Sport utility vehicles have for some time been labelled public enemy No. 1, fingered for everything from global warming
to declining oil reserves to male-pattern baldness.

Devotees defend their freedom of choice; they see it as their right to buy a reputedly safe vehicle that can take them
anywhere regardless of the weather. But what if one of the prime reasons for owning a sport-ute – all-weather capability
– were to be taken out of the equation?

"You expect your SUV to hold up in bad weather," writes a driver on the Web. "The BMW X5 is not really suited for this."

It's a common lament we discovered while scanning owner feedback of the X5, BMW's first purpose-built SUV.

Car and Driver learned this when editors picked up their long-term test vehicle in December 2000.
"Snow-covered roads had us wishing for a more sure-footed snow vehicle, such as almost any front-wheel-drive sedan,"
they wrote.

They replaced the X5's all-season rubber with four snow tires – a seasonal routine SUV drivers thought they could avoid. 

The South Carolina-built X5 started trickling into showrooms in early 2000, arriving solely as a tall-boy, five-door wagon
equipped with standard all-wheel drive.

BMW resisted the temptation to jack up one of its car platforms and instead built it from scratch.

Despite the weight-saving benefits of unibody construction, the X5 weighs 300 kilograms more than the Jeep Grand Cherokee,
which BMW attributes to its emphasis on chassis rigidity, safety equipment and sound deadening.

The X5 uses a subframe-mounted, independent rear suspension with stout aluminum lower-control arms and upper lateral links,
sophisticated geometry in keeping with BMW's reputation.

The AWD system borrows bits from the 325iX sedan, including a front half-shaft routed through the oil sump to lower the centre
of gravity. Torque is divided 38 per cent to the front and 62 per cent to the rear, although the split can vary according to conditions.

There's no low-range gearing, and instead of a limited-slip or locking differential, the X5 has automatic differential braking,
which sends power to the tires that have grip by individually braking the tires that don't.

ADB is part of BMW's Dynamic Stability Control, which combines anti-lock brakes with traction control and stability enhancement,
all dutifully supervised by black boxes.

The first model was powered by a DOHC 4.4-litre V8 equipped with BMW's VANOS variable valve timing, making 282 hp
and 324 lb.-ft. of torque. The engine was matched to a smooth five-speed automatic ZF transmission.

BMW then released a lower-priced X5 with a DOHC 3.0-litre inline six-cylinder, good for 225 hp and 214 lb.-ft. of grunt.
The motor could be ordered with a four-speed automatic or five-speed manual transmission – a rarity in the segment.

Aimed squarely at the Mercedes-Benz M-Class, stylists dressed the X5's cabin with expensive grades of leather, wood,
aluminum and plastic.

Unfortunately, the accommodations were tight, especially the 60/40-split back seat. Some owners found the cargo area
inadequate, with no more cubes than a Hyundai Accent trunk. Curiously, BMW opted for a split-folding tailgate, where half
folds down and the glass portion lifts up. Owners noted that the two halves typically rattle with age and can be difficult to latch.

A high-performance 4.6is model was launched in 2002, packing a 340-hp V8 that compared favourably with Mercedes'
ML55 AMG. The engine was stroked to 4.8 litres in 2004, yielding another 15 hp and gobs more torque.
The 4.4i got the 315-hp V8 from the 7-series sedan.

Also in 2004, BMW introduced its more capable xDrive AWD system, which could transfer all the engine's torque to a
single wheel, if required. All models received some mid-life styling tweaks, too. 

True to the brand, the X5 is a blast to drive. The steering wheel is communicative and body roll is minimized.
The truck generates 0.82 g of grip, which is sports car territory.

All of the engines are smooth and willing. The base 3.0-litre six will haul the hardly flyweight X5 to 96 km/h in 8.1 seconds,
while the 4.4i V8 can shave a full second off that time.

The chronically impatient can opt for the 4.6is, which returns an acceleration time of 6.5 seconds (to 96 km/h), while the
enlarged 4.8is can do it in 6 flat.

Equally impressive are the four-wheel disc brakes on the X5, which can scrub off 112 km/h in as little as 51 metres with
the stiff-riding Sport package.

That Sport package includes some serious steamroller tires. But the front and rear axles wear different sizes, which means
the tires can't be rotated. Prepare for some big tire bills.

Despite BMW's emphasis on smooth-road reflexes, the X5 can hold its own in off-road situations that don't require vast
ground clearance. 

"I gave up nothing in the fun-to-drive and handling areas to have the utility of an SUV – unlike the wallowing beasts that other
makers put out," read the blog of an 2002 4.4i owner.

The X5 has won many admirers for its good looks, well-crafted interior and patented BMW performance baked into a 
wo-tonne-plus truck.

On the down side, plenty of owners reported niggling mechanical problems, many stemming from the truck's complex electrics.
"Mine was built on a Friday before Oktoberfest," posted one owner complaining of faulty steering-wheel controls and power
mirrors. Inoperative power windows are a common grievance.

More troubling were broken automatic transmissions and climate-control systems, inexplicable stalling, dead batteries,
faulty gas gauges and water leaking into the A-pillar, which can play havoc with the wiring.

"Anyone thinking about buying a used X5 out of warranty needs deep pockets," cautioned the owner of an '04 model.

That and some snow tires.