Used BMW X5 2007-2013 review

The first generation BMW X5 opened up a new segment, that of the upmarket ‘soft-roader’, with all the trappings of an executive car wrapped up in a rugged-looking package. Primarily designed to be driven on-road it paved the way for a myriad of competitors and by the time the second-generation X5 arrived in 2007 it was up against some stiff opposition.

Just about the only criticism of the original X5 was that lacked space in the interior and boot, thus these points were addressed for its replacement. It even gained the option of having seven seats, although the rearmost were strictly for children. Overall, an Audi Q7 has slightly more luggage capacity, but in terms of passenger accommodation there’s not much to choose between the two cars.

Despite being a 4x4, the X5 has all the traditional attributes you associate with BMW – strong engines, good performance and excellent handling. It’s a cliché, but an X5 really can be hustled along like a sports car on stilts.

The trade off is a hard ride, especially with the optional larger wheels, but it’s smooth enough on the motorway, without too much wind or road noise. As with any large 4x4, running costs can be high, but opting for a face-lifted model (2010-on) will bring lower emissions and improved economy.

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The diesel BMW X5 3.0d was the most popular model by quite some margin, and if high mileages hold no fear then £7500 will buy you one with over 150,000 miles, increasing to £10,000 if you want a sub-100,000-mile car. Note, these figures are for the SE trim – you’ll need to increase the budget by £2000 to get an M Sport. Meanwhile, prices for a facelift 30d with 50,000 miles on the clock start at £20,000.

If you don’t cover many miles a petrol model could be for you, but you’ll struggle to find a 3.0-litre as so few were sold. The V8-engined 4.8i (or xDrive50i in facelift guise) offers a lot of car for the money – a 2007 4.8i with 60,000 miles costs £13,000, while a facelift xDrive50i from 2011 with 40k miles costs £18,000.

If you want the wildest X5, look for the 542bhp X5 M, and be prepared to pay at least £15,000.

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An X5 will obviously cost more to run than an equivalent BMW 5 Series estate but it shouldn’t be ruinously expensive. Road tax costs £305 a year for pre-facelift diesels and £280 for the facelifted cars, while the short-lived 3.0i petrol is £520 per year to tax. Pre-facelift 4.8s fall into the highest tax bracket at £535, as does the X5 M, while the later xDrive50i is £520.

Sadly, it’s not just road tax that’s expensive. Fuel economy suffers as a result of the permanent four-wheel drive, bluff aerodynamics and sheer weight of an X5. Don’t expect more than 29mpg out of a diesel X5, while a V8 petrol will struggle to better 20mpg.

Thanks to BMW’s fixed price servicing menu, servicing isn’t as expensive as you might expect. An oil service for a diesel costs from £161, whereas for a petrol X5 it’s £186. The biggest services come around every 60,000 miles or so, for which you can expect to pay in the region of £700.

Also bear in mind that a set of quality run-flat tyres for an X5 with 19-inch alloy wheels will cost £1000.

If you cover a low mileage, then a 4.8i or xDrive50i petrol version of the BMW X5 may be for you, especially as they cost less to buy than the ubiquitous diesels.

However, the most plentiful model by far is the 3.0d (called the xDrive30d post-facelift) in either SE or M Sport trim. All models feature an automatic gearbox, but do be aware that leather upholstery was not initially fitted as standard to the 3.0d.

All models also have climate control, 18-inch alloy wheels, cruise control, parking sensors and self-levelling rear suspension. M Sports have larger 19-inch alloys, colour coded M styling, leather sports seats and sports suspension. The larger alloys may suit the looks of the car but affect the ride quality, so go for an SE is comfort is a priority.

Post-facelift models have more generous equipment levels – the xDrive30d has an eight-speed auto, leather upholstery and xenon headlights. Satellite navigation was never fitted as standard but the vast majority of X5s had it fitted as an option.

Our favourite BMW X5: xDrive30d SE

Audi was a little late to the full-size premium SUV party but when it arrived with the Q7 it produced a very real alternative to the X5. It offers excellent interior accommodation and a larger boot than the X5 but is not quite as enjoyable to drive.

While BMW may have refined the ‘on-road’ SUV theme Land Rover’s Range Rover got there first. The Range Rover Sport offers plenty of style and is a more comfortable proposition than the X5, and it’s better off-road too, but is more expensive to run.

If one of the reasons for looking at an X5 is for its driver appeal then a Porsche Cayenne should also be on your radar. It doesn’t offer as many diesel options as the X5, but it’s a great SUV to drive.

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