery pack located under the cargo area floor, some minor tuning and a hybrid electric propulsion system.

Like many hybrids, the X6 has to deal with the added weight of the extra hardware mounted on board. With all the standard luxuries that you expect with any BMW, the X6 balloons to 2,580 kg in weight, something that does present a handicap in several area's. One area is this has effected is the low speed electric only drive. With a good charge on the battery, the X6 can be driven lightly under purely electric power, up to 60 kmh. However, the added weight makes the technique of keeping as much load off the throttle a tough affair, and only the most patient drivers will be able to get the most out of the batteries charge.

The ActiveHybrid is considered a performance hybrid, however, a hybrids purpose is fuel efficiency. As BMW already have an industry leader in the form of the X5d, the X6 weight strikes once again, as I averaged 12.1L/100km in the X6, and 9.2L/100km in the X5d. As the X5 is by no means a slouch in the performance department as well and has the advantage of more cargo space, better visibility and by my accord, better looks than the X6.We may have ourselves an inter-brand rivalry building here.

While driving in the city may be a tricky affair, in terms of getting the most out of the electric drive, driving on the highway is an absolute pleasure. The steering is as direct and communicative as any BMW, and those seats are the best in the business. The acceleration potential of the X6 is something to behold despite the weight. The big raspy V-8 barks, the electrics spark to life and the big X6 effortlessly powers forward down the road to the surprise of unsuspecting  motorists. But there is a draw back with the X6's abilities. Like most luxury vehicles, the drivers sensation of speed is quite dulled, this matched with massive power, and with three different variables to distribute power, I found that the X6 would often gain up to 40 kmh of speed on the freeway without my knowing. The highly recommended heads-up display showing my speed in the windshield tipped me off to the situation just in time to rectify it before coming across a radar wielding officer.

Likewise, I was unhappy with the brake pedal. A brake pedal in hybrid vehicles is only used to tell an onboard computer how hard you want to brake, it then directs that information to both the regenerative braking system on the electric motors and the actual brakes themselves. As such, the brake pedal has zero feel and pourly connects the driver to the vehicle. It felt like there was a balloon stuck underneath the pedal. Also, I'm never a fan of the active brake force adjustments which changes the force of braking used.

There is no doubt about it, the ActiveHybrid X6 is an impressive bit of kit, and a great vehicle that proves hybrids can be exciting vehicles. However, with the quality of the X5d available for over $30,000 less then the ActiveHybrids $99,900 starting price, it may not be the right choice for those looking for the best fuel efficiency. The  ActiveHybrid will be attractive to those with an insatiable appetite for a high performance crossover, with the unique coupe look couple with the stigma of driving a hybrid. 

Review: Lexus RX350

Every luxury carmaker has one, and I really can’t stand the bloody things, they drive me mad. They take the drivers concentration away from the road so you can adjust the climate to a sane level, or turn the music down, or look at a map to find out just where the hell you are. I’m talking about the on-board computer. The large computer screen in the middle of the dash that has a dictatorship over all the on-board systems, which includes some annoying puck, disc knob or lever to actuate through the maze of menu options and controls.

 

Guess what Lexus is showing off in the new RX350? You guessed it, another electronic dash dictator. But this one is different. While other systems use some foreign knob or lever that requires a weeks training to coming to terms with, Lexus has designed something that’s already familiar to your hand and mind - a computer mouse. While its not exactly the same as the one connected to your PC, it is somewhat familiar, making it easier to get the job done. And while this system is a great step forward from the old confusing way of navigating the Lexus dash, and it is one of the simplest systems out there, I still can’t but wonder what was ever wrong with knobs and dials.

Not to get on a rant lets continue with the rest of the interior. The RX offers the typical luxury appointments that will keep five adults pleasantly happy and comfortable. An optional Pre-Collision System (PCS) with Dynamic Radar Cruise Control can be used to maintain a set distance from vehicles ahead and can detect obstacles, warning the driver whether a collision is highly possible. These are the good tech goodies that I do like.

