2011 BMW X5 REVIEWS

BMW X5 Reviews – When seen for quite a while, there appears almost no to set the 2011 BMW x5 apart from today’s model. Nonetheless, BMW claims more than 4,000 modified or renewed parts have found their way into this strong-selling suv. The greatest exterior change is the restyled front bumper assembly that sports repositioned foglights, reshaped front and rear bumpers with increased body paint rather than black trim, revised head lamps and tail lights by using LED detailing, and larger central and outer air intakes up front for enhanced cooling of the engine and brakes, and embellished styling to emphasise the width of the vehicle’s stance.

The new BMWx5 cars get the fresh exterior and interior colors combined with latest iDrive and different light alloy wheel designs complete the makeover. Additionally , there is a range of three new colours: Deep Sea Blue, Platinum Grey and Sparkling Bronze. Inside, buyers can select Oyster or Cinnamon Brown for the leather trim in addition to the familiar Sand Beige, and Black.

The interior of the 2011 x5 is among the best in this class of cars. The dashboard has a gentle curve and a design that creates the entire instrument array on the dashboard simple. The only problem area with this sports model is its idrive system, which is yet to find favor mostly drivers. Another area of issue is the 3rd row of seats in the x5. The occupants in the 3rd row lack adequate leg room.

The important modifications though are hidden under the bonnet since the 2011 X5 gets the latest generation of turbocharged diesel (xDrive35d) and gasoline engines (xDrive35i and xDrive50i) as well as BMW’s eight-speed automatic transmission as standard. All of engines now are available turbocharged, including the flagship xDrive50i, which packs a twin-turbocharged 4.4-liter V-8, the xDrive35i powered by the new N55 single-turbo 3.-liter straight six engine, and the xDrive35d with a twin-turbocharged 3.-liter diesel six.

The X5 xDrive50i develops 400 horsepower at 5,500 rpm and 450 pound-feet of torque at 1,750-4,500 rpm and is capable of a 60 mph sprint time of just 5.3 seconds. The X5 xDrive35i makes do with ‘just’ 300 horsepower and is capable of reaching 60 mph from rest in a reasonable 6.4 seconds–the same pace as the outgoing V-8 powered X5 xDrive48i.

The X5 xDrive35d turbo-diesel continues to be available for the 2011 model year, and in spite of increased competition remains the fastest and most fuel efficient diesel-powered automobile in its segment. The vehicle’s 265 horsepower and 425 pound-feet of torque see it reach 60 mph from rest in 6.9 seconds while returning an EPA-estimated fuel saving of 19 mpg city and 26 mpg highway. Pricing for this model remains at $52,175 which includes destination and handling.

The 2011 x5 BMW is a mid size luxury SUV which is available in two trims. 0si, is power by a 6 cylinder engine whereas the second, the 4. 8i, is driven by a v8 engine. 8i are designed with 18-inch tires, adaptable xenon headlights, wipers that can sense rain, and also the idrive control system. Available as options on the x5 is a sports package in which is added an active suspension system, 19 inch tires and sports front seats. Inside technology package one will get a system which helps the driver park his x5, a camera in the rear. The 2011 x5 is 7. 4 inches longer and the base of its wheels is 4. 5 longer than its older counterparts.

The new BMW x5 2011 is definitely an attractive, and most chosen, mid size, high-class suv vehicle. It’s got many features like hi-tech gadgetry, remote operating one-touch power windows, dual-zone automatic climate control and am/fm/cd/mp3 12-speaker audio with auxiliary input.

The new 2011 x5 car is available in msrp $45,900 and msrp $54,500 trim levels, and competes with the Audi Q7, Cadillac SRX, Infiniti FX35 and FX45, Acura RDX, Mazda CX-9, Lincoln MKX, Lexus GX, Mercedes-Benz M-Class, Porsche Cayenne, Volkswagen Touareg, Land Rover LR2 and Volvo XC90. Leave your comment regarding this BMW x5 reviews.

Range Rover 2010 Review

The 2010 Range Rover Supercharged is bigger, brasher, plusher and more importantly faster, writes Sony Thomas (courtesy Wheels)

Honestly, I don't get the concept of a luxury 4x4. To me it is the perfect oxymoron. It's like scuba diving in your finest Armani suit and a pair of patent leather shoes. It's just wrong.

A few decades back, the only places where you'd expect to see 4x4s were up craggy hills, steep sand dunes or miry ditches. And in those days no one made 4x4s better than Land Rover. They were rugged, capable and spartan, the essential qualities a customer would expect in such a vehicle back then. Those who were looking for luxury went for saloons.

