Buying guide BMW X5 E70

Buying guide:  E70 BMW X5 A genuine, multi-purpose vehicle; this X5 can be anything you want it to be – autobahn stormer, luxury cruiser, rugged utility vehicle or straightforward family car. Don’t miss our comprehensive guide to getting a good one…

The second generation X5 was a much better car than its predecessor, the E53; it looked better, drove better and performed better. Nowadays, with the earliest E70s just over 10 years old, it’s possible to pick examples up for less than £10,000 – a figure that represents quite a bargain considering that most would have cost £50,000+ when new.

Sadly, though, there’s more to consider than just the asking price when it comes to buying a used E70 X5. With prices now dipping into ‘attractive bargain’ territory, it’s all too easy to get tempted into diving in and grabbing yourself what appears to be a luxury SUV snip.

FAULT-FINDER

In reality, of course, this generation of X5 has its characteristic weaknesses, just like anything else. So there are specific aspects which need to be watched for when buying, if expensive mistakes are to be avoided. Also, anyone contemplating such a vehicle must bear in mind that these were expensive machines when new. Just because they’ve now depreciated down to enticingly affordable levels, their running costs won’t necessarily have done the same.

Don’t imagine that you can run a decent X5 on a shoestring, because that sort of approach is likely to turn around and bite you on the bum, sooner rather than later. Consequently, it’s important to make sure that any prospective purchase hasn’t been in the hands of a penny-pinching owner who’s been cutting corners on the maintenance and servicing front.

The E70 X5 was launched in 2006, and was longer and wider than its predecessor. There were new engines, too, with six-cylinder and V8 petrol motors, plus straight-six diesels, to choose from. Levels of luxury and refinement were significantly better than with the E53, as were the driving dynamics.

A facelift occurred in early 2010, which, apart from a few cosmetic changes to body details, was most notable for a revision of the engine range. BMW introduced its EfficiencyDynamics technology to the X5, benefitting fuel consumption and emissions across the range. It also added a standard, Steptronic-equipped, eight-speed automatic gearbox, plus other new tech such as head-up display, adaptive cornering headlights, high-beam assist, a reversing camera with surround view, active cruise control and a stop/go function.

GREAT DYNAMICS

But, whichever model or spec a customer opted for, the E70 was always a great car to drive. At the top of the range, of course, was the fire-breathing X5M, but that’s a very much more specialised sort of machine that requires an article all of its own. Here, we’ll be focusing on the more readily available and accessible model options which, for most buyers, means an X5 powered by a version of the always-gutsy, 2,993cc, turbocharged, straight-six diesel engine.

All models are very refined and comfortable to use and, even now, offer a robust and durable option that’s available with a great set of engines, good transmission and sure-footed, xDrive-based handling. In terms of general appeal, this model of X5 really has something to offer all potential owners, from those wanting a big and powerful, sporty machine with plenty of accommodation, to those who need to tow a caravan, horse box or vehicle trailer.

Both the petrol and diesel versions stand high mileage well (assuming decent maintenance levels) and, because very few owners ever use the X5 as an out-and-out off-roader, really abused and tired examples are relatively rare. Ultimately, the E70 simply isn’t as capable a 4×4 as something like a Range Rover, so it’s not a model that was chosen by those with serious off-road aspirations. From a desirability point of view, it’s the diesels that have traditionally been the most popular with buyers. As a result, the market is now flooded with them and, by comparison, petrol-powered E70s are relatively rare.

To illustrate the point, a quick search on Pistonheads for 2006-2013 X5s produced just 13 petrol cars, compared to 213 diesels! Of course, the E70 hit the showrooms at a time when diesel was being pushed hard as the ‘fuel of the future’. Buyers were attracted by the promise of reduced running costs and lashings of torque – how times have changed, seeing as diesel drivers are fast becoming motoring pariahs!

MAINTENANCE RECORD?

Service history is absolutely key when buying a used X5; the vehicle should have been serviced at least every two years throughout its life, regardless of age. On the earlier cars, every third oil service should have been a big one, but this changed in 2010 or so, to every other service. So it’s important to make sure that the correct schedule was followed by a main dealer and/or a recognised, independent BMW specialist. This long service interval makes it absolutely vital that appointments at the workshop haven’t been missed or ignored by previous owners.