 

Open the hood and all you’re going to see is two large plastic engine covers. Now this is usually a let down because I open the hood for a reason, to get a gander at the oily bits. I don’t want to look at a sheet of plastic; I want to see the heart of the vehicle. However, in Lexus’ defense, the engine covers do serve a greater purpose, as they act as noise insulation, keeping the cabin quiet. And for those in the market for an RX350, this is a good thing… I guess. In fact, Lexus has gone to great lengths to make the cabin as quiet and peaceful as possible, even finding ways to make the intake quieter. I didn’t know intake manifolds made that much noise?

 

One surprise I found with this luxury-classed vehicle was the amount of off-road oriented features. First thing you notice when looking down at the center consol (other than the mouse) is a button to lock the new Active Torque Control AWD. That’s much beefier than the viscous units found on most luxury crossovers. Couple this with advertised approach and departure angles, and suspension that feels more multi-purpose than sports oriented, and one would start to think Lexus had visions of the back woods when completing the design engineering. And while the RX may not be trail rated so to say, this shiny collection of metallic paint and chrome can handle itself quite fine in just about everything minus a full 4WD trail.

 

Although, with this terrain versatility, comes a mushy ride, with increased body roll in the corners. While just about every other vehicle in this class boasts about their sportscar like handling, the RX’s softness can’t match the same claims. One thing it can hold its head high for however, is its silky smooth ride. This is a trait that is engineered into every Lexus that comes off the line, and the RX is no different. Along with the silence inside the cabin, the ride feels absolutely divine; proving this is what Lexus excels at.

Specs:

MSRP: $46,900

Price as tested: $62,200

Layout: Front Engine – All Wheel Drive

Engine: 3.5L V-6

Transmission: 6-Speed Automatic with manual shift

HP: 275

Torque: 257

Brakes: Four wheel ventilated discs

Curb Weight: 1,970 kg

Towing Capacity: 1,587 kg

0-100 km/h: 7.4 sec

Fuel Economy (city/hwy): 11.6/8.2L/100km

Comparison: Luxury SUV's Offroad

Sport Utility Vehicles. They are supposed to be all things to all people. Original examples evolved from 4WD vehicles that were capable of creating their own trail through rough terrain. Today, this segment has branched out into several different genres. The standard soccer mom SUV, the proper 4x4-geared SUV, the crossover and mini-SUV and finally, the luxury sport SUV.

 

This latter species is an odd one. Manufacturers who build these vehicles know that their wealthy owners will be much too scared of a little leftover winter sand on the road, let alone take them off-road. So the builders design these SUVs to handle like cars, and carve up tarmac corners instead of washed-out back roads. But they still build these luxury liners with AWD systems and even the most sports-oriented versions give the owner approach and departure angles in their spec sheets.

 

The whole train of thought behind an SUV is that these vehicles offer safety in adverse conditions. Many manufacturers also market these vehicles as passports to outdoor adventure, but will they actually survive in the wild? We got four different examples of these luxury SUVs and took them out into the great outdoors to see how they stand up against mother nature. Our trusty steeds in this experiment would be the Volvo XC90 R, BMW’s new diesel-powered X5, Infiniti’s FX50 and finally, the Land Rover LR3 HSE. All high-performance rides with the looks to match.

 

Infiniti FX50

Lets start with the highest performance version of these vehicles, the FX50. This is a truck that in reality is a high-performance sports car in SUV clothing. Its on-road abilities are truly amazing, and it could very likely make a couple of performance coupes look foolish on a track. However, the designs that make it a beast on the road should hinder the vehicle once the safety of tarmac is lost. The biggest weakness is the 21-inch wheels that are wrapped with 45-series all-season tires. When it comes to rough roads, this setup is a definite risk. Despite this, Infiniti lists the FX50’s approach and departure angles in the specs for the vehicle, and for a something so low to the ground (another hindrance in the back country) the angles are respectable.

