Like the all-new 9-5, Saab’s upcoming 9-4X crossover has survived the Swedish carmaker’s transition from the General Motors umbrella to the ownership of niche sports carmaker, Spyker.

While the urgent push for new models has meant that production of the GM-and-Saab-developed SUV has been considered a foregone conclusion for some time, Saab has this week confirmed that the 9-4X will arrive “later this year,” although little else was revealed.

These spy photos of the 9-4X testing in Europe show an almost completely undisguised look at the upcoming crossover, with the interior revealing that – for now, at least – Saab’s new crossover sports the same steering wheel as the Opel Insignia and Astra.

Introduced as a replacement for the overseas Saab 9-7X, the 9-4X is expected to be positioned in the same size class as the BMW X5, with pricing more in line with the BMW X3 and Volvo XC60.

While no specific details have been offered, previous reports suggest the 2011 Saab 9-4X will be powered by a 210 kW petrol V6, paired with a six-speed automatic transmission and a Haldex all-wheel-drive system with an electronic differential.

A diesel version is expected to be offered in Europe, developing 185 kW and 550 N.m of torque.

Adapted from TheMotorReport

Plato, the famous Greek philosopher, once said “The excessive increase of anything causes a reaction in the opposite direction”. The BMW X5 M wasn’t around in 400 B.C., but if it was, it surely would have been the muse upon which Plato would have based his quote.

In fact, in order to make sense of the BMW X5 M one has to take a philosophical approach to it.

The BMW X5 M is unquestionably excessive. An aggressively styled front bumper and bodykit, enormous 20-inch wheels and the most powerful engine currently in BMW’s range, give the X5 M its head turning presence. Interesting then that this can all be summed up in one compact symbol, ‘M’ – hmm, maybe Plato was onto something. BMW’s range-topping Sports Activity Vehicle (SAV) is 4.8 meters long, 2.1 meters wide and 1.9 meters high. Thankfully then, it comes with park distance control and a reversing camera, complete with a bird’s eye view function, because every parking spot suddenly looks anorexic when piloting this behemoth.

The interior is typical BMW – minimalist in its design and precise in its execution. The only hints that you are piloting one of the most powerful BMW’s ever produced, are the subtle ‘M’ badges on the gear selector, at the base of the steering wheel and within the rev counter on the dashboard. Oh yes, and that tiny ‘M’ button on the steering wheel, which is responsible for ‘popping the cork’ on the V8 every time you activate it. The interior also features carbon fibre inserts on the doors and across the dashboard, but for us the interior is not as special as one may expect in the flagship X5 model.

As expected, the ride is firm, but nevertheless a number of luxuries ensure you are comfortable, including electrically adjustable and heated front seats, an infotainment system accessible via the easy-to-use iDrive controller, excellent sound quality from the radio/CD/MP3-player and loads of space for you and friends or family, plus all their luggage. There is also a head-up display (HUD) that, when in M-mode, displays speed, gear and engine revs in one concise display in the driver’s field of vision. The height to which the tailgate opens can also be set for instances where it may knock against a garage door or low roof. Roaming the urban jungle then, the X5 M makes light work of the daily grind. The school run, business meetings and weekly shopping at the mall, are all in a day’s work for the ‘big M’.

You may have noticed, however, that we haven’t referenced the X5 M’s awesome power in the above context. This is because, despite the 408 kW and 680 N.m of head bobbing power available to you, it’s well and truly irrelevant around town. The X5 M is in fact so bloody quick off the line, and at any point in the rev range, that unless you’ve got enough clear tarmac ahead, which isn’t very often these days, enjoying the explosive power is nigh on impossible. To add to the frustrated M driver in you, while you study the traffic ahead like a hawk, waiting patiently for a gap in which to revel in the ‘gloriousness’ of your chariot, your wallet will be experiencing cold sweats as the fuel gauge drops ever closer to empty.