Although the X5 is rarely used as a ‘working 4×4’, there can be a tendency for owners not to be as careful with them as they might be with a less rugged machine. Size is another factor; these are big vehicles so scuffs, scrapes and bumps can be common. So, a thorough bodywork and wheel check should be high on your list of pre-purchase priorities.

Inspect all panel gaps carefully; any unevenness will typically be an indicator of badly repaired accident damage. The body itself isn’t prone to rust so far, so any that you do find is likely to relate to accident damage or careless use, both of which should be enough to set the alarm bells ringing.

Cracked alloy wheels are something to watch for – especially the rear, nearside rim – but aren’t always obvious unless you check carefully. The combination of large-diameter rims, standard, run-flat tyres and owners being happy to mount curbs and crash through pot holes with abandon because they’re driving a rough, tough 4×4, means that wheel damage is all too common.

PRICEY WHEELS

Replacement rear wheel rims cost about £640, so it’s worth inspecting carefully. Typically the damage occurs to the inside edge of the rim, so is only visible from underneath, or with the vehicle conveniently up on a ramp. The popular practice of switching away from the harsh-riding run-flats will bring improvements to the ride quality, but at the expense of the handling. The end result will be more akin to the ride in a Range Rover, with the car losing an appreciable degree of its handling sharpness. The sheer mass of the X5, and the fact that the suspension was originally optimised for stiffwalled, run-flat tyres, means that the driving dynamics will be blunted by such a switch.

 As far as suspension is concerned, most models will be running a self-levelling air system at the back, and the bags used as air reservoirs for this do perish and split. This will cause the vehicle to sink on one side, so check for evenness of ride height across the back end, especially after the vehicle has been sitting with the engine off, for a while. Aftermarket replacement bags cost about £392 per corner, fitted, so it’s not the end of the world, but could be a useful bargaining point.

Damaged running boards are both unsightly, and expensive to repair. The SE models were fitted with these as standard and they were available as an optional extra on other models. Don’t imagine that replacing a kinked or badly scuffed example will be a simple, five-minute unclipping job; the process is a good deal more involved than that, and is likely to cost £555 per side.

DURABLE INTERIOR

Inside the car, the interior and switchgear are generally very tough and durable, but you’ll need to pay special attention to the presence of any dashboard warning lights, on start-up. BMW introduced the Controller Area Network (CAN Bus) vehicle wiring system on the E70 X5; a set-up that facilitated high-speed communication between multiple control units and other electronic devices around the vehicle, and eliminated the need for a central computer to control everything.

Unfortunately, though, the position now is that – 10 years down the line – if you come across an X5 of this generation that’s presenting electronics-related issues, then it’s likely to be expensive to put right, so be on your guard.

The double sunroof was an expensive but popular option, with perhaps half of all cars being factory-fitted with this feature. Unfortunately, the tilt mechanism for the heavy glass panels is operated by plastic cogs, which harden and break with age. Consequently, tilting the sunroof, hearing a click and then being unable to close it again is relatively common. Fortunately, there’s a manual override so that the glass can be wound shut again. The correct repair for this is very expensive, with BMW charging about £3,000 for a new replacement!

The sunroof can also be responsible for water leaks into the boot area of the vehicle. It’s the old, old story, with drain holes becoming blocked, water backing up and the overflow finding its way inside the headlining, down the D pillars, down the back of the rear lights and onto the boot floor. The problem is that there are a number of important electronic control units in this area, which are very easily damaged by water. So check carefully behind the carpet panels in the boot area for any signs of water ingress, especially if the car smells, or is showing signs of condensation inside.

SUSPENSION ISSUES?

One particular warning light to watch for on the dash relates to the suspension. If this comes on after the vehicle has been driven for a while, then it’s likely that the air pump has had it – another very expensive repair if undertaken by BMW. Check also that the electronic handbrake works properly. The cable inside the motor assembly can fray and break with age which, given that it’s an integrated unit, will necessitate a new motor.

Unfortunately, these don’t default to the ‘brake off ’ position if the cable breaks, so it’s perfectly possible for the brake to lock on. Be cautious of any damage to the door mirrors, as these are another item that’s very expensive to repair. The mirror glasses themselves – which are of the photochromatic, anti-dazzle type – cost a shocking £385 each. Damage to the plastic casing isn’t too bad to put right as replacements aren’t terribly expensive. However, if the motors inside, or the folding mechanism itself get damaged, then a new unit will be required, costing £949 each from BMW.

