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  #11  
Old 02-21-2014, 09:12 PM
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The vehicle weighs 5200 lbs. Do a search, there are plenty of threads regarding this. My 2010 has 106,000 miles and regularly get 24.5 mpg with about 200 lbs constantly in the back along with my 270. Brake rotors were replaced at 80k, pads about half way through ( fronts only). This is an extremely efficient vehicle, it is not a pig. Sorry you are having a negative experience.
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  #12  
Old 02-21-2014, 10:03 PM
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I got carried away a bit.400-500lbs in the curb weight is the real difference between E53 and E70.10% increase in the curb weight is not insignificant number.Here is a nice table for BMW:
BMW Curb Weight


Quote:
Originally Posted by Lubehead View Post
The vehicle weighs 5200 lbs. Do a search, there are plenty of threads regarding this. My 2010 has 106,000 miles and regularly get 24.5 mpg with about 200 lbs constantly in the back along with my 270. Brake rotors were replaced at 80k, pads about half way through ( fronts only). This is an extremely efficient vehicle, it is not a pig. Sorry you are having a negative experience.
No negative experience here.I love my diesel,but comparing it to my 4.6is is like comparing regular 528i to M5(E39 for example),handling wise.
And yes,it is very efficient,there is no way these gas mileage numbers could be achieved with any gas engine.
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  #13  
Old 02-24-2014, 12:00 PM
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Quote:
Originally Posted by JCL View Post
I recall from when the E70 came out that it was up to 500 lbs heavier than the E53, depending on options.

While GVWR and GAWR are legally defined numbers, based on the manufacturer's rating, the concept of GCWR is less clear. It is a commercial vehicle term, not a passenger vehicle term, in many cases. Some jurisdictions don't define it at all. I would agree that it is generally GVWR of the tow vehicle, plus a trailer figure, but the trailer figure can be either the GVWR of the trailer, or an arbitrary number that the tow vehicle manufacturer specifies as a tow limit. That last one is the confusing one, since there are not standards for measuring it that are in common use (but SAE is getting there now, it is just that vehicle manufacturers aren't using the SAE standard)
These are very confusing and twisted depending on who is reading them and for what reason, people like to pick and choose the ratings. I think 2015 the big 3 will have the SAE rating for the trucks but I don't think 3/4 ton.


I filled up the 35D a few days ago and my range come back up to 900km

We are getting about 800km to a mixed tank but if we do any highway driving the range gains fast, super happy and the torque is truly awesome.
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  #14  
Old 02-24-2014, 04:08 PM
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Originally Posted by conedoctor View Post
These are very confusing and twisted depending on who is reading them and for what reason, people like to pick and choose the ratings. I think 2015 the big 3 will have the SAE rating for the trucks but I don't think 3/4 ton.
Don't agree with the GVWR and GAWR, those are legal and are defined in federal vehicle standards. All jurisdictions have some sort of motor vehicle act or highway act that uses them. They can be easily checked with a scale.

The problem one is GCWR, and the related concept of maximum trailer towing capacity. I don't have a GCWR for my vehicles because neither BMW nor my province define it. People often ignore the tow ratings because they aren't founded in engineering, but rather marketing. Pick up manufacturers push them up to sell trucks. Those ratings will come down when the SAE standard is adopted. OTOH, cars often have very low towing ratings because there is no incentive for manufacturers to put any time and effort into figuring out a real tow rating. They would rather just sell a pickup at a higher profit margin, or rate it low to avoid having to get out the calculators. I don't understand why BMW uses a 6000 lb limit for the X5 in North America, but offers an optional higher tow capacity outside North America (up to 3500 kg/7700 lbs). When I looked at the E70 I didn't see different components on the European model, so I assume it is just a response to the number of American lawyers and the lack of control a manufacturer has over hitches, WDH equipment, and vehicle use.
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  #15  
Old 02-24-2014, 05:26 PM
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You misunderstood what I said and I did not want to thread jack any more so I kept is short.

Yes the ratings are on the sticker and in the manual defined clear by the OEM's but most people don't have a clue what they mean or understand how to apply the numbers to the situation.

I have seen 11,*** for the E70 but not official, but 6000lb tow rating plus base weight is 11,200ish so a GCWR of 11,200 or a bit more looks about right. So yes if I want to tow 6000lbs I better be alone but this fact is ignored and the tow rating is focused on only.

The RV dealers are the worst for this, they look at the tow rating and that's it with no worry about GCWR, GVWR and for sure not GAWR.

The only difference between the NA E70 and Euro is the receiver, so yes 6000lbs here and 7700lbs over there but the tongue weight goes from 600 to 330, 600/6000 here and 330/7700 in Europe. So what do most people do, well they pick the two best numbers and roll with it and this is not correct either. The tongue weight also has to be added into the rear GAWR and GVWR plus the weight of the hitch and receiver.

Many people choose to ignore or just don't understand what all the numbers mean. If BMW offers a tow rating they should offer a GCWR as well, how can you have one without the other.
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  #16  
Old 02-24-2014, 06:40 PM
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Originally Posted by conedoctor View Post
If BMW offers a tow rating they should offer a GCWR as well, how can you have one without the other.
Shouldn't have one because it isn't a legal definition for a passenger vehicle.

If you had a 6000 lb tow rating, 5200 lb vehicle, but a 4000 GVWR trailer, you would have a 9200 GCWR, not 11200, just as an example.

And this is before, as you say, the vehicle actual payload is deducted.
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  #17  
Old 02-24-2014, 07:29 PM
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No I mean a max GCWR for the X5, the GVWR for the trailer as that can vary. The GVWR for my trailer is like over 7000lbs so some people say it is too heavy for me to tow, well only if I max it out it, dry it is about 4400lbs so I am going to tow lite. GCWR would still have to default to the lowest of the two like you said but it would be limited by the lowest number. But yes I get what your saying.

A max GCWR from BMW for the X5 would be a great guideline to make intelligent decisions, as the trailer or vehicle weight goes up the GCWR stays the same. Unless they use the tow rating assuming the car is at the max 6200lbs and a GCWR of 12,200 is used, I based my own towing on an 11,000 GCWR for the X5, my trailer is 5000lbs and that leaves me about 800lbs of hitch, tongue and extra people in the car as the 5000lbs for the trailer is loaded and ready to go.

A GCWR is a way of keeping people from getting out of hand with the tow rating number and ending up too heavy. I will use the F150 because I had the conversation with my BIL who wanted to tow a giant RV, the tow rating is 11,200lbs so he is shopping for a monster the GVWR of the truck is 8200lbs and the truck weights about 5500lbs and has a GCWR of 17,100lbs. You can cut the tow rating down in a hurry once you start adding to the truck like gear and people because you have the catchall of the GCWR. Ford also uses a frontal area number in the rating.

The tires, brakes and driveline can only move and stop so much.

Last edited by conedoctor; 02-24-2014 at 07:36 PM.
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  #18  
Old 02-25-2014, 01:49 AM
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25.5 mpg 80% hwy 20% local
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  #19  
Old 02-25-2014, 09:28 PM
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I checked the onboard mileage indicator. I know it is not totally accurate but here is what I found. 13.5 L/100 on the 35d and 18.5 on the 4.4. My 4.8is did even worse. I guess that is stop and go traffic for the most part. I am not the most patient of drivers and let the ponies do the pulling..... :-)
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  #20  
Old 02-25-2014, 09:53 PM
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It is totally in the pedal, if the car companies hired my wife to get the economy numbers everything would be 10% better than before
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