Bmw 4.6is

[Kristin Klodzinski]

Fastforward a few years later and BMW joined the segment of high-performance SUVs with an official M badge. So naturally, I was extremely excited to sample this X5 4.6is for the first time in my life. As someone who had driven multiple E53 models before, I was curious to experience the appearance and driving experience of a BMW SUV that resembled an M model in 2003.

The BMW E53 is the first generation BMW X5 mid-size luxury crossover SUV. The vehicle was the first SUV ever produced by BMW. It was produced between 1999 and 2006[1] and was replaced by the E70 X5.

The E53 X5 was developed just after the acquisition of Land Rover by BMW. As such, the vehicle shares many components and designs with both the Range Rover L322 model (specifically the hill descent system and off-road engine management system) and the BMW E39 5 Series (specifically engines and electronic systems). The entire in-car entertainment system (radio function, navigation system, television and telecommunications systems) are shared with other BMWs and L322. As a result, the earlier X5 models can be upgraded with newer BMW technologies (e.g. Bluetooth phone connectivity).[2]

The history of the X5 begins in 1994, when ideas began on a BMW sports utility vehicle after the acquisition of Land Rover. Eduard Walek was named project leader and chief engineer of the E53. Chris Chapman joined BMW Group's Designworks in California later and began working with Chris Bangle in Munich on two full-scale clay models of the E53 for two months. By 1996, design work was approved and the design basis for the X5 (E53) was frozen, 35 months prior to production. Design patents were filed on 10 June 1998[3] and 9 December 1998, being registered in the U.S. on 18 January 2000.[4][5][6][7]

The takeover of Rover in 1994 was proved to be very beneficial for BMW in the development of the X5. BMW engineers were able to look at and use Range Rover technology and parts in the development of the X5 - one such example would be hill-descent control. In many respects, the design of the X5 was influenced by its British counterpart; for example, the X5 got the two-piece tailgate straight from the Range Rover. Many parts and electronics were also taken directly from the E39 5 Series parts bin to save costs.

In contrast to the Range Rover models, the X5 was designed as a sporting road car: its off-road capabilities are significantly less than those of Land Rover. BMW reportedly worked hard to ensure it was referred to as an SAV (Sports Activity Vehicle) instead of an SUV (sport utility vehicle).

Even though the X5 was an all-wheel drive vehicle, BMW chose from the start to route 62 percent of the engine's torque to the rear wheels, making it feel as close as possible to the company's rear-wheel drive sedans.

The interior design of the E53 X5 was shared with the BMW 5 Series (E39), featuring a similar dashboard layout. The BMW Business Cassette head unit was standard equipment on all E53 X5 models, and included controls for a separately-mounted CD changer unit. The BMW Business CD head unit was optional, and later became standard equipment on newer E53 X5 models. The BMW Business CD head unit also included controls for an accessory CD changer unit. A GPS navigation system radio was also available, and replaced the standard CD player with a cassette player located behind the unit's retractable LCD display screen, but included controls for an accessory CD changer unit. A "Hi-Fi" premium sound system was standard equipment on all E53 X5 models, while an upgraded system with a Digital Sound Processing (DSP) was optional, regardless of head unit option. The BMW Assist telematics system was an option on the E53 X5, and included an "SOS" button in the overhead console.

The X5, along with the BMW Z4 (E85) roadster, BMW X6, and BMW X3 were manufactured in BMW's South Carolina plant in Greer and at the BMW de Mxico plant in Toluca, Mexico, alongside the BMW 3 series, BMW 5 series and BMW 7 series. Production of the E53 X5 began on 1 September 1999 and ceased on 22 September 2006.[13][14]

A one-off version known as the X5 LM was equipped with the P75 engine based on the S70/3 V12 engine from the 1999 Le Mans winning BMW V12 LMR. It was used by Hans-Joachim Stuck to set a lap record at the Nrburgring in 2000.

In 2000, development on mid-cycle updates began scheduled for 2003. By late 2001, a radical design update was chosen favoring the new brand design theme. In 2002, following discontent towards the 2001 E65 design, a more conservative appearance was instead chosen and frozen for 2003 production.[15]

In July 2003, the facelifted X5 was presented for the 2004 model year at the IAA 2003 in September, with new headlights, a few new exterior colors, a new four-wheel drive system and upgraded engines. Production started at Spartanburg on 26 September.[13][16] The grilles were enlarged, as well as their actual slats being modified in a 'flame surfaced' style. In keeping with the E39 facelift of 2001, the 2004 X5's headlights got corona rings around all four headlamp projectors. The tail-lights also received a facelift similar to the BMW E39, and the exterior glass went from a "dotted" pattern to a cleaner "line" pattern. BMW invented a new four-wheel drive system dubbed xDrive shared both in the X5 and X3 in 2004. Instead of using the previous X5 system which consisted of power being split 62-38 (rear wheels-front wheels) and DSC to brake wheels without losing traction, xDrive could vary power to the front or rear axles in milliseconds, transferring up to 100% of engine power to either axle, thus allowing the vehicle to regain traction quickly.