 

The driving test proved the FX50 quite confident on gravel roads,  looking out for rocks and large potholes, and Nissan's great “RWD first” AWD system makes it a blast on clean winding gravel roads. It is clear that the suspension is tarmac oriented, so the FX50 does not feel like it is firmly planted on loose surfaces. If you decide to leave the beaten path, caution needs to be maintained, and only light off-road driving can be accomplished due to the vehicle's low ride height. Another problem we ran into was the strength of the centre differential. Under heavy load or when wheelspin began to be a factor, the centre viscous diff would overheat, leaving you with only RWD. Also, the absence of any underbody armour proves again that any off-roading in the FX50 should be kept to light terrain.

 

Volvo XC90 R

The XC90 is marketed much more to the adventurist than, say, the Infiniti or even the BMW. The name itself stands for Cross Country, so the ride height is higher, approach and departure angles are increased and there is even some skid plating mounted underneath, even if some is more for show. In terms of visibility and seating, the XC90 ranked top of our list. However, as Volvo prides itself on the on-road sportiness of the XC90, the 20-inch wheels mounted on our “R” version are risky, although our tester was set up with snow tires, giving us much more traction.

 

On the driving test, it had excellent driving characteristics on gravel roads, and the fear of damage from debris was not as high as the other vehicles, making for a more stress-free drive. It did tend to understeer when it got slippy. Off the beaten track, the XC90 proved remarkably confident despite its low height. The increased grip from tires and manoeuvrability of the XC itself had us heading into terrain we didn’t think was accessible. However, much like the FX50, the centre viscous diff proved to be a weak point as it, too, required cooling, leaving us with only FWD while in the field. All in all, we were quite impressed with the Swede, as it is capable of handling light-to-medium terrain, while being a sporty on-roader. Using the smaller 17-inch wheels available would make the XC an even more competent soft roader.

 

BMW X5 35d

BMW says that the X5 is just as good as handling a corner as the 3-series sedan. Having had an X5 on a racetrack, I can attest to this fact, as it is a force to be reckoned with. BMW has now released the turbo diesel version of the X5 in Canada, something I am ecstatic about as it now adds great fuel efficiency to the X5’s equation. But what about its off-road abilities? At 18 inches, the wheels are the smallest of the group and offer decent protection in a 55-series tire, which also turned out to be a snow tire on our tester. Like the Volvo, the X5 has some underbody protection, although its low plastic overhangs similar to the FX50 will have drivers keeping the approach and departure angles to a civilized level.

 

On our test drive, the Bimmer soaked up the gravel road with absolutely no problems, and remained neutral handling. It did have some of the stiff suspension float like the Infiniti produced. While the vehicle height had us on edge through the rough stuff, the Bimmer's low-range capability, and the strength of the diffs, meant that the drivetrain never experienced any problems no matter how sticky things got. While it was ideal to keep travel to mostly flat terrain, its capabilities were truly impressive, while the diesel always meant we had a good range of torque on demand.

 

Land Rover LR3 HSE

Now here is a special case. Land Rover has been the epitome of off-roading since the sixties, and the icon of any adventure expedition on any continent. With the Series Landies not in production, and very few Defenders making it to our shores, Land Rover has gone from farmyard worker to Military Recce vehicle, now ending up as a luxury vehicle driven by soccer moms and hockey players. So the question has to be, has Land Rover lost its off-road abilities that made the brand the most famous of any adventurer? NO!

 

While the LR3 looks more at home at the end of a red carpet, it still possesses the ability to get muddy. What makes it different from the others is its drivetrain. While the Volvo, BMW and Infiniti all use a standard clutch pack centre differential, the LR3 features a two-speed transfer case utilizing both high and low gearing, with locking centre, and optional locking rear, differentials. Land Rover has also added airbag suspension to raise the ride height for better ground clearance. Match this with a plethora of off-road-based electronics, and it is instantly apparent that Land Rover has not forgotten where it came from.

 

As you would expect, light and medium terrain come at ease with all these options. When it comes to hard terrain, the LR3 still remains competent, even if its limits are now being challenged. At this point, the same trouble of body overhangs and ground clearance begin to hang up the LR3. So, impressive off-road skill for such a luxury SUV to be sure. However, for these abilities, the Land Rover falls far behind the on-road abilities of the other three. 

