1. BMW X5

BMW X5 (2007 onwards model)

The doubts, back in ’99, over whether BMW could pull off the production of an SUV lasted, oh, all of a minute. Once you’d driven the best driver’s SUV of all, you were convinced.

The ultimate driving machine could off-road and although rivals sprouted up they never matched its single-minded focus. Inevitably though, its time came. So has BMW still differentiated wood from trees with the new one?

This car’s predecessor was the last car completed before designer Chris Bangle arrived. How to make it look new, while still seeming the same? Bangleise it. Sharpen edges, swoop where you previously were steadfast, focus on details with Kasparov intensity. The move works. We’re seeing lots of such ‘second generation’ redesigns (TT and MINI spring to mind) and, while the thrill of the fresh is missed, the X5, like those others, appeals. Perfecting what was already there, already liked: may not work a third time, but it does here. Details like the diode-rod rear lights and wrapover, 1-piece front wings add the jazz, too.

And where they’ve erred on styling, they’re revolutionised in engineering. For this is the first BMW ever to feature double-wishbone front suspension. Supposedly ‘purer’ (and as used in F1), wishbones are costlier and, such has been BMW’s mastery of struts, to date unnecessary. But the X5 is heavy, produces forces on a monumental scale, and struts simply reached the limit of their capacity. Wishbones it is then, along with optional rear air suspension, Active Steering and the active anti-roll bar device, Adaptive Drive.

Light on its feet

Unusually for a new car (if not so unusual for a BMW), it’s no heavier than its predecessor. So the enlarged V8 petrol, now 4.8-litres, is more than ample motive force. Will a V10 follow? Maybe not… but don’t rule out an M version (if they can find a name that doesn’t annoy Mazda). 90 per cent, however, will be diesel, which too has a power boost. The 3.0-litre straight six now offers 235bhp, and with 383lb/ft of torque, out-shoves the petrol by 10%. Surprised to not see the twin-turbo diesel? Don’t worry; sheer demand for engines has held it back, but the 3.5d will be here before 2007’s out.

Engines are last on your mind when you enter. Low shoulders and (joy) thinnish A-pillars combine with high seats for regality. And the cabin is fit for a king. Oozing quality, fanatical detailing makes the M-Class seem clunky, while the sweeping design antidotes the Q7’s Teutonicity. Caress the thick steering wheel, knead the metal doorhandles, hold the wacky, all-new gearshift in the palm of your hand; all feels right, feels good, works. iDrive has been improved too, with ‘favourite’ buttons on the stereo. Touch sensitive, you hover your finger over them and, in the display, it flashes up with 1 of 8 functions. Like it? Press it. Slightly genius, that.

Autos are now standard, as are part-electric seats. So prices are up 6% (but just 1%, spec-adjusted). 4.8i first, and you don’t care about increases when, jabbing the starter button, it fires with a woofling burst. Bwwwrrwomm! Greenies will hang you but they’ll have to find you first; less than 600 of you next year in the UK. This is a marvellous engine. So fast, smooth, sonorous, eager, fast; mated to the new six-speed auto, with near-instantaneous shifts and no slip or slack, it’s as eager as a Collie in a sheep farm. Go ahead, too; use the power, as the chassis can cope.

Driving

To best summarise the X5, think: car. No SUV is this agile, crisp, free from squidge, light on its feet, chuckable, biddable and taut. Equipped with active everything, the 4.8 test car turned in crisply, barely rolled, offered firm, biting feel, total confidence and none of the lofty uneasiness you should get in one so tall, with such off-road pretensions. Do the impossible, chuck it like a MINI; it not only copes, but rewards. And suspension fully bedecked with (optional) ‘Active’ monikers provides the most luscious ride. That smart anti-roll function only stiffens when necessary, so on straight roads, it’s disconnected.

Result? A smooth, even, absorbent ride that puts most other SUVs to shame, and mates with the V8 brilliantly. The deployment of 355bhp from so high a vantage point, has never felt so accomplished And the other 5,400 buyers, choosing the 3.0d? Not only does it go almost as well, with massive torque satisfyingly restraining their heads forcefully against the contoured headrests, they’ll be pleasantly surprised, too. Once warm, it sounds half-diesel, half-husky-straight-six-petrol; with near-complete smoothness, it appeals in its own right. Particularly given all that thrust, which will have you using words such as ‘mighty’, ‘immense’, ‘blimey’.