Also, during your test drive, don’t forget to check the screen wash. If it doesn’t work and there’s fluid in the reservoir, then this can be yet another expensive problem to deal with. Rather bizarrely, the BMW design team chose to site the screen washer fluid tank behind the off side inner wing. So, any problems caused by blockages in the tank filter (or faults with the pump motor), have to be tackled by removing the front bumper and then the wing!

Although both these panels are plastic, bolt-on items, it still typically takes three hours or so of awkward work simply to access and clean out the screen washer bottle! The best way to prevent this problem is with the exclusive use of BMW-branded fluid additive.

STRONG ENGINES

Engine-wise, the X5 is a very strong performer. The six-cylinder, three-litre diesel motor, especially, is an excellent unit that’ll simply run and run, assuming regular servicing, of course. BMW recommends a 20,000-mile interval but, for higher-mileage examples, it can be beneficial to increase the frequency to once every 15,000 miles. These engines don’t tend to consume oil, snap timing chains or break turbos.

The only issues likely to be encountered relate to the ancillary items. For example, it’s quite common for the swirl flap butterfly valve gaskets to fail, causing oil to leak onto the sensitive electronics that sit under the inlet manifold. Consequences of this can be glow plug failure then particle filter blockage, and it can also lead to EGR valve problems. All of this will necessitate the removal of the inlet manifold, replacing the gaskets (and taking out the swirl flaps and blanking-off their ports), then sorting out whatever other damage the oil leak may have caused.

Unfortunately, the petrol engines aren’t quite such reliable performers. The N62 V8 can suffer with all sorts of mechanical challenges, including valve stem oil seal wear. This is very expensive to sort out, costing £1,500 to put right at an independent specialist and at least double that at a main dealership (BMW will remove the engine to tackle this work).

SMOKEY V8?

The best way to assess the condition of the valve stem oil seals is to take the car for a long test drive, then to park and leave the engine running for a good 10 minutes. Once the time’s up, give the engine a sudden and full rev and watch the exhaust as you do so. If there’s lots of smoke, then walk away or negotiate hard on the asking price.

Valvetronic failure is another potential problem with the V8, indicated by a light on the dash and/or a lumpy idle. Coolant leaks – from between the cylinder heads and from a tube under the front timing cover – also tend to be expensive to put right. So be suspicious about any smell of leaking coolant when you’ve got your head under the bonnet.

Oil leaks from the bottom of the engine are another possibility to watch for – check carefully under the car for tell-tale signs. But oil sprayed around under the front end of the car may also be coming from the Dynamic Drive system, if it’s fitted. This is an active anti-roll bar system that’s very expensive and complicated to put right if found to be suffering.

A knock-on consequence of oil leaks at the front of the car can be damage to the anti-roll bar bushes which, on this application, aren’t particularly easy to change. So, once again, oil leaks need to be dealt with as soon as they’re discovered; never ignored.

Although body corrosion shouldn’t be a problem you expect to find on any E70 X5, corrosion on the metal brake pipes can be an issue on early models. Cars that have lived much of their lives in coastal regions can be particularly affected in this respect.

STOPPING CORROSION

Rusting pipes need to be replaced which, regrettably, is neither a cheap nor an easy job to do. Consequently, it makes sense to check the MoT record of a prospective purchase (which can be done online, these days), and if brake pipe corrosion has been flagged as an advisory, then action will be required sooner rather than later.

The brakes themselves are decent enough, and certainly better than those on the E53. Nevertheless, they do get consumed at a rate that surprises some new owners. The weight of the car means that, even if you’re lucky and drive very carefully, you might mange two pad changes between new discs. More normally, though, owners find that pads and discs need to be changed together, every time. The front brakes generally last no longer than 15,000-20,000 miles, but the rears are a bit more durable.

