2014 BMW X5
The BMW X5 arrived for the 2000 model year; a time when rival European brands were bringing high dollar sport utes to an American market that couldn’t buy up them fast enough. While the X5 has proven very popular with more than 1.3-million sold, competition grows more intense. Plus many ute buyers are downsizing to save on fuel costs. So let’s see if an all-new X5 factors in all the changes.
The mid-size 2014 BMW X5 is actually the 3rd generation of BMW’s original Sports Activity Vehicle. And while BMW has expanded into smaller segments with both the X3 and X1, it’s still the X5 that makes up the bulk of their utility sales in the U.S.
Perhaps the biggest news is that a rear-wheel-drive only sDrive X5 is now available for those that have no need for all-wheel-drive. The new-gen looks are in a word, evolutionary. But tweaks such as new headlights with flattened LED trim rings, and the increasing amount of aero elements will let those “in the know”, know you’ve upgraded.
While wheelbase carries over at 115.5 inches, overall length grows by 2-inches to 193.2. It loses a little in both overall height and ride height, giving this X5 a more hunkered down look. But like the guy at the gym with the cut-off sleeves, the very high mounted fog lamps and traditional twin kidney grilles try a little too hard to look cool.
Thick body lines are still present along the sides, only now they emanate from a new front fender vent. All-in-all, not a bad looking redesign, though some of our staff did feel it appears more mini-van-ish than before. We’re all fans of the dual tailgate setup, as it makes loading heavy and bulky items easier.
While off-road credentials are probably not a high priority, the full-time intelligent all-wheel-drive system uses lots of electronic wizardry to be very capable. And should do just fine if the pending zombie apocalypse does arrive, or just on the snowy roads that we encountered here in the Mid-Atlantic this past winter.
Regardless of driving mission, you’ll find the X5 rides more like a BMW sedan than any ute. The incredibly smooth shifts of the standard 8-speed automatic transmission, and one of the most unobtrusive start/stop systems we’ve sampled, add positively to the experience.
And as you would expect, it’s a great handling experience as well. Though as with most BMW’s, we mourn the lack of steering feel. But it’s hard to argue with the results, as steering is still impressively quick.
Driven aggressively, the X5 begins to feel more like an SUV, but still one that handles better than most. And this 6-banger xDrive35i certainly hooks up and launches like few SUVs. It doesn’t feel overly powerful, just a civilized whoosh of acceleration taking you to 60 in 6.2-seconds. Power continues to pour on smoothly as you work your way down the track, with firm, quick shifts coming right at red line until you clear the ¼-mile in 14.8-seconds at 95 miles-per-hour.
Powertrain options are as before, gasoline and diesel fueled inline-6s and a 4.4–liter V8 xDrive50i. The V8 is updated while the diesel in the xDrive35d is all new. But, in our test xDrive35i, the 3.0-liter gas I6 soldiers on, pumping out 300–horsepower and 300 lb-ft. of torque with the help of BMW’s TwinPower turbo.
Dropping the hood and opening the doors, the highlight of the interior is easily the huge 10-inch hi-res. screen indiscreetly plopped down on the dash. It’s controlled by iDrive of course, and we think BMW has finally struck a good balance with logically placed traditional controls; making tapping into iDrive central only necessary for more detailed requests. A new touchpad write-on feature helps as well.
Seats, front and rear are firm, supportive, but comfortable. Back seat room is adequate but far from generous. Still, the soft close doors are a nice touch.
Government Fuel Economy Ratings are 18-City, 27-Highway, and 21-Combined. We averaged 20.2 miles-per-gallon of Premium. That Energy Impact Score is so-so at 15.7-barrels of annual oil use with 6.9 tons of CO2 emissions.
Yea, we know fuel economy could be better, but we just love the power and effortless feel of the gas I6. But, go the xDrive35d diesel and you gain 20% on MPGs and lose little else. And, the diesel is only $1,500 more than our tester, and volume leader xDrive35i which starts at $56,025.
The 2014 BMW X5 is indeed a sweet ride. When it comes to all out luxury, we still prefer a Range Rover, but the X5 actually appeals to a different buyer. One that needs an SUV, but really wants a BMW sport sedan. And, that will keep the X5 a major market factor for years to come.
Specifications
- Engine: 3.0-liter
- Horsepower: 300
- Torque: 300 lb-ft.