But before we wax lyrical about the effects of the ‘M’agical button on the steering wheel, we must mention that it is programmable via the iDrive controller between the front seats. A combination of settings can be chosen to suit your preference for the electronic damping control (EDC), the dynamic stability control (DSC) and the engine’s ‘Power Mode’.

The X5 M comes standard with self-levelling air suspension on the rear axle, as well as EDC and active anti-roll control. It also rides 10 mm lower to the ground than a standard X5. For performance driving, the ‘Sport’ EDC setting provides stiffer suspension damping and sharpens steering response. The DSC can be left in its fully activated default setting, turned off completely, or set to M Dynamic Mode (MDM) where the wheels will be allowed some slipping and sliding, but the system will still step in to save your bacon should you run out of talent. Finally, changing the Power Mode from its default ‘Efficiency’ setting – relaxed throttle response and early gear changes to save fuel – to the ‘Power’ setting, livens up the throttle while opening flaps in the exhaust system to let everyone know you’re about to get a move on.

And move the X5 M does. The figures are quite astounding on paper and, on the road, translate to a laugh from the driver that is excited, evil and slightly nervous all at the same time. From a standing start the ‘M’ean machine reaches 100 km/h in a claimed 4.7 seconds. This is quite amazing when you realise the V8 has 2.3 tonnes to motivate. In-gear acceleration is equally as impressive, with the 80 – 120 km/h sprint requiring just 4.3 seconds in fourth gear. As a benchmark, the BMW M3 Coupe achieves the same 0 – 100 km/h sprint time, but is 0.6 seconds slower from 80 – 120 km/h despite a 725 kg weight advantage!

The X5 M (and X6 M) are the first M cars to be launched exclusively with an automatic transmission. Purists may scoff, but trust us when we say the 6-Speed ‘M Sports Automatic’ transmission complements the driving experience of the ‘Super SAV’ far more than a manual ever would. You’ve got a number of options when working with the ‘box. Either from the electronic gear selector lever or, through aluminium shift paddles on the steering wheel (pull the right gearshift paddle to shift up and the left gearshift paddle to shift down).

Realistically though, you never really need to initiate a manual change, up or down, as the gearbox is so well behaved. Launching in manual mode proved a bit more ‘work’ than in the fully automatic sport setting. This is because with the revs climbing so fast in first gear, it proved slightly distracting to watch the road ahead and time the shift accurately before hitting the rev limiter, all while our heads were pinned to the headrest and fighting to stop our eyes rolling back in their sockets. Left to its own devices the gearbox will ensure blisteringly quick acceleration.

Barreling down the road, you are struck with the amazing turn of speed and true bulk of the X5 M right about the time you touch the brakes and begin to start thinking about turning into a corner. The brakes on our test unit lacked initial bite and required more pedal travel than we expected, but this didn’t hinder braking performance. Even when worked hard, the brakes (395 mm front and 385 mm rear) delivered consistent performance and never began to fade.

As you usher the big SAV into the turn, there is limited body roll for a vehicle of its size. The adaptive air suspension at the rear, coupled with the EDC and xDrive all-wheel-drive system equates to a flat cornering experience by SUV standards. Dynamic Performance Control, in addition to the xDrive system, allows torque to be distributed between the rear wheels and the result is strong drive out of turns. Grip is ultimately the responsibility of the enormous 275/40 R20 tyres at the front and 315/35 R20 at the rear, which elicit a squeal as they’re crushed between the road and take on the weight from the big M car.

There is no doubt that threading the X5 M through a set of corners can be done at an alarming rate. However, we never felt entirely comfortable doing so, as the M’s weight is ever present and can’t be hidden from the laws of physics. Performance driving in the X5 M is like playing with a pitbull, everyone’s having fun until something or someone goes a little too far and then you’d better have an escape route.