Owners must also budget for the fact that tyre wear will be similarly speedy. The weight of the vehicle is a key factor once again, but the width of the tyres and the fact that the X5’s good handling encourages spirited driving, are both relevant, too. In many respects, this X5 can be driven very much like an E60 5 Series; the handling capabilities are that confidence-inspiring. Anyone who enjoys driving should expect to consume a pair of rear tyres inside 12,000 miles – it’s the inside edges that go first, due, essentially, to the factory-set negative camber.

One other factor that can contribute significantly towards increased rates of rear tyre wear is worn suspension ball joints. The problem is that the presence of these gets masked by the tensioning effect of the air suspension. So, unless the air suspension is deflated (by disconnecting the air supply pipes) before the suspension is checked, it’s very unlikely that any ball joint wear will be detected.

OBVIOUS DIFFERENCES

Such problems can be highlighted by uneven wear between the two rear tyres, or a difference in wheel camber angle, when viewed from behind. It’s unlikely that many dealerships will deflate the air suspension when carrying out checks, and an MoT station certainly won’t when testing a vehicle. So worsening ball joints can go unnoticed for ages.

 New rear tyres are likely to cost about £300 each, for anything decent and, to be honest, it’s not worth opting for bargain-basement rubber in an effort to save a few quid. Cheap tyres will greatly increase the amount of road noise, will wear more quickly and generally provide inferior grip levels which, for such a heavy car, doesn’t make a lot of sense.

Although billed as a 4×4, this generation of X5 relies on BMW’s xDrive system, so these cars are predominantly rear-wheel drive. However, drive is electronically switched to the front wheels as well, when the system deems it necessary, via a transfer box. This is why the rear tyres wear more quickly than the fronts.

The xDrive system is a fundamentally good one, although the transfer boxes do suffer with stepper motor failure. It’s this motor that controls the engaging and disengaging of the front-wheel drive, so its role is important. Age-related failure will ultimately trigger a light on the dash but, during the early stages, a hesitation in the vehicle’s progress will become gradually more apparent.

SMOOTH OPERATOR

The E70 X5 should provide an exceptionally smooth drive, so any sort of hunting, ‘powershunt’ sensation felt as the front wheels are repeatedly engaged and disengaged due to wear in the motor, should be quite apparent. This will most likely happen when going up a hill under moderate acceleration; the system will be unable to make up its mind whether four-wheel drive is required, or not.

The front propshafts have a habit of failing, they just sheer on a random basis; it’s simply bad luck and there’s nothing you can do to help avoid the problem. They are a smaller diameter than those fitted to the rear (which never break), so the obvious conclusion is that they aren’t quite up to the job.

At the front of the car, the plastic headlight lenses have a tendency to fog over with age, and turn yellowish. This can be polished-off periodically, but it will always return; it’s the plastic which is at fault. There’s a headlightrelated warning light on the dashboard and, if you find this illuminated, the chances are that there’s a problem with one of the control units. The lights themselves are very expensive; just the standard ones cost about £609 each from BMW – xenon units are even more, at a whopping £2,002.

Underneath the car, check for signs of oil leaks, most typically from the gearbox. If the leak is seen to be in the middle of the vehicle, coating the undertray with a yellowy-brown fluid, then the chances are that the gearbox sump pan is leaking. Apart from this, the six-speed automatic transmission fitted to this generation of X5 is a typically excellent unit; it’s all but indestructible, assuming it hasn’t been abused. They are sensitive to oil level, though, so if there is a leak this needs to be dealt with before serious damage is done.

TOWING TROUBLE

If you’re looking at a car that has a tow bar fitted – and a great many do – then take a few minutes to confirm what sort it actually is. If it’s a factory-fitted unit (retractable or detachable), then there shouldn’t be a problem. But, if you find an aftermarket hitch, then this can be much more of a cause for concern. Everything hinges on how well it’s been fitted.

Inexperienced, aftermarket fitters can play merry hell with the wiring as they attempt to make all the necessary connections. Take a look behind the carpeted panel on the inside of the boot (immediately behind the lights). A badly-fitted tow bar will be betrayed by the mess of wiring you’re likely to find in this area, and can be responsible for all sorts of knock-on, electronics-related irritation and trouble. Even removing these unfortunate add-ons can be a tricky, time-consuming job but, unless you specifically need the towing capability, it’s often best to get rid.