And it’s not just the shove, but the speed with which it arrives. As with the petrol, a new six-speed auto is fitted, boasting reduced slip and much faster shifts. As in, press the throttle and power near-snaps on, with no soft delay or slurry procrastination. If necessary, there’s an imperceptible downchange, then firing, warbling go. Marvellous, as is using the semi-auto function. The gearlever looks weird but fits your hand with instant familiarity, and works with tactile intuitiveness. Shove sideways, click forward to downchange, with shifts enacted almost with DSG-style speed and smoothness. It’s staggeringly good.

Accommodation

If you’re a 1.7m tall child, you’ll like it too, as the X5 now belies its name by offering a seven-seat option. For adults, the rear pews are tight, despite access aided by a grabhandle (demanded by the child forum BMW enlisted during development) and clever middle seats that fold even with an ISOFIX child seat in situ. Rearmost trim plastics are also, as on rivals, cynically knocked back a few steps in quality. But, on a par with the XC90, a handy family seven-seater it becomes, while the rearmost chairs fold flat into the floor to be forgotten when not needed.

Just one proviso. The standard car, without Adaptive Drive, isn’t as good. It’s still very capable indeed, still one of the best SUVs, but it rolls more and feels less confident in corners, while the ride takes a marked hit in quality. We also, unusually, would choose Active Steering here. Both systems are too light, but the Active rack is more direct and accurate, which compensates for some of the missing feel. It’s also easier in town, thanks to the variable ratio, and seems to suit the car’s character.

Verdict

Better in almost every way while still remaining true to the one Chelsea loves: the new X5 is an exceptional machine that even an anti-SUVist would have to credit. The 3.0d in particular is impressive, as it’s more real world without leaving owners dreaming of what if. They don’t arrive here until April next year (£40,085 for the diesel, £49,945 for V8 – plus the cost of ‘Adaptive Drive’) but you can bet the queues will be forming, quickly depleting 2007’s allocation. That’s what happens when, conscious-straining credentials apart, you encounter a vehicle that’s so capable, been so comprehensively well-developed, is simply so damn good.

2. Audi Q7

On test: Audi Q7 3.0 TDi (2006 onwards model)

Overview

• Model: Audi Q7 3.0 TDi quattro
• Body style: Seven-seat 4x4
• Engine: 3.0-litre V6 turbodiesel
• Transmission:six-speed automatic, quattro four-wheel-drive
• Date of Test: April 2006

What is it?

Audi’s contender in the SUV class. It might be rather late to join the much-maligned 4x4 market but the Audi comes with many years of four-wheel-drive expertise with road cars with its quattro system and also benefits from seeing all its competition before it introduced its Q7. It’s an impressive effort too, blending the driver appeal of cars like the Porsche Cayenne and Range Rover Sport, with the class of the more traditional Range Rover and the seven-seat ability of rivals like Land Rover’s Discovery and Volvo XC90. Against Mercedes it faces no less than three rivals, the M-Class, GL-Class and R-Class.

Where does it fit?

Right at the top of the SUV pile. It’s huge, particularly with its length of over five metres, its size allowing it to offer vast interior space. With the third row of seats stowed the boot area is a massive 775 litres, and even with the two small seats occupied the boot is still usefully sized. It’s narrower than a Discovery though, making it slightly more wieldy around town, it proving rather an enjoyable drive. The standard air suspension helps here, allowing you to choose between a more aggressive sporting set up or a comfort orientated ride. In the Audi range it’s their first true SUV, the Q7 slotting in above the crossover A6 Allroad. Audi is confident that they’ll compliment rather than compete with each other.

Is it for you?

If you’re male then yes. Audi predicts around 78% of buyers will be in possession of a Y chromosome. What it doesn't reveal though is how many will be left at home when commuting to work to subsequently be used dropping the nippers off at the local school. Despite seemingly endless vilification by a vociferous minority, SUVs remain a popular choice among many drivers who like their style, practicality and size. You could certainly argue that an estate or MPV will cope with the kind of day-to-day driving that the majority of Q7s will be used for, but there are a few buyers out there that actually want it to pull a trailer, or even cope with a bit of off-roading. They might even use all seven seats, too. For the most part though Q7 buyers will want it purely because it’s big, comfortable and very nicely appointed inside. And being an Audi it comes without many of the negative brand associations that some of its rivals suffer.

