You'd be forgiven for thinking BMW has done little to alter the X5 with the second-generation car. The original was a commercial success, and the German manufacturer has wisely retained much of that car's styling and proportions, but has made sweeping changes elsewhere.
The new model has significantly more interior space, and still provides a classy, high-quality passenger environment, although the third row of seats in the boot floor won't accommodate grown-ups. Wind and tyre noise is controlled, the driving position is good and the big seats up front are especially comfortable. Despite improvements, the iDrive control system is still awkward and frustrating to use.
For such a large car, the X5 has always proved surprisingly good fun on swift, twisty roads, and still does, but the ride has been softened a little to make the experience more comfortable, aided by more supple double-wishbone suspension to replace the old car's McPherson struts. Body roll is kept in check, and grip is strong, helping to make the X5 the best-handling SUV there is this side of a Porsche Cayenne. Off-road, it isn't as capable as the likes of a Range Rover, but strong engines mean it's well suited to tugging heavy loads.
The hard work BMW's engineers have invested in the diesel engine range, easily the majority's preferred option, is shown by the impressive emissions, which are below 200g/km of CO2 for both the 30d and 40d models, aided by the use of lighter body materials in places, while still achieving healthy acceleration figures. The petrol engines fare less well, though, and the 4.4-litre V8 M version pumps out a wince-inducing 325g/km of CO2.
With prices starting at over £40,000, the X5 looks pricey, and while standard kit is good, there are plenty of cash-sapping options available. Ongoing costs are up there, too, with mpg figures in the mid-30s at best, and relatively expensive servicing costs. On the plus side, buyers can console themselves somewhat in solid residuals.