But then, times changed and the Germans transformed 4x4s into luxury sports cars on stilts. Even the Japanese started bringing out SUVs with creature comforts earlier seen only in luxury saloons. Land Rover gave in to peer pressure and began padding up their SUVs with wood, leather and the latest gizmos. And the fact that Range Rovers are still considered the ultimate 4x4 status symbols is testimony to what a wonderful job they did.

Although I really don't see the point of luxury SUVs, I couldn't say no when I was offered the 2010 Range Rover Supercharged for a week. Would you?

Moreover, since I have driven the Sport, and rather liked its 5.0-litre V8 engine, I am curious to see how it works in the top-banana Range Rover.

Not much has been changed on the outside, but for new headlights, bumper and redesigned mesh grille and side fenders. But there are quite a few changes inside. The 2010 Range Rover replaces the conventional instrument cluster with a 12in TFT screen, which displays all essential information apart from the virtual instrument dials. It also features a ‘dual view' infotainment screen in the centre console, which allows the driver and passenger to view different images at the same time. So you can still enjoy the views of the kerbs and lane markings offered by the 360-degree cameras, while your passenger enjoys a DVD movie. The interior is awash in high quality leather, including pillars, door casings and even the headlining.

However, the best bit about the 2010 model is the new supercharged V8 that's good for a stupendous 510bhp. Even with its weight of around 2,700kg, the daddy Range Rover feels properly quick off the line and unrelentingly fast on the move. But there is more than an acceptable amount of wind noise at cruising speeds, as it's not the best of aerodynamic designs around. But that's hardly a surprise since this Range Rover is about the size of a small villa.

That apart, the ride is as supple on the road as any luxury saloon out there. Features like the dynamic stability control, sand launch control, adaptive cruise control and blind spot monitoring are new in the 2010 version.

Overall, the 2010 Range Rover Supercharged is a definite improvement over the previous version. It's slightly better looking, it's got lavish amounts of luxury features, it's a highly capable off road vehicle, with added technology aids, and as icing on the cake, it has a gem of an engine under the bonnet.

But, despite all this, there's one quality that was synonymous with Land Rover vehicles missing from this car. And that's ruggedness. If it's just a good looking, able off-roader with a lot of high tech features that you're looking for, why pay so much when you have the brilliant Toyota Land Cruiser or the inspired new Nissan Patrol? They're both great on the road and off it, and now come with all the goodies you get in this car. But, if it's a status symbol that you're looking for, and you have a stash of dirhams lying around in a corner of your room, go ahead and get it.

Specs & rating

• Model: Vogue Supercharged
• Engine 5.0-litre V8
• Transmission: Six-speed auto, AWD
• Max power: 510bhp @ 6,000rpm
• Max torque: 625Nm @ 2,500rpm
• Top speed: 225kph
• 0-100kph: 6.2sec
• Price: Dh425,000
• Plus: Comfortable and sophisticated
• Minus: Not roomy enough for its size, X5, Q7, Cayenne handle better, expensive

Honda Jazz 2010 Review

The Honda Jazz remains an interesting choice in a segment dominated by boring cars that do not push the boundaries of conservatism. With space-age styling, space-age cargo management and space-age fuel economy, its focus is obvious. The superior handling is a bonus, while its downfalls in ride and power may be overlooked by those who simply refuse to be seen in a City. 

Current Model Introduced in:
2009

Body Styles:
5-door hatchback

Engines:
1.5L 118 hp 4-cylinder / 146 Nm

Transmissions:
5-speed automatic

Setup:
Front-wheel-drive

Suspension:
Front: independent
Rear: live

Brakes:
Front: discs
Rear: drums
ABS on all models

Curb Weight:
1170 kg

Length:
143.5 in.

Wheelbase:
98.4 in.

Top Speed:
190 kph

Test Acceleration 0-100 kph:
12.7 sec.

Observed Test Fuel Economy:
6.9 litres/100km

The Honda Jazz is the anti-thesis of the small-car genre. Redesigned for 2009, the Jazz aims to offer as much space as possible, without extending beyond the footprint of a sub-compact hatchback. The Japanese firm has truly outdone itself in its quest for storage volume.

Now in its second generation, the exterior design has evolved to become even more of a wedge. The mousy design isn't attractive in the traditional sense, but appealing in its own futuristic alien-loving kind of way. Unlike Yaris and Tiida drivers, no Jazz owner has ever been accused of being a boring person, or a soul-less drone, or an accountant.

Our somewhat-pricey Jazz had all the optional goods possible, the most obvious being the 16-inch alloys, the paddle-shifters, the panoramic glass roof, the 16-inch alloys and, of all things, rear power windows. And yet, the cabin still feels like the economy car that it is, with hard plastics on every inch of the interior beyond the seats, floor and ceiling. But at least the textures are pleasant and the door panels get a thin layer of cloth.