What does it do well?

It may be massive but it’s remarkably agile. Not quite able to offer the dynamic wizardry that Porsche conjures with the Cayenne it’s not far behind. It feels sharper than Land Rover’s hugely popular Range Rover Sport and given its size that’s quite an achievement. The interior is beautifully finished, Audi’s MMI interface very intuitive to use, it featuring as standard on all models. The third row seats (which can be removed as a no cost option) offer decent space for smaller adults and children, the second row very comfortable and spacious. Similarly, luggage space is excellent, seats up or down. The steering is nicely weighted and accurate, the six-speed automatic gearshift smooth whether you’re shifting or it’s left alone and the 229bhp 3.0-litre TDI provides not just ample power, but an unusually pleasingly sporting note when pushed.

What doesn’t it do well?

We’ve still to be convinced by the styling, Audi’s once clean style having been corrupted of late with more fussy details. It’s certain to win us over eventually though. The steering could do with a bit more feel and the air suspension settings could be slightly more distinct. As it is the comfort setting doesn’t feel that far away from the more focussed dynamic one. Getting in the front is hindered slightly by its sleek roofline, taller drivers likely to suffer the odd knock to their head compared to more boxy, upright rivals. The boot floor is high, and oddment stowage space isn’t as good as some rivals either. Emissions and consumption are bettered than rivals too, the pay off for its performance and size.

What’s it like to live with?

I should imagine life with the Q7 would be very pleasant indeed. The diesel engine and automatic transmission work very well together, it providing an engaging drive and an interior that’s beautifully appointed and very comfortable indeed. Its big boot, four-wheel-drive, towing ability and standard seven-seat layout make it a car for all occasions, Audi offering it with numerous options to make lit even easier to drive. The option list includes kit like a rear view camera parking system, adaptive cruise control with automatic distance regulation, anti-blindspot lane changing system, adaptive light cornering system and an electrically operated tailgate among others.

How green is it?

Not hugely, though this 3.0-litre V6 diesel is the choice against its petrol alternatives. Its 26.9mpg official combined fuel consumption figure isn’t that great against its rivals. Neither are its CO2 emissions with the Q7 emitting 282g/km. Audi will inevitably point out that the 3.0-litre TDI is one of the most powerful engines in its class though, which it is. Change your lightbulbs for low energy ones at home, be sure your loft is properly insulated and take one less cheap light a year if you need to salve your environmental conscience as a result of running a Q7.

Would we buy it?

Despite its not brilliant green credentials we’d certainly consider it. It’s the best driving of the seven seat SUVs out there, though we’d be tempted by Mercedes’ R-Class crossover SUV/MPV with its six-seats as an alternative. Comfortable and spacious for both passengers and luggage it’s well specified as standard. It can be had with some innovative (but ultimately unnecessary) options, SE specification coming with pretty much everything you’ll ever need or want for an additional £2500. Sensibly priced new, residual values are predicted to be very good too, making it an appealing choice for private and company buyers alike.

3. VW Touareg SE

On test: Volkswagen Touareg SE 3.0 V6 TDI Tiptronic (2006 onwards model)

• Bodystyle: five-door 4x4
• Engine: 3.0-litre V6 TDI
• Fuel type: diesel
• Transmission: six-speed automatic with Tiptronic
• Date of test: February 2006

What is it?

The Volkswagen Touareg was introduced in 2003, representing the company’s first move into the luxury 4x4 segment. This is the updated version, featuring over 2,300 individual new parts – even your granny will not fail to notice the facelift, thanks to a chrome nose job that identifies Volkswagen’s new Eos-inspired corporate face. Other exterior changes are new lights all round, revised bumpers and tailpipes, plus wing mirrors with improved aerodynamics. The inside is also refreshed. Perhaps more importantly, under the skin there are some sophisticated upgrades to the safety equipment, plus a couple of tasty-sounding options arriving later in the year.

Where does it fit?