- 0-60 mph: 6.2 seconds
- 1/4 mile: 14.8 seconds @ 95 mph
- EPA: 18 mpg city/ 27 mpg highway
- Energy Impact: 15.7-barrels of oil/yr
- CO2 Emissions: 6.9 tons/yr
2024 Hyundai Palisade Calligraphy Night Edition
Hyundai Turns To The Dark Side To Create A Special Palisade
Hyundai turned the page on their lineup when they launched the three-row Palisade crossover utility 4 years ago. Still the same Hyundai value we loved, but with more luxury, and more room for growing families. Now for their next big hit, it looks like Hyundai is working on their night moves.
If you’ve been following the auto industry, you’ve probably noticed a darkness setting in. No, we’re not talking about EV mandates, we’re talking about the increasing number of manufacturers invoking darkness or using some reference to the color black to create special editions of their vehicles or note their highest trim level. Well, that’s what we have here with the 2024 Hyundai Palisade Calligraphy Night Edition, a way to take the range-topping Calligraphy trim to an even higher level of exclusivity.
Available in either Abyss Black or this Hyper White, the Night Edition applies a dark chrome treatment to the grille, rear bumper, and door moldings. There’s also glossy black trim for both the front and rear fascias, as well as the roof rails, while door handles are now body color. Finishing it off are 20-inch “black liquid” wheels and unique finishes for all logos including the HTRAC badge that signifies all-wheel drive, which is standard here in the Calligraphy Night Edition, optional on most lesser Palisades.
All-wheel drives get additional Snow and Tow driving modes, as well as the ability to lock in a 50/50 torque split. All Palisades share the same V6 engine, a naturally aspirated 3.8-liter unit which produces 291 horsepower and 262 lb-ft of torque. Nothing changes there, but it’s more than enough to move this big utility down the road with ease and pull 5,000 lbs. of trailer, aided by the standard eight-speed automatic transmission. In addition to steering wheel mounted paddle shifters, minimal buttons for controlling the transmission share space on a rising center console which also houses the touch sensitive climate controls. On top of the dash sits a 12.3-inch touchscreen with navigation standard on all Palisades. A separate 12.3-inch digital instrument cluster resides in front of the driver on Limited trim and above.
As for the rest of the interior, Night Editions adds a unique blackout theme with some added dark aluminum trim and devilish 630 watts of Harmon Kardon premium audio. There are also some exclusive premium micro-suede materials on the seats, though most of our staff felt they didn’t seem quite as luxurious as the Nappa leather seats in the regular Calligraphy. Second row captain’s chairs here of course, plus a power folding third row that holds three Palisades come as both seven or right seaters with up to 16 cupholders! There’s also adequate room for adults in that third row, though seating comfort drastically improves moving forward. Cargo capacity remains a strong point for the Palisade, with 18.0 cubic-feet available behind the third row, 45.8 behind the second, and a max of 86.4 with all seatbacks folded.
At Mason Dixon Dragway, the Night Edition delivered a moderate dose of power, enough to battle a little wheel spin off the line leading to a steady jog to 60 of 7.6 seconds; about a half second slower than the last Palisade we tested. Gear changes happened smoothly, causing minor power flow pauses throughout the quarter-mile, completed in 15.8 seconds at a respectable 90 mph.
This big unibody bruiser is suspended with MacPherson struts up front and a multi-link independent setup in back. They provided a surprisingly nimble platform for shuffling through our handling course. There was a reasonable amount of feedback through the steering wheel, helping us stay on top of the slight understeer that we encountered. There was very soft pedal action in our panic braking runs, along with a reasonable amount of nosedive, but 102-foot stops from 60 rate great!
All Palisades come with a healthy complement of active safety features like Lane Keeping Assist and Highway Driving Assist, while Calligraphies add a more advanced Parking Collision Avoidance Assist system. With all-wheel drive, Government Fuel Economy Ratings are 19 City, 24 Highway, and 21 Combined.
Even with the Night Edition establishing a new high mark, it’s still priced less than many large three-row utilities at $55,245. That’s $3,500 over the standard Calligraphy, and about $17,000 more than the base SE Palisade.
So, when it comes to this 2024 Hyundai Palisade Calligraphy Night Edition, there’s no need to be afraid of the dark. The only thing lurking in the shadows here is more tremendous value, something that Hyundai has been bringing to light for years and years.
Specifications
As Tested
- Engine: 3.8-liter V6
- Transmission: 8-speed automatic
- Horsepower: 291
- Torque: 262 lb-ft
- 0-60 mph: 7.6 seconds
- 1/4 Mile: 15.8 seconds at 90 mph
- Braking, 60-0 (avg): 102 feet
- EPA: 19 City | 24 Highway | 21 Combined