The basic fabric seats can be manually-adjusted high enough to give a high driving position, which gives the feeling of driving around in a glass bubble, especially since the Jazz has quite possibly the largest windshield ever. Indeed, legroom front and back is good for most adults under six feet, and merely adequate for those taller, but there is enough headroom for Shaq and his Taliban headgear, if he chose to wear one. Frankly, no car needs this much upward space.

There are eight cup-holders moulded into the plastics, although it isn't as impressive when we realised four are door-mounted bottle holders, and the other four are all for front passengers. There are even two glove-boxes, with the upper one cool-able by redirecting a/c air towards your stored drinks. The regular boot is easily accessible, but only good for one big suitcase. Aside from other uncovered cubbies and pockets, the real interesting bit is the "Magic Seats" setup in the back. The trademark rear bench can split-fold flat just like in any other hatchback, but the rear-seat bottoms can also fold up instead and create a tall cargo space where the rear seats used to be. While the applications for such a feature are dubious, we liked how easy it was to configure them either way.

The extra-long dashboard is even stranger in its non-symmetrical design, but the controls are big and easy to figure out. The manual a/c is good in January afternoons, helped a bit by the 3M tint on our tester, while the 4-speaker stereo is acceptable if you place more importance on USB/iPod connectivity than on bass. Other than the usual power accessories, keyless entry, front-side airbags, cruise control and the huge panoramic glass roof, there aren't any other tech features to speak of. Its simplicity may be a good thing in the long run.

Also simple is the 1.5-litre 4-cylinder engine, good for 118 hp at 6000 rpm and 146 Nm of torque at a high 4800 rpm. For all its i-VTEC gimmickry, we only managed 12.7 seconds during our 0-100 kph test, with lots of loud high-revving action and seemingly weighed down by the glass roof. The 5-speed automatic does fine on its own, but there are optional paddle-shifters that can be somewhat fun, even with a slight delay in responding to inputs. On the other hand, the trip computer on our tester seemed pegged at a remarkable 6.9 litres/100 km during the entire two days we had the car. Coincidentally, our recent Honda City tester was almost 2 seconds quicker and slightly more economical, with the same engine.

The Jazz handles very well too. Indeed, the suspension tuning is very sporting, and the Jazz might've given the expensive Mini Cooper a run for its money if it had wider tyres and proper brakes. As is, the 185/55 tyres run out of grip too early and the rear drum brakes allow a bit of sideways swaying under hard braking. Still, body roll is limited and the tyres behave predictably at the limit, gradually understeering without drama. The steering is soft and yet has some useful feel, while the ABS-assisted brakes can be precisely controlled. And the proper handbrake was a great diversion on wet roads.

The Jazz isn't the most comfortable of cars though. Its sporting suspension and short wheelbase also deteriorates ride quality to almost the same level as our BMW M Roadster. It is bearable of course, but we'd assume buyers of econo-boxes do not prioritise a firm suspension when shopping in this category. It is also rather loud at highway speeds due to wind noise and minimal noise insulation. It is no wonder then that its Thai-built cousin, the City, is an intentionally softer-handling car.

2010 Cadillac SRX review

It is always odd when a particular car model undergoes a complete about-turn on what it started out as. The Mini started life as a poor man's commuter and has now become a rich man's toy. The VW Beetle started life as a rear-engined runabout and has now become a front-engined gay icon. The Cadillac SRX started life as a V8-powered RWD-biased midsize crossover and has now become a V6-powered FWD-biased compact crossover. Ironically, the Mini and the VW went on to become sales successes in their new iterations. And we believe the new SRX will likely sell better than the old SRX ever did.

The problem with the old SRX was that, even if mechanically competent, it looked more like a lifted wagon than a proper 4x4. When fickle people buy a 4x4, they want their 4x4 to look like a 4x4. The new-for-2010 SRX certainly looks more like a 4x4, but General Motors' new crop of exceptional designers have managed to integrate some stunning styling cues, such as the massive grille-and-headlights face, the swoopy roofline and, of all things, pointy tail-finned rear LED lamps harking back to traditional Cadillac designs. Of course, there are chrome window surrounds, chrome fake fender vents, chrome roof rails, chrome fog-lamps, chrome door handles, chrome 20-inch alloys and even chrome cup-holders to violently force-feed you that, at the end of the day, this is a genuine Cadillac, even if it is vaguely derived from a Chevrolet platform.