The Touareg is Volkswagen’s most successful attempt at moving upmarket thus far. As a luxury product, the pre-facelift model proved much more acceptable than the company’s Phaeton saloon. Sharing underpinnings with the Porsche Cayenne probably helps, but so do elegant looks (for an SUV), equipment levels, and a high-quality interior ambience. Value is pretty good, the 3.0-litre V6 TDI SE costing £35,610 on the road, while having a V10 TDI hero car – recently newsworthy for towing 155-tonnes of Boeing 747 – is also advantageous. A credible alternative to luxury 4x4s from Lexus, Volvo, BMW, and Mercedes-Benz – albeit one with only five seats.

Is it for you?

You probably already know if you fit the 4x4 buying demographic, given the contemporary image-related baggage. That said, the Touareg makes an excellent tow-car – the optional tow-bar kit (£450) incorporating a new ESP upgrade with trailer stabilisation system to combat yawing and snaking – has fine on-road manners, and the interior quality makes for an excellent executive saloon alternative. This does not mean it is off-road hopeless, as there is a low-range gearbox, short overhangs, and hill descent control; specify the optional air suspension (£2,495) and you get up to 300mm of ground clearance (237mm is standard). Five-star EuroNCAP safety, too.

What does it do well?

Let’s talk technology. Aside from aesthetics, the revised Touareg’s primary improvements are safety related. New rollover sensors can pre-empt an imminent topsy-turvy moment and deploy the necessary airbags in anticipation, while the Touareg now comes with “ABSplus”, improving braking performance on loose surfaces by up to 20%. Two notable options – arriving later this year – are Front Scan and Side Scan. The latter is a blindspot monitor; we have seen these before. But Front Scan watches the road ahead for danger; working with the Adaptive Cruise Control, it can even brake the car to a complete halt if necessary – a first in this sector.

What doesn’t it do well?

With its wheel-at-each-corner stance, low roofline and weight-saving details, including aluminium for the bonnet and some of the gearbox components, it is no surprise the Touareg is competent on-road. However, if we are nit-picking (which we are), the steering on the V6 TDI is rather over-assisted, a little vague, and lacks genuine feel. This will not bother many people, though – and nor will bodyroll, which is generally well contained. The six-speed automatic gearbox is smooth enough, and the Tiptronic manual override works well. But consistent use of the more responsive “Sport” setting will reduce fuel economy, as it cruises in lower gears as well as kicking-down earlier.

What’s it like to live with?

Given enough space, the Touareg is a very pleasant way to get around. The light steering and reassuring brakes mean urban driving is a doddle – right until you are trying to park, or manoeuvre in areas more than usually restricted in the width department. The sheer size of the thing makes the actual amount of interior space seem a little disappointing, but the cabin revisions improve on an already great place to spend time. It rides tautly but not without compliance, the Touareg’s high strength construction helping with both comfort and refinement – which are excellent. Sat-nav and leather are standard on SE and above.

How green is it?

You can guess the answer to this – and it is not especially pretty. But, with combined fuel consumption of 26.9mpg and CO2 emissions of 278g/km (both figures sans the optional £425 diesel particulate filter making matters marginally worse), the 3.0-litre TDI is not far off the most green 2.5-litre TDI, significantly besting the rest of the range. The 3.0 costs about £1,300 more than the 2.5 – spec for spec – but offers superior refinement and performance. The 256bhp and 369lb ft of torque means 0-62mph in 9.2 seconds and 125mph; real world performance enough for anyone who doesn’t actually need to uproot trees (see the V10).

Would we buy it?

Although the bigger, more performance-orientated engines have an understandable allure, the 3.0-litre TDI Touareg simply makes more sense. Choose this to blend refinement, power and reasonable value, without completely dismissing environmental concerns. As for whether we would buy a Touareg at all, the big Volkswagen has got an awful lot going for it. The interior is great, it drives nicely, and the 4x4 hardware should see you through the worst on-road conditions – even moderate rough stuff. The badge might not have the greatest cachet, but in some respects this widens the Touareg’s appeal. A very worthy choice, and one we would definitely consider.

4. Range Rover Sport TDV8

On test: Range Rover Sport TDV8 (2006 onwards model)

• Model: Range Rover Sport TDV8
• Bodystyle: 5dr 4x4
• Engine: 3.6 litre V8 Turbodiesel
• Transmission: 6–speed automatic

What is it?