As Plato could have told you, the increased on-road agility has compromised the off-road agility in the case of the X5 M. With low profile tyres, damaging the sidewalls becomes a real threat and a potentially expensive one at that. Coupled with the stiffer than standard suspension, the wide surface area of the tyres, so welcomed on tar, becomes somewhat of a draw back on the dirt, as the SAV tends to float or wander over the lose surface. The 20-inch diameter tyres do however offer the benefit of ironing out potholes and corrugations, as they roll over rather than through them. Bottom line, the X5 M will do dirt, but we suggest being mindful of the routes you choose.

It should be quite clear then, that the increased performance of X5 M shrinks the time, distance and space through which it travels. It also evaporates premium unleaded at an astounding rate, while shrinking your wallet in direct proportion. The power from the almighty V8 will inflate your ego, but taming the beast at high speed may curb your confidence. Which ever way you look at it, the X5 M inspires dichotomous thinking that we’d have to say proves Plato right. However, there is still no logical argument for the X5 M. As the most powerful SAV/SUV of them all, whether you like it or not, it has to be admired for its brazen attitude, performance and the way in which it comes together so competently.

What We Like…

• Panoramic sunroof as standard.
• Awesome power and road presence.
• Space saver spare in the boot. (It’s actually bigger than most sedans).

What We Would Like…

• Improved fuel economy (Yes, we know it’s the price of power).
• More sound from the exhaust in M-mode.

We don’t wait in anticipation for all new-car model launches. Those that qualify usually challenge convention or mark a significant break in the mold of their predecessors. The new BMW X1 qualified by virtue of its claim as the first Sports Activity Vehicle (SAV) in the compact premium segment.

Blending the practicality of an SUV with the luxury and handling attributes of a sedan was first brought about with the introduction of the X5 SAV roughly 10 years ago. In response to demand, the ‘X’ model line-up has grown and evolved with the addition of the BMW X3 in 2004, the X6 in 2008 and now the X1. It’s quite apparent that the X1 forms the entry point into the German manufacturers ‘Soft-Roader’ line-up, but having driven the new SAV, we expect the ‘little X’ to do big things for the BMW’s X range of vehicles, which already make up 20% of the brand’s total sales.

The new BMW X1 is built on the 3-Series Touring platform and shares the 3’s 2,76 metre wheelbase, yet it manages to deliver the practicality of an estate-car plus soft-roader capabilities, courtesy of the 194 mm ground clearance and xDrive all-wheel-drive system. The xDrive system operates with a 40:60 front-to-rear power distribution under normal driving conditions and is able to distribute torque to the drive axle with the most grip and, coupled with Dynamic Stability Control, is able to increase or decrease power to one or more wheels in relation to the others for improved cornering agility and safety. In fact, even in sDrive rear-wheel-drive form, the X1 took us confidently up and down the slippery slopes of the Table Mountain Nature Reserve.

The X1 measures 4,45 metres in length (115 mm shorter than the current X3) and despite its long nose, looks compact and muscular, thanks to its flared wheel arches and strong contour lines. The X1 is available in a number of striking colours including Marrakech Brown and Vermillion Red, which add a level of intrigue to the car’s lines. Details such as the ‘eye-lids’ above the headlights, the chrome strip running below the side windows, the silver highlights incorporated into the side skirts and bumpers, as well as the roof rails, add to the premium appeal of the new X1.

Inside, the premium styling continues with a driver oriented cockpit, featuring leather trim as standard on the xDrive models. No less than seven trim colours and five variants of trim bars are available to give the car a very individual touch. Yet a further option is the ‘Design Cool Elegance Package’, which includes sports seats in Oyster-coloured leather, black/yellow piping on the backrests, as well as trim bars in Bright Wave wood. In this case the lower section of the instrument panel and the centre console likewise come in Oyster, as do the floor mats finished in the same colour.

Driving the X1 is a pleasure thanks to the 3-Series underpinnings, which make for composed and confident motoring. The X1 faithfully follows BMW’s driver-centric DNA, both in the new SAV’s ergonomics and driving experience. Passengers are no afterthought however, and the X1 offers comfortable seating accommodation throughout. The rear seats are particularly versatile, folding down in a 40/20/40 split with multiple angles of inclination available for the backrests, while also expanding cargo capacity from 420 to 1 350 litres.

