Our testing of the 2007 BMW X5 included a good bit of back road and highway driving of a 4.8i around Spartanburg, South Carolina, and then finished up with some track time at the BMW Performance Center. Needless to say, it was a fun couple of days, but more than that, it was educational.

Time on the track (specifically threading cones on the track) gives you a full appreciation for the X5's available Active Steering. Because it reduces the amount of input the driver needs to put into the steering wheel, steering response is greatly improved. In a real-world application, this not only benefits the enthusiast, but also the everyday driver who needs to suddenly swerve to avoid an accident or pedestrian. If we had an X5 in our driveways, it would not be without Active Steering, which means it would also have AdaptiveDrive. That sport suspension/electronic damping control is part of the Sport Package, which is required when opting for the Active Steering. To exemplify the merits of AdaptiveDrive, BMW availed a soaked skid pad, where we threw the X5 4.8i around as hard as possible. With AdaptiveDrive's sport mode selected, the heavy Bimmer remained flat even when we yanked on the steering wheel at high speeds. We subsequently goosed the throttle to determine how tail happy the X5 could be, and even with the wheel cranked, the pedal on the floor, the surface wet, and the stability control off, we didn't get the rear end to twitch more than a foot or so. With stability control on, traction didn't brake loose at all, though switching to the regular suspension mode allows for a little softness in hard corners. To say that the X5 feels stable in extreme conditions would be a serious understatement. And potential buyers will be happy to know that the ride doesn't suffer. In fact, it feels like a sublime blend between comfort and sport. While driving along country roads, bumps were absorbed without issue, though there was some noticeable understeer. That's not surprising given the X5's size and weight, and still feels tighter than other large competitors. Complementing the suspension and steering was a confident braking system, one that proved to be effective, easily modulated, and free of fade or problems with long pedal travel.

Ah, and then there's that powertrain. We were limited to time in the 4.8i (yeah, poor us…), so can't comment on the 3.0-liter inline six, but if BMW's estimate of 0-60 mph in 7.8 seconds is accurate, the less expensive of the X5's ain't no slouch. And neither is 4.8-liter version, which pulls hard from pretty much any situation. It's extremely refined, though a bit loud when hammering on the throttle. That's not a problem unless you don't like the gorgeous sound of a hearty V8. Mash the throttle and the X5 launches with authority, but not enough to pin you in your seat. Nonetheless, all 350 horses prove more than enough for an SAV, and allow for 100-mph cruises that feel like 65 mph. In exchange for all the fun we had with the X5 4.8i, we achieved only 14 mpg. BMW suggests it could've been worse were it not for the new six-speed automatic transmission, which despite offering smooth and seamless shifts, has its shares of highs and lows. When operated in manual mode, shifts are extremely quick, and the red line high enough that you won't mind when the tranny automatically upshifts. However, when in regular mode, the transmission allows for a slight dead spot in the throttle – you don't notice it in sport or manual mode. Paddle shifters are not offered, and the manual mode is counterintuitive to the majority of the industry – BMW requires a pull back for an upshift and a push forward for a downshift. As all enthusiasts are accustomed to, the sport mode holds gears longer for better power delivery, and in sport mode the X5 is very adept at choosing the appropriate cog; regular mode occasionally allows the engine to bog a bit before downshifting.