The Range Rover Sport was a surprise success for Land Rover. With the Freelander in its original form at the end of its life, the far more expensive Sport took over as the most popular model in the Land Rover Range. The cachet of the Range Rover badge certainly helps, so does pricing that’s more in line with the Discovery than the luxury model. The latter is down to the fact that the Sport is actually a re-bodied Disco and not a true Range Rover at all. The latest version gets an all-new 3.6 litre V8 twin turbo-charged diesel engine with the promise of performance to match this Range Rover’s pretensions.

Where does it fit?

The five-model Land Rover Range has great breadth and not a little overlap. The Sport starts in the low £30’s but many cars on the road are tricked-up with the full body kit and top line engines, which brings prices closer to £60k. The TDV8 will be available in several trim levels, but at launch only the HSE and HST are available, both well over £50,000. The target is clear. BMW’s X5 re-wrote the book on SUVs and many buyers now care primarily about sharp handling on the road, even if off-road ability has to take second place.

Is it for you?

It could well be, if you like the idea of not only driving a 4x4 but also, in a very obvious way, cocking a snoot to those who hate off-roaders. The Range Rover Sport is rather brutally aggressive, and seems to have hit the mark rather better than the radically-styled Discovery. This diesel V8 is the engine it’s been waiting for too. The V6 TD6 in the original Sport, though significantly better than the six cylinder in the Range Rover proper, still doesn’t have sufficient punch to power these heavy cars along in anything but a gentile manner.

What does it do well?

The TDV8 certainly transforms the diesel driving experience. With 272bhp there’s an extra 40% power and similar gains in torque. The result is a Range Rover Sport that accelerates to 60mph in 8.6 seconds, a massive improvement and only 0.4 seconds shy of the 4.4-litre V8 petrol powered Sport. The steering and handling are as good as ever, tauter than any other Land Rover and a genuine rival for the X5. Stick it into a corner at speed and there’s decent feel and accuracy to the steering and remarkably well-controlled body action. A tall, heavy 4x4 just shouldn’t handle this well.

What doesn't it do well?

There’s no denying that Land Rover has achieved its objectives with the Range Rover Sport extremely well. But there are compromises that trade off this on-road agility. It lacks the space and versatility of the cheaper Discovery and there is no seven-seat option as fitted to the Volvo XC90 and second generation BMW X5. But Land Rover is so experienced at building real off-roaders that the Range Rover Sport will still outperform these and other rivals when the going gets really extreme.

What's it like to live with?

With a Range Rover badge the Sport couldn’t be anything other than luxurious inside. Sure it’s not quite to the same standard as its up-market sibling, but there’s still a good degree of class and high levels of seat comfort that allow it to compare favourable with executive salons of a similar price. The high seating position gives the commanding view that SUV drivers love, but this height means getting an and out, or loading luggage, isn’t as easy as in a regular car.

How green is it?

A green 4x4? Even Lexus doesn’t really manage it with its hybrid RX400h, and diesel engine or not, neither does the TDV8 Range Rover Sport. The combined figure of 25.5 mpg compares favourably with the 28.3 for the 2.7 litre TD6 and is streets ahead of the 18.9 quoted for the 4.4 V8 petrol. CO2 figures are 294g/km, compared with 265g/km for the TD6 and a worrying 353g/km for the petrol V8. There seems little point in the non-supercharged petrol V8 any more and Land Rover will quietly drop it in 2007.

Would we buy it?

The Range Rover Sport is the Land Rover as a fashion statement. There’s nothing wrong that as long as you go in with your eyes open, and it certainly measures up well alongside the original BMW X5. The diesel V8 has the right credentials, and certainly has greater impact that the straight-six diesels offered in the X5, twin turbos or not. Step back, though, and even this version of the RR Sport doesn’t really feel truly “sporting” The exhaust has been tuned to give it a burble at lower road speeds but the sheer refinement of the engine isolates the driver from the sensation of speed. Still, if your pockets are deep enough you are unlikely to be disappointed.

5. Hyundai Santa Fe

On test: Hyundai Santa Fe 2.0 CRTD (2005-2007 model)

Overview:

• Model:Hyundai Santa Fe 2.0 CRTD
• Bodystyle: Five-door 4x4
• Engine: 2.0-litre four-cylinder turbodiesel
• Transmission: Five-speed manual
• Date of test: March 2005

What is it?