The new X1 is available with a range of diesel engines offering strong performance. In fact the ‘20d’ and ‘23d’ models all use the same 2,0-litre 4-cylinder diesel engine, while a petrol powered sDrive18i model will arrive mid-year. The range topping xDrive23d features BMW’s TwinPower Turbo technology. A smaller turbo reacts quickly at low speeds to supply added power, while power from a larger turbo takes effect as engine speed increases. The result is 150 kW at 4 400 r/min and maximum torque of 400 N.m between 2 000 – 2 250 r/min. The xDrive23d is capable of a zero to 100 km/h sprint of 7.3 seconds and a top speed of 223 km/h. BMW claim an average fuel consumption of 6.6 l/100km and CO2 emissions of 173 g/km.

The slightly less powerful 2,0-litre, single-turbo equipped, diesel engine in the xDrive20d and sDrive20d models, manages a maximum power of 130 kW at 4 000 r/min and 350 N.m of torque between 1 750 – 3 000 r/min. Sprint times from zero to 100 km/h are 8.4 and 8.1 seconds respectively, while top speeds are 213 km/h for the xDrive20d and 218 km/h sDrive20d. The sDrive20d is also slightly more economical and environmentally friendly than the xDrive20d. Thanks to a lighter drivetrain, the sDrive20d returns a claimed average of 5.6 l/100km and 148 g/km of CO2, while the xDrive20d needs 6.2 l/100km and expels 163 g/km of CO2.

The sDrive18i is due on local roads around the middle of the year. It will be powered by a 110 kW, 200 N.m 2,0-litre petrol engine. The 4-cylinder engine, with BMW’s Valvetronic and double-Vanos technology, will move the sDrive18i from standstill to 100 km/h sprint in 9.7 seconds and reach a 202 km/h top speed. Expect average fuel consumption of 8.2 l/100km and emissions of 191 g/km CO2.

The sDrive models and xDrive20d are available with either a six-speed manual transmission. A six-speed automatic with Steptronic function is available as a R16 000 cost option. The xDrive23d is equipped with the six-speed auto ‘box as standard.

From a safety perspective the BMW X1’s body structure has been designed with maximum occupant safety in mind. As expected, the X1 comes standard with equipment such as front, side and head airbags, adaptive brake lights and daytime driving lights, while Xenon and adaptive headlights and auto high/low beam are options. A multitude of electronic safety aids are also present in the form of Dynamic Stability Control and Dynamic Traction Control, ABS anti-lock brakes, Dynamic Brake Control and Cornering Brake Control.

Standard equipment in the BMW X1 is as expected and includes such items as air conditioning and 6-speaker sound system with USB/iPod connectivity. The options and accessories list is equally as comprehensive though, examples include the iDrive infotainment system, with navigation, park distance control, colour display and hard drive storage for a music collection. Sport seats, electric seat adjustment including memory function as well as seat heating are optional for the driver and front seat passenger. Furthermore, shift paddles located on the steering wheel for manual gear selection in the Steptronic automatic transmission mode are also available for the BMW X1 xDrive23d.

From our initial impressions we’d say the sDrive20d would be all you’d ever need in South Africa. Despite the 194 mm ground clearance the X1 is not the type of car to tackle Baviaanskloof, but could happily traverse the other 90% of the country’s many ground roads and mountain passes. The lighter rear-wheel sDrive20d is also the most fuel efficient and we’d choose the slick automatic gearbox over the manual that is fitted as standard.

If the current 3 to 4 month waiting period for a new X1 is anything to go by, the baby SAV looks set to be a popular entry point into the BMW X range and a car that offers a benchmark combination of urban sophistication, style and practicality.

Price includes a 5 Year/100 000 km Motorplan, non-contributing service and maintenance contract.