So there you have it; the E70 X5 in a nutshell. I’ve necessarily highlighted a lot of negative issues in the article because that’s the role of the feature. However, I wouldn’t want you to go away with the idea that this X5 is some sort of flawed vehicle, or troublesome annoyance, because it most certainly is not. Speak to any owner and the likelihood is that you’ll hear nothing but good things about these well-built, functional and long-lasting machines. The E70 X5 is a great car to drive and live with, offering genuine multi-purpose functionality for all your family needs. And when you’ve dropped the children at school, or find yourself on a favourite stretch of quiet B-road, then you can throw it through the corners with surprising and very satisfying vigour.

As I said right at the start, this X5 isn’t the cheapest vehicle to live with, but it is one that will reward an enthusiastic owner with faithful and satisfyingly accomplished service. In short, take care of it, and your X5 will take care of you!

WITH THANKS… I’m very grateful to Andy Walker, from Walkers Autotech Ltd (tel: 01403 751646, walkersautotech. co.uk), for his expert help and advice on all things E70 X5-related.

WHAT TO PAY?

The great news for would-be E70 X5 buyers is that selling prices have, at last, started dipping below the £10,000 mark. On the downside, however, great care is needed at this end of the market as burnt fingers are a distinct possibility for the unwary. Buying in the bargain basement runs the risk of you having to pay the same again (sometimes literally) putting things right.

It’s far better to spend a bit more cash and secure yourself a better starting point. Between £12,000- £15,000 will be enough to buy a decent example, with good service history. Diesels have tended to be more in demand than the gas-guzzling petrol V8s, but the latter are often better specified. Much depends what you want the X5 for, and how much use you intend to give it.

As a general rule, don’t be put off by high-mileage, judge the vehicle on its condition, and whether or not everything works. If maintenance levels have been good then 100,000 shouldn’t be a problem, especially with a diesel-engined vehicle.

A well- and regularly-serviced, high-mileage X5 will usually be a far better bet than a low-mileage example that’s sat about doing very little apart from deteriorating, and very rarely seeing the inside of a workshop.

With prices now dipping into ‘attractive bargain’ territory, it’s all too easy to get tempted.

All models are very refined and comfortable to use and, even now, offer a robust and durable option.

The E70 X5 represented a significant improvement over the outgoing E53 version.

Few X5s are likely to have been put to any serious, off-road use; it’s not a vehicle to compete with the likes of a Range Rover.

Check that all the rear lights are working when buying. The LED units on the tailgate seem prone to premature failure.

Above left to right: The X5 has always offered the potential to be a great load-lugger. If you’re looking at a seven-seat version, make sure the rearmost seats fold up and down properly. Transmissions are good, generally speaking. Don’t forget to check the electric handbrake; the operating cable can snap, requiring a new motor to be fitted.

The comfortable and lofty driving position is much appreciated by owners. Check that all the different air vents work.

Air is diverted to different outlets electronically and, if there’s a control problem, the system can default to just one outlet – blowing hot air constantly on the windscreen, for example. Fixing such a problem typically requires the removal of the dashboard.

Generally speaking, the diesel engines tend to be more reliable than the petrols, with fewer, characteristic failings.

The M50d; a top-of-the-range diesel-powered E70 X5 offers impressive performance combined with decent economy, but be prepared to pay £30,000-£40,000 for a good one.

While probably not striking many as a pretty vehicle, the ‘chiselled’ looks of the E70 X5 gave it a fresher, more modern look compared to its predecessor.

BMW E70 X5 TIMELINE

OCTOBER 2006

US-built E70 X5 launched with straight-six 3.0-litre diesel and 4.8-litre V8 petrol engines. CAN Bus electronics introduced, together with new, six-speed automatic gearbox and run-flat tyres. Options included seven seats, head-up display, adaptive drive suspension and active steering.

MAY 2009

X5M launched, with 4,395cc twin-turbo V8 producing 555bhp.

AUGUST 2009

xDrive35d model introduced with a host of luxury optional extras.

MARCH 2010

Engine range revamped with the introduction of new, more efficient and better-performing versions of the 3.0-litre diesel and V8 petrol; creating the xDrive30d, xDrive40d and xDrive50i models.

APRIL 2012

M Performance brand launched. M50d model added to the range, with three turbos and nearly 400bhp.

MAY 2013

Third generation X5 (F15) introduced.