Originally announced in the end of 2003 along with the rest of the X5 facelift, the X5 4.8is first started shipping in April 2004. It had a new larger 4.8 L engine (which replaced the 4.6 L engine), and was also later used in the 2005 750i/Li. It also included a slightly modified bodykit (parts of the bottom bumper became painted the body color), 20" wheels, and along with the 4.6is, were the only X5's ever to have a large chrome-tipped exhaust which hid the quad pipes.

In June 2008, the Regional Court of Munich ruled that the Chinese SUV model, "Shuanghuan SCEO" is a copy of the BMW X5, prohibited the defendant importer of these vehicles in the "trade in Germany" offer and ordered the destruction of all "vehicles with a certain look" at which the defendant's possession or ownership (Az.: 4HK O 16807/07).[21]

Get ready to feel old; BMW has been building SUVs for more than 20 years. Now entering its 25th model year with a freshly-launched facelift of the current generation, the 2024 BMW X5 has come a long way from being the vehicle that enthusiasts believed would ruin the brand.

Facing nearly a quarter of a century on the market, we revisited the original X5 that started it all and see if it would warrant consideration as a "classic" (gosh, that makes us feel ancient) family car.

BMW clearly agreed because the German automaker planned a road trip from Miami, Florida, to the Amelia Island Concourse Concours d'Elegance at the top of the state, where the 2024 X5 made its North American debut. The trip provided a chance to sample several classic BMW models, including two mint condition first-generation E53 X5 variants.

Built as the first special edition X5, the Neiman Marcus Edition could only be ordered for the 2001 model year through the 1999 Neiman Marcus Christmas Book. Only 50 rolled off the assembly line in Spartanburg, making this one of the rarest, if not the rarest, X5s ever built. Each one was finished in an exclusive Impala Brown Metallic paint over a light beige leather interior. The original price tag was $57,995, including a $1,000 donation to the Susan G. Komen Breast Cancer Foundation, a trip to the factory with a high-performance driving component, and a drive through the Blue Ridge Mountains with a visit to the Biltmore Estate.

Under the hood, the Neiman Marcus Edition used the most powerful engine available at the time, a 4.4-liter naturally aspirated V8 with 282 horsepower and 324 lb-ft of torque. The example present for our drive was in the best condition we have ever seen; it looked like it rolled off the assembly line yesterday, not more than two decades ago.

We didn't drive the Neiman Marcus Edition and instead spent 150 miles in a 2002 BMW X5 4.6is, the precursor to the modern-day X5 M. Before BMW knew it wanted to stick an M badge on the X5, it experimented with the 4.6is to see if customers would respond well to a high-performance SUV. As we now know, they did.

Power came from a 4.6-liter V8 engine tuned by Alpina, the luxury tuner that has subsequently been purchased by the Bavarian automaker, delivering 340 hp and 350 lb-ft of torque. It could hit 60 mph in 6.2 seconds and reach 150 mph. This, too, was a limited edition of sorts, as it was only produced for the 2002 and 2003 model years before it was replaced for 2004 by the 4.8is and its 355 hp.

While it wasn't an official M model, it received its own share of unique styling cues and performance accouterments beyond the enhanced engine. Special 20-inch wheels, larger brakes, and flared fenders were subtle nods to its specialness, and it was only offered in four colors: Black, Estoril Blue, Titanium Silver, and the Imola Red pictured here.

This particular example was a European specification with under 1,400 kilometers (870 miles) on the odometer when we first stepped in to drive it. The red leather interior looked virtually untouched by human hands, as did the built-in BMW car phone, which still has the original plastic on the screen.

At 183.7 inches long, the original X5 is 2.2 inches shorter than today's BMW X3, but it has a throaty V8 under the hood. This makes for lively acceleration, or at least it would if it weren't so greatly hampered by the five-speed Steptronic automatic transmission. It was cutting-edge back in 2002, but the slushbox feels positively ancient compared to BMW's pitch-perfect tuning of the modern ZF eight-speed auto used in its contemporary models. Gear changes take forever, and it only kicks down under very heavy throttle. This can be partially mitigated by sticking the shifter into sport mode or taking over manual control, but it's still a sluggish experience if you're used to modern machinery.

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