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From its twin-kidney grille to the clamshell hatch in back, the X5 sport-utility vehicle screams BMW.On the road, that means an emphasis on sporty driving dynamics, even if it comes at the expense of utility. Sitting still, it means the X5 looks like a taller, ganglier BMW sedan. It also increases the odds the X5 will get one of the high-profile valet spots near the entrance to a trendy restaurant. BMW tried to increase the X5's utility when it redesigned its so-called Sport Activity Vehicle for 2007, stretching it seven inches to add rear legroom and cargo space. By wheelbase and overall length, the X5 now sits mid-pack among key competitors: Slightly larger than the Acura MDX, Land Rover LR2, Mercedes M-Class and Volvo XC90, and quite a bit smaller than the Audi Q7, Cadillac SRX, and Lexus LX570. There's no mistaking the X5's classic BMW look. It starts in front, with that trademark grille and familiar dual-dual lamp clusters. Its super-bright adaptive xenon headlights come standard. On the X5, they're ringed with LED circles that serve as the daytime running lights (and look really cool). These headlights level themselves when the X5 bounces over bumps, and turn slightly with the steering wheel. The standard fog lights also work as cornering lamps, lighting when the corresponding directional signal is selected. In profile, the X5's big wheels and short overhangs promote an agile look, while the roof and taillights trail into a slightly flanged lip. These so-called separation edges smooth air as it rushes over the back of the vehicle. That means a slight improvement in fuel economy, and probably more significantly, less wind noise inside the X5. Indeed, with a drag coefficient of 0.34, the X5 is an aerodynamically efficient vehicle, as tall, boxy SUVs go. Its underbody is smoothed with various fairing devices. The front spoiler directs air around the front tires, reducing resistance as the X5 punches a substantial hole in the air. That clamshell tailgate is a mixed bag, in our view. The lower third drops down, once the upper portion has been lifted up. The split design is handy for dropping smaller packages in the back, and the lower portion provides a nice (if slightly high) bench for changing shoes or just resting a moment. The problem is that the upper portion includes not only the glass, but also half the metal that comprises the rear of the vehicle. In other words, it's the heavier, more substantial portion of the gate. It takes more effort to operate than it would if only the glass opened up and down. The optional automatic gate might help in this respect, but we haven't had a chance to test it. On the plus side, the little tailgate keeps items from falling out when you open the hatch, a problem on some SUVs.
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