 

Conclusion

After looking at four different luxury SUVs representing four different manufacturers built in four different countries, our conclusion may come as a bit of a surprise. The single biggest disadvantage to traveling off-road with these vehicles is the bodywork and tires. Taking these SUVs into the wild is like asking a painter to go to work in a tuxedo. You have to be willing to sacrifice scrapes down the doors and gouges in the bumpers, and if the size of the brakes permit, a smaller set of wheels and larger tires that will protect against punctures.

 

The truth of the matter is that for those who want to get out and explore the great outdoors, the terrain traveled is usually considered light if not just a gravel road. While the off-road capabilities of these vehicles are mostly medium-to-light, they are more than adequate for getting to 90 percent of the destinations that most outdoor enthusiasts desire. Obviously, if you are a dedicated wheeler, a more single-purpose, modified vehicle that won’t have you in tears when it rubs up against a tree, will be ideal. But for those who need to get back to work on Monday, and enjoy a luxury environment and sports car-like performance, then we found that a luxury SUV is well capable of doing it all.

 

 

The Specs

Infiniti FX50

Engine:  5.0L V8

Wheelbase/Track:  2,885/1,680 mm

Ground Clearance:  187 mm

Approach Angle:  28.8 degrees

Departure Angle: 20.9 degrees

Final Drive:  3.538

AWD System: Viscous Centre Differential-based full-time AWD

Curb Weight: 2,075 kg

Tires:  265/45R21

Electronic Aids: Only on-road safety aids

Price Base/As Tested:  $51,800 (FX35)/$59,900

 

 

 

Volvo XC90

Engine:  4.4L V8

Wheelbase/Track:  2,857/1,634 mm

Ground Clearance:  218 mm

Approach Angle:  28.0 degrees

Departure Angle: 25.0 degrees

Final Drive:  3.33

AWD System: Electronically-controlled multi-plate wet clutch-based full-time AWD

Curb Weight: 2,053 kg

Tires: 255/40R20

Electronic Aids: Only on-road safety

Price Base/As Tested: $48,595/$68,295

 

 

 

BMW X5 35d

Engine:  3.0L I6 Diesel

Wheelbase/Track:  2,933/1,650 mm

Ground Clearance:  210 mm

Approach Angle: 25.0 degrees

Departure Angle: 23.0 degrees

Final Drive:  4.44

AWD System: Electronically-controlled multi-plate wet clutch-based full-time AWD

Curb Weight: 2,370 kg

Tires:  255/55R18

Electronic Aids: Hill Descent Control

Price Base/As Tested:  $58,200/$62,200

 

 

 

Land Rover LR3 HSE

Engine:  4.4L V8

Wheelbase/Track:  2,885/1,613 mm

Ground Clearance:  240 mm

Approach Angle:  37.2 degrees

Departure Angle: 29.6 degrees

Final Drive:  3.73 – Transfer case Low/High: 2.93/1.00

AWD System: Two-speed electronic transfer gearbox, shift-on-the-fly capability with electronically-controlled variable-locking centre and rear differentials

Curb Weight: 2,629 kg

Tires: 255/55R19

Electronic Aids: Terrain Response System, Traction Control, Hill Descent Control, All-terrain dynamic stability control.

Price Base/As Tested:  $53,900/$64,200

Review: BMW X5 - Same X5 without the Spark Plugs

Late November 2007, I found myself lapping BMW’s performance driving Centre in the driving rain behind the wheel of the all-new BMW X5. With one of the head engineers guiding me around the track, he claimed to me that this new “SAV” or Sports Activity Vehicle as BMW insist on calling it, could handle a corner as well as its 3-Series sibling. After about ten laps I believed him, with the aid of the direct injected 4.8L V8 heaving the 2,380 kg SAV out of the corner with the utmost of ferocity. As a performance car enthusiast, I’ve never really been a big fan of this segment of vehicle, but the new X5 gave a good smack in the face that told me a versatile vehicle can also be fun to drive.