Ever heard of Nowack Motors? Neither had we until we stumbled upon news of their BMW tuning efforts at Autoblog.nl. We’re the first to admit that our comprehension of the Dutch language lacks talent, however we’ve done our best to extract some details for you.

The first tuning package created by the company is focussed on BMW’s X5 and X6 M models. Basically Nowack’s N700 package includes several new parts and an ECU upgrade, which increases power output from the standard twin-turbo, 408 kW 4,4-litre V8 to 525 kW and 845 N.m of torque. Top speed is a guaranteed 330 km/h.

To achieve these monumental figures, Nowack Motors reprogrammed the ECU, optimised the air flow with high performance air filters, modified the exhaust system, improved the pistons and camshafts, modified the cylinder heads and increased the turbo pressure.

To add a touch of bling, Nowack offers optional extras such as 22-inch wheels, a full leather interior and the installation of various in-car entertainment systems.

Ten years ago BMW created a new class of vehicle they chose to call the ‘Sport Activity Vehicle’. The BMW X5 was an attempt, and a very successful one at that, to create a road-biased SUV, with the luxury and handling capabilities of a sedan. Then, two years ago, the X6 was introduced. Heralded by BMW as a combination of SUV (high ground clearance, all wheel drive and all-weather ability, large wheels and tyres) with the stance of a coupé (bold styling, dramatic sloping roof), the company created another new niche for themselves and called it a Sports Activity Coupé (SAC). It seems the alchemy at Munich has continued and the latest result is the new 5 Series Gran Turismo, or 5 Series GT, which BMW have christened a Progressive Activity Sedan (PAS).

If you’re confused about who this high-riding 5 Series with an X6 roofline is aimed at, you’re not alone, because it hasn’t been clearly defined. What BMW have said though, is that the new 5 Series GT is an exercise in innovation and breaking the mold, thus it will appeal to those wishing to do the same. But regardless of where the new car fits into the BMW model line-up, or the passenger vehicle market for that matter, what is crystal clear is that BMW have created another great motorcar.

Although falling under the 5 Series banner, the new GT is built on the 7 Series platform and in fact shares many of the 7’s technology too. Perhaps it’s this 7 Series pedigree coupled with the higher ride that gives the new 5 GT an air of aristocracy over that of the new 5 Series. The BMW 5 Series Gran Turismo’s sleek exterior profile is a product of the 3 070 mm wheelbase, coupé-like roofline, as well as four doors with frameless windows. The front of the car is characterised by BMW’s new face, first seen on the new 7 Series, that being a short overhang, upright kidney grille and large air intakes. For the first time the daytime driving light function is provided by LED illuminated corona rings within the headlights. LED technology features prominently in the rear tail lights too, which wrap around the tailgate and add proportion to a tall rear end.

It is the tailgate and adjustable rear seats, that to large extent, make the new 5 Series Gran Turismo what it is. Capable of opening in two stages for either quick access, or for maximum convenience when transporting larger items, it is electronically operated and is the gateway to a well thought out cargo area. With the rear seats in their standard postion luggage capacity is a useful 440 litres. When required, the rear seats may be moved individually to the front by up to 100 mm, with legroom still remaining equivalent to the BMW 5 Series Saloon, which increases luggage capacity to 590 litres. Once the rear seats are folded down, together with the partition behind them that offers an acoustic barrier, luggage space increases to its maximum capacity of 1 700 litres.

The 5 Series GT is available with two rear seat configurations. Standard on all new GT models is a 60/40 split configuration, which allows the rear seats to be adjusted individually, fore-and-aft, as well as the backrest angle. As an option, two individual comfort seats may also be specified for the rear, these boast multi-way electronic adjustment for superior comfort. Rear legroom is generous and on par with that of the 7 Series, but as comfortable as the rear seats are, we would have liked more lateral support. Up front, the seats are supremely comfortable, as is the driving position which, being slightly raised, offers a good view of the road. Only the rearview is limited by the tapered rear window, but the 5 Series GT is fitted with front and rear park distance control, including a camera, so parking is made easy. Also standard across the model range is a panoramic sunroof that extends from above the front passengers to those in the rear.

