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 Honda Ridgeline TrailSport
It Does Truck-Like Things Better Than Ever
Honda brought something truly unique to the pickup truck scene when their mid-size Ridgeline debuted for 2006. In 2017, it moved towards becoming a little more true truck-like, both in form and capability, now with yet another step in that direction for 2024. So, let’s see if the Ridgeline is really hitting its stride.
For 2024, it’s all about making this Honda Ridgeline better than ever. There are styling tweaks outside, along with tech and functional improvements inside, but the biggest news is the Ridgeline has now joined Honda’s TrailSport family of off-road inspired vehicles. This more-true-trucklike, second-gen Ridgeline been around since 2017, receiving periodic updates over the years; but joining the TrailSport family is the biggest leap yet.
Primarily, the TrailSport transformation includes General Grabber all-terrain tires, mounted on new Pewter Gray 18-inch wheels, steel underbody protection, and retuning the strut front, and multi-link rear suspension for added wheel articulation. And while we always appreciate the additional traction of off-road tires, the Ridgeline’s standard i-VTM4 all-wheel drive, with Intelligent Traction Management and snow, sand, and mud settings, was already quite capable of handling all but the most extreme off-roading, ground clearance of just 7.6 inches being it’s only real hinderance.
A 3.5-liter V6 remains under the hood as it has since the Ridgeline debuted for 2006; the current version outputs 280 horsepower and 262 lb-ft of torque, plenty enough muscle to handle its 5,000-lbs. towing capacity. A nine-speed automatic transmission with paddle shifters and bevy of push and pull buttons on the console replaced the six-speed automatic back in 2020.
In addition to adding TrailSport capability, a big focus for this update was making it more user-friendly inside, starting with the central touchscreen growing from 8 to 9 inches. It also gets faster processing speeds, menus have been simplified, and the native navigation system is improved with better graphics. It’s accompanied by a new digital instrument cluster, along with an upgraded center console with more storage space. Unique TrailSport touches include heavy duty floormats, leather-trimmed seats, orange stitching throughout the cabin, and orange ambient lighting.
The Ridgeline continues to offer things available nowhere else in the pickup truck market.
Exterior styling doesn’t exactly shout “macho big rig coming your way,” but the more vertical face and larger grille that arrived for 2021, along with this year’s added TrailSport elements, do continue to toughen up the Ridgeline’s image. The 5’4” bed remains highly functional with no large wheel well intrusions, multiple tie-downs points, lighting and even speakers. And of course, the Ridgeline continues to offer things available nowhere else in the pickup truck market, like the dual-action tailgate, and large, lockable, drainable, underbed storage. Not to mention being able to drive around in true car-like comfort, something we took full advantage of on our way to our Mason Dixon Dragway test track.
There was great grip off the line, with full power arriving smoothly but quickly, helping us to get to 60 in 7.0 seconds flat, a tenth quicker than the last Ridgeline we tested. That power delivery stayed fairly consistent the whole way down the track, barely interrupted by the nine-speed automatic’s smooth shifting. Our best quarter-mile run was 15.5 seconds at 90 mph.
The revised suspension and knobbier tires didn’t really seem to add or detract from handling prowess, as it felt as solid, nimble, and car-like as it always has through our cone course. Perhaps a little less stiff than before, but good feedback, tight steering, and minimal body roll for a pickup, made for a very confidence inspiring experience. In our braking test, we stopped in a respectable average of 123 feet from 60, with only moderate amounts of nosedive and good feel through the pedal.
There is, however, a slight reduction in Government Fuel Economy Ratings with the all-terrain tires; 18-City, 23-Highway, and 20-Combined, our average, right on, at 20.4 mpg of Regular. That’s a slightly below average Energy Impact Score of 14.9 barrels of yearly oil use, with CO2 emissions of 7.4 tons.
TrailSport pricing falls in line just under the Ridgeline’s top Black Edition trim with a starting price of $46,375, about five grand over a base Ridgeline Sport.
So, whether you consider the Honda Ridgeline to be a “real” truck or not, this ruggedly smooth 2024 TrailSport does truck-like things better than ever. And we’re not just talking about the slight upgrade in off-road performance, we’re talking about a flexible bed to help you get chores done, and the ability to tow or haul with comfort and flexibility other trucks can only wish for. It’s why the Ridgeline brings more first-time buyers to Honda than any other vehicle, and why it continues to be a great choice in the growing midsize truck realm.
Specifications
- Engine: 3.5-liter V6
- Transmission: 9-speed automatic
- Horsepower: 280
- Torque: 262 lb-ft
- EPA: 18 City | 23 Highway | 20 Combined
- 0-60 mph: 7.0 seconds
- 1/4 Mile: 15.5 seconds at 90 mph
- 60-0 Braking (avg): 123 feet
- MW Fuel Economy: 20.4 mpg (Regular)
- Max Towing Capacity: 5,000-lbs