BMW has increased list prices on this X5, but not by much: an entry-level xDrive30d xLine is about £2000 more expensive than its outgoing ‘F15’-generation equivalent.
An entry-level diesel Volvo XC90 remains about 10% cheaper, but asks you to compromise not just on power but also cylinder count; an equivalent Audi Q7 is slightly cheaper than the BMW; and an equivalent Range Rover Sport is a good 15% more expensive. So now, as before, the X5 is duking it out right at the centre of the premium SUV market. A competitive residual value forecast from CAP should allow it to be priced competitively on a monthly basis.
The X5 has a driveline that prefers electronic clutches to proper differentials, a maximum of just over 250mm of ground clearance, and is rated to tow only 1.9 tonnes on a braked trailer – so it’s versatile but not the most ruggedly configured of working 4x4s.
And yet it can certainly be efficient. Our test car returned 43.1mpg on our touring fuel economy run – which, from a near 2.3-tonne six-cylinder diesel SUV, is every bit as frugal as BMW’s best efforts over the past decade.