Of course, the quality of interior craftsmanship is of a very high standard, with many design elements and functions being carried over from the 7 Series. Standard equipment includes the latest version of BMW’s iDrive paired with a 10.2-inch LCD display; satellite navigation; bluetooth connectivity; Aux-In and USB ports for portable media players; an 80 GB hard disc for navigation data and the user’s private music collection; climate control; and Integrated Owner’s Manual for quick reference. Some of the optional features include four-zone automatic air conditioning (standard in the BMW 550i Gran Turismo), a DVD entertainment system at the rear, a Head-Up Display, front mounted side cameras, as well as an electrically swiveling towbar.

Three models of the new 5 Series GT are available in South Africa, namely the 530d GT, 535i GT and 550i GT. We drove the 530d and 550i models on the launch and were impressed by the performance of both engines. The diesel produces 180 kW and 540 N.m of torque from 1 750 rpm, enough to launch the near 2 tonne car to 100 km/h from rest in 6.3 seconds and on to a top speed of 240 km/h. Driven carefully, BMW claim a fuel consumption figure of just 6.5 l/100km and a CO2 rating of 173 g/km.

The similarly capable, petrol powered, 535i, uses BMW’s 225 kW, 400 N.m twinturbo 3,0-litre straight six to achieve an identical sprint time from 0 to 100 km/h of 6.3 seconds. Top speed is limited to 250 km/h, while consumption is said to be 8.9 l/100km with CO2 emissions of 209g/km.

The powerhouse in the range is the 550i GT, which has a 300 kW, 4,4-litre, TwinPower Turbo V8, producing 600 N.m of torque from 1 750 rpm. Burying the accelerator pedal will see the 550i GT rocket from standstill to 100 km/h in just 5.5 seconds and on to a limited top speed of 250 km/h. BMW claim the V8 requires just 11.2 l/100km of premium octane and emits 263g/km of CO2. All GT models are fitted with a smooth eight-speed automatic transmission as standard and in case you were wondering, BMW say there are no plans for an M GT model.

With plenty of torque both the 530d and 550i GT’s we drove, hauled the 2 tonne car along with alacrity. Excellent sound insulation adds to the 5 Series GT’s luxurious nature and, using BMW’s Dynamic Drive Control, the suspension settings and ride quality can be adjusted between Comfort, Normal, Sport and Sport+ modes, depending on the road conditions or your cruising pace. We found the Normal and Sport modes to be all that was required, as the Comfort setting was too ‘wallowy’ and the Sport+ setting seemed a bit too firm over the bumps.

The new 5 Series Gran Turismo is certainly worthy of the GT badge and its implied abilities. It has a well balanced chassis that rides and handles beautifully, especially considering the overall dimensions (4 998 mm long, 2 132mm wide) and weight of the car, plus it has all the luggage capacity and comfort one would expect. But it is lacking something and to help explain we need to call upon one of BMW’s previous catch phrases “Sheer Driving Pleasure”. Yes, the 5 Series GT is undoubtedly a pleasure to drive, BMW now call this ‘Joy’, but it seems there is less of the ‘Driving’ element present in the new car. While the 5 GT handles and drives competently, there is not much BMW character imbued through the steering wheel. Somehow it’s been lost in translation between the 7 Series platform and front suspension, the X3 like ride height and the rear air suspension from the next generation of 5-series Touring. It’s an aspect of the driving experience that may concern BMW diehards, but won’t affect the majority of first time buyers that BMW are hoping to attract with the 5 Series GT.

So, whether dreaming up new classes of vehicles will prove successful remains to be seen. BMW South Africa say they expect to sell around 50 GT’s this year and have already received orders prior to this week’s local launch. One thing’s for sure though, the BMW 5 Series Gran Turismo is an accomplished car.