 

It was at this global launch that BMW teased us with the diesel version as the European media were also in attendance. While the gasoline powered X5’s impressed, the diesel powered version had me quite intrigued, although at the time, there were no plans to bring the diesel to North America. Truth of the mater is that North American’s (mostly American’s) just don’t like diesel vehicles, unless it’s a work truck. Well a lot has changed in the last couple years. Fuel prices along with environmental and economic concerns means that people are now looking to spend their money in a much smarter way. And thus the market is beginning to look at diesel in a whole new way.

 

And so we have it, the X5 diesel is here, now named the BMW X5 xDrive35d. Yup it’s a mouth full. This new line in the X5 breed features BMW’s award winning 3.0L Turbocharged straight six with the new BluePerformance Advance Diesel technology. So, what is BluePerformance, and what does it mean to you? Well this technology will likely make you think diesel rather than buying a smaller gasoline powered car.

 

BluePerformance is BMW’s result from the Bluetec development project. This was the research into making diesel technology cleaner and more socially acceptable. In other words, you get a diesel-powered vehicle with excellent mileage, huge power, with out the noise, smoke or smell of a conventional diesel powered vehicle. This done by utilizing direct injection from its common rail-type fuel system that contains fuel pressurized to 1,600 bar or 26,000 psi. Two turbochargers, mounted sequentially, keep turbo lag at a minimum while providing effortless power throughout the rev range, and giving the mid-size vehicle 265 horsepower and a massive 425 foot pounds of torque to complete the performance side of the equation.

 

On the environmental side, the diesels exhaust uses urea injection to lower NOX emissions. After being injected into the exhaust gasses, the urea solution creates ammonia that then converts the nitric oxides (NOX) in the exhaust into environmentally friendly nitrogen and water vapor. Like similar systems, the urea supply must be refilled occasionally, however, by equipping the X5d with 23 litres of urea capacity in a pair of tanks, one of which is heated to ensure a fluid urea solution in temperatures below -11 degree’s Celsius, BMW has managed to fit the urea refilling periods within the standard scheduled maintenance stops, and will cover the cost of the refills and solution for the first four years or 80,000 kilometers.

 

 So all this technical talk is all well and good, but does it make diesel a more seductive fuel alternative. In a word, yes! The result is that you have a vehicle with all the versatility of an SUV, the class and handling of a performance luxury sedan, the power of a large V8 matched with the economy of a small V6 sedan. I don’t know about you, but that sounds like a winning combination to me. And that’s exactly how it feels on the road.

 

The sheer amount of low-end torque means both nipping around town and passing on the highway are near effortless and more civilized acts. While a gasoline powered vehicle requires down-shifts to put the vehicle in the needed power band and the engine revs hard to pull you past slower traffic. With the diesel, you only have to press the throttle, and allow the momentum of torque thrust you forward. When matched to the xDrive AWD drivetrain, the usefulness of all this low down torque made the X5 surprisingly competent off the beaten path. The xDrive system includes a centre diff with a collection of clutch packs to provide torque to either front or rear axles, with a static distribution of 60% rear, 40% front, and the capacity to send full power to either end. With the DSC on, traction was maximized, and the lack of wheel spin got the BMW up a steep and slippery grade with ease. Conversely, with the DSC off, the diesel’s low-range torque and excellent six-speed automatic transmission kept the wheels spinning to power out of sticky situations. For a full report of how the X5 compared to its luxury SUV competition in off-road conditions, be sure to check out the Spring issue of Trucks Plus Magazine.

 

The only downside that I personally found with the diesel, was that it wasn’t gasoline. I love a great sounding engine, and the BMW straight-six does play a magical tune. Also, I love shifting gears and playing in the rev band, and you really just don’t need to with this vehicle. So, the diesel is almost too efficient for me, as high revving and gearshifts are simply not needed. For the average consumer looking at getting into an X5, this will likely not be a problem, and to be honest something I can easily live with.