The interior is as razor-sharp as the exterior, though suitably padded so you don't cut yourself. There is enough soft-touch padding to rival a Lexus, or maybe even better, because no competing Lexus has a leatherette-lined dashboard and upper door-sills like this Cadillac does. Some wood, chrome and metal-look plastics also line the cabin. All in all, the SRX has the fanciest-looking dashboard in a segment dominated by specimens as boring as the Mercedes-Benz GLK and the Audi Q5, although a cover for the exposed front cup-holders would've completed the premium ambience.

In keeping with high-tech appearances, the navigation-multimedia touchscreen pops up from the dash when in use, and can go halfway down when not needed, while still displaying some basic radio info. Redundant stereo and a/c controls are stacked below the screen, but for the sake of style, the buttons are annoyingly small. A cool feature is the full-colour animated circular display within the gauges, flanked by "crystals" that blink with the indicators. Other features in our loaded tester included the usual power accessories, full keyless entry and start, electronic parking brake, rear a/c controls with vents, dual flip-up DVD screens on the seatbacks, power-adjustable front seats with ventilation fans, power-adjustable pedals, tyre-pressure monitor, powered rear tailgate, front and side-curtain airbags, turning HID headlights, a Bluetooth phone feature that works, rear camera with sensors, and a full-length panoramic glass roof that can still open like a sunroof. The stereo is pretty good, with iPod support and what not, while the three-zone automatic a/c was unstressed during our February testing.

Up front, the moderately-bolstered leather seats offer good space. While the limited rear view is taken care of with a camera, the view out the front is hampered by thick A-pillars. Space in the back quickly reminded us that this is a compact vehicle, with only average legroom, and headroom that could cause issues for very tall people. Still, it easily has more rear space than the pricier Infiniti EX. Cargo room is very good in terms of floor space, although that sloping rear window severely cuts down height. But a split-folding rear seat allows room for massive items, while there are at least four cup-holders and numerous door pockets spread about the cabin.

Our all-wheel-drive tester is powered by a 3.0-litre V6, good for 265 hp at 6950 rpm and 302 Nm of torque at a ridiculously high 5100 rpm. Considering the not-slim 1994 kg weight of the SRX, our as-tested 0-100 kph time of 9.9 seconds isn't entirely surprising, but we'd expect better performance to compete in a segment where the likes of the BMW X3 and even the Volvo XC60 play. The 6-speed automatic is smooth enough, with paddle-shifters behind the steering wheel that aren't quick enough to be sporting, but holds gears well enough. We managed a reasonable fuel economy of 13.1 litres per 100 km during our test.

The new SRX rides a bit firmly, so there is no floatiness over dips on the highway, but neither does it crash over potholes, even with 20-inch wheels. Those low-profile 235/55 tyres do allow slight jitteriness over some rough surfaces, but overall the ride is no better or worse than any BMW. The cruise is largely quiet at sane speeds, but there is a noticeable amount of road and wind noise closer to 120 kph. The engine is gruff, but thankfully muffled by sound insulation.

Handling is acceptably agile, but by no means a physics-bender like those BMW trucklets. It is easy to explore the limits of grip safely, with the aid of all-wheel-drive and the redundant stability control system. Body roll is present up to moderate levels, and kept when under control, with no bouncy rebounds after sharp turns, and no top-heavy feeling on long high-speed curves. The SRX simply understeers with squealing front tyres when it starts to run out of grip in the middle of corners, and it is very easy to back off without loosening the rear. The good ABS-assisted disc brakes and the weighted steering feel are bonuses.

As usual with crossovers, we'll go ahead and mention that this is not an offroader, despite the tallish ground clearance and all-wheel-drive. Those features are good for gravel tracks and rainy weather, but not for venturing onto deep beach sand, let alone desert dunes. There is no 4x4 lock or low-range gearing.

The new Cadillac SRX is a step in the right direction for this historical-yet-emerging brand. Innovations such as the fancy gauges and features such as standard leathery dash trims leapfrog over what most others in this segment offer. It is a bit low on space, but so are most of its competitors. If it came with a better engine, it'd be as good as the class-leaders. And considering the optional turbo motor offered in the States, that might not be too long. 

Current Model Introduced in                   :2010

Body Styles                                             :5-door wagon

Engines                                                   :3.0L 265 hp V6 / 302 Nm

Transmissions                                         :6-speed automatic

Setup                                                      :All-wheel-drive

Suspension                                             :Front: independent

                                                                Rear: independent

Brakes                                                     :Front: discs

                                                                 Rear: discs

                                                                 ABS on all models

Curb Weight                                            :1994 kg

Length                                                     :190.3 in.

Wheelbase                                              :110.5 in.

Top Speed                                               :200 kph(electronically limited)

Test Acceleration 0-100 kph                     :9.9 sec.

Observed Test Fuel Economy                  :13.1 litres/100km

New Nissan Patrol 2010 Pictures