The Santa Fe is the stalwart of Hyundai’s 4x4 line-up, positioned between the Tucson and Terracan. Trouble is, since the launch of the newer, slightly smaller Tucson, the Santa Fe has been in an awkward position. Its younger sibling, which uses a revised version of its platform, is cheaper, better to drive, better to sit in and only barely smaller. To rectify this quandary, Hyundai has attempted to push the Santa Fe upmarket. The revised range now consists of just two engines, diesel and V6 petrol, while trim levels include £2,000 of extras compared to pre-facelift cars. Have they done enough to lure back some of the buyers flocking to Tucson?

Where does it fit?

As explained, the Santa Fe is not much bigger than the Tucson, with both targeting the same rivals; Land Rover Freelander, Honda CR-V, Toyota RAV4 and another car to use the same chassis, sister company Kia’s Sportage. Talk about confusing. Hyundai has tried to simplify things with the model line-up, meaning there is just a single trim equipped to a very high level. As few sane people buy V6 petrol engines in this sector, we tested the diesel model, which faces some very fierce competition.

Is it for you?

If you like curves you’ll love this. Designed by Hyundai’s American styling house, it’s still fairly striking today, bringing soft edges and surprising radii to the bluff profile of an off-roader, in places with some success. The cleaner body mouldings of the facelifted model help. But if you have an aversion to plastics, you’ll be struck cold by the interior that is as petrochemcially overloaded as before. The dash is hard and unyielding, the standard leather seats could not look or feel more like vinyl if they tried, even the thin leather steering wheel is cheap and low rent. Mind you, for your £18k, you don’t half get a lot of standard equipment (leather, air con, sunroof, cruise control, etc) to compensate – that’s a big draw of the Santa Fe.

What does it do well?

The diesel engine is now quieter than before. Whereas there was once clatter and drone, now there is relative smoothness and serenity at higher speeds, for a 4x4. It’s a very light and easy vehicle to drive, with steering, pedals and gearchange proving as easy as a supermini’s. Handling is essentially quite stable if kept within its limits, as the full-time four-wheel-drive system and limited-slip differential endow it with a secure feel. It’s not bad for mild off-roading either and certainly up for crossing a muddy field. In town it’s accomplished too. The soft ride absorbs pot-holes well at low speeds, while the ultra-light steering is a boon. We also like the new-look instruments.

What doesn’t it do well?

The diesel is no ball of fire and usually requires a stoked throttle, which rewards the car behind with plumes of diesel smoke. There’s also still a resonance patch remaining, at around 2,200rpm, which is rather intrusive. Changing gear offers no respite as the low-set lever controls a very vague, sloppy linkage that is accurate but feels (and sounds) as if it’s about to fall apart. The clutch is also unusually long in travel, from initial bite to fully engaged. The soft suspension means there is considerable roll around corners and plenty of float over rougher roads, even though the ride proves crashy when taxed. Steering is very low-geared, artificial and sloppy too; you saw at it like when at sea over country roads, where the lack of front-end grip means it’s hard to decide whether the Santa Fe is understeering or simply taking its time to respond to the wheel. Press on even half-determinedly and you’ll get both.

What’s it like to live with?

There’s lots of space for knees in the rear, even if feet and heads are a little cramped, but this is unusually at the expense of front-seat space. Taller drivers will be irritated by the driver’s seat’s lack of rearward adjustment as it leaves them too close to the steering wheel for comfort. The boot is big though, and very plushly trimmed, while the separately opening glass is neat. But all the Santa Fe and Tucson variants we’ve tested haven’t been particularly economical and this is no exception. We’d have hoped for better than 33mpg after an everyday motorway run and while this stretched to 38mpg on a subsequent run, we were driving more slowly and also trying far too hard. The 40mpg combined figure looks somewhat unrealistic.

Would we buy it?

It’s the reverse of the BMW X3-X5 situation. Here, the cheaper, slightly smaller vehicle is the more desirable model, leaving the older Santa Fe looking somewhat out of place. It will still sell to those who like the looks, but most value-seeking Hyundai buyers – a key attribute of the brand, after all – will compare the two and judge the Tucson to be more desirable. We certainly do, because the Santa Fe now seems somewhat long in the tooth.