Price includes a 5 Year/100 000 km Motorplan, non-contributing service and maintenance contract.

BMW has this week revealed the 2011 BMW X5. BMW says the updated X5 is more powerful, more efficient and more luxurious than the outgoing model, although local specifications aren’t expected to be confirmed until the launch date draws nearer.

A mid-life update, the 2011 X5’s revised styling is a simple affair, the majority of the exterior changes going to the front and rear bumpers. The updated X5 gains a new X5 M-inspired front bumper. Greater emphasis has been put on the more sports-like air dam and side intakes, with the foglights moved further inboard. The rear bumper gets a minor update, with a more prominent faux-diffuser flanked by larger exhaust tips than the previous model. Filling the same space as those of the outgoing X5, the 2011 model also features updated taillights with a pair of LED-illuminated light banks running the length of each.

Interior updates follow a similar minimalist approach, featuring the same high seating position and general layout and trim as the outgoing model. As expected, new colours will join the options list, although BMW SA has not specified which will be available locally. Nappa leather-wrapped seats, dashboard and centre console figure among the options. Luggage capacity is unchanged, offering 620 litres with the rear seats up and a maximum of 1750 litres with the seats folded flat.

Among the updated X5’s equipment and safety features list, BMW has added Active Cruise Control with Stop & Go, Lane Departure Warning and Side View to the X5 range. Other features include a Head-up Display, Adaptive Cornering Headlights, High-Beam Assistant, Park Distance Control and a reversing camera with a new Top View function.

On the safety front, the new X5 features front and side airbags for the front and second-row seats, three-point automatic safety belts for all seats, belt tensioners and belt force limiters for front seats as well as crash-active front headrests to optimise occupant protection. The new BMW X5 is equipped with adaptive brake lights, run-flat safety tyres and a tyre defect indicator.

BMW has dropped the X5 xDrive 30i in favour of the single-turbo N55-powered xDrive35i, developing 225 kW and 400 N.m of torque – up 25 kW and 85 N.m over its predecessor. BMW’s TwinPower Turbo, High Precision Injection (BMW’s direct injection system) and VALVETRONIC technologies figure among the new engine’s features. Acceleration sees a huge jump, the xDrive35i reaching 100km/h in just 6.8 seconds, compared to the previous model’s 8.1 second run. Fuel consumption is down on the xDrive30i, dropping 1.6 l/100km to achieve 10.1 l/100km. The new BMW X5 xDrive50i replaces the xDrive48i, drawing power from a new 300 kW V8 engine with High Precision Injection and BMW TwinPower Turbo. Power is boosted to an even 300 kW, with torque up from 475 N.m to 600 N.m, available between 1 750 and 4 500 rpm. With great power comes great 0-100km/h sprints, the xDrive50i covering the distance in 5.5 seconds – 1.1 seconds quicker than the outgoing model.

On the diesel front, the xDrive30d gains a 15 percent improvement in fuel consumption thanks to its revised turbo-charged 3.0 litre straight-six common-rail-diesel engine. Consuming just 7.4 l/100km – a 1.3 litre improvement – the xDrive30d develops 180 kW and hits 100km/h in 7.6 seconds. The xDrive35d has been succeeded by the new xDrive40d, developing 225 kW and 600 N.m of torque, an improvement of 15 kW and 20 N.m respectively. The xDrive40d is almost as frugal as the xDrive30d, using just 7.5 l/100km – down from 8.8 l/100km – and covering the 0-100km/h run in 6.6 seconds.

All new X5 models are equipped with BMW’s new eight-speed automatic transmission, which debuted in South Africa with the range-topping 760Li. BMW says its innovative gear seat configuration and minimum converter slip results in “outstanding shift dynamics,” optimised effectiveness and vastly improved comfort.

BMW South Africa has yet to reveal pricing details for the updated X5 line-up, but more details are expected closer to launch.

Adapted from TheMotorReport