Took the towing (i.e. withidl) plunge...
 

After hundreds of hours of research and after speaking at length with several experts, I finally decided on my lash-up.

This is a very lightly covered topic on this board and so I figured I'd document my journey for everyone else's information.

As it turns out, towing is a highly misunderstood undertaking and the concept of weight distribution is ever more misunderstood. To begin with, the X5 is rated to tow up to 6,000lbs. Normally, hitches give two maximum towing capacities: un-weight distributed and weight distributed. The BMW (actually, Westfalia) only provide an un-weight distributed capacity. Generally speaking, there is a 2:1 relationship between a vehicle's un-weight distributed and weight distributed towing capacities. In other words, the X5 chassis can, in theory, handle up to 12,000lbs of weight (go ahead, cry bloody murder). Several other variables go into calculating towing stability as well. For example, the distance from the ball to the center of the rear axle, the tow vehicle's tire side-wall flex, suspension geometry, wheel base, whether you exceed the gross axle weights, braking power, tongue weight, etc. It really is a science.

Indeed, from the research I've done, I've actually found that the Ford F-150 is actually not nearly as stable when towing as X5s and, depending on how it is equipped, has about the same towing capacity as a Porsche Cayenne (7,900lbs Ford vs 7,700lbs Porsche). Two of the main reasons why the F-150 is more unstable than an X5 or Cayenne is because the tires flex more and because the ball is further away from the rear axle than on an SUV. Further, it turns out that independent suspension may actually be superior to a live axle for towing. Whoodah thunk, eh? (Again, go on, cry bloody murder).

Note: Interestingly, the F-150's tow rating increases with the engine size and gear ratio - it goes from a minimum of 5,500lbs with a V6 and 3.55 gears up to 8,300lbs with a V8 and 3.55 gears. Go on the Ford website and you'll see. The 7,900lbs figure above is for an F-150 equipped with a V8 and 3.31 gears. These figures are all with the 126" wheel base. When you upgrade to a longer wheel base (145"), the F-150 is actually rated to tow up to 10,000lbs! It's also interesting that most guys who drive bigger trucks say they would never tow more than 6,000lbs with an F-150. Many people say that you cannot tow a 6,000lbs enclosed trailer with anything less than a 1/2 ton - the real hardcore guys jump to a 3/4 ton. What gives? Well, the main complaint is stability. But how can an X5 possibly feel more stable towing 6,000lbs than an F-150 towing the same load? Is it even possible? How about all those crazies towing 20'+ 6,000lbs+ Airstreams with DODGE MAGNUMS? The answer really all depends on the numbers you get from all the variables I mentioned above. Again, towing is very misunderstood.

Looking at the Cayenne, I honestly cannot see how the chassis has a 1,700lbs higher towing capacity than the X5. The only reason I can come up with is that the transmission in the Porsche is stronger than on the X5. Indeed, the X5 actually has a longer wheelbase than the Porsche - a plus for towing. My X5 has a manual transmission as well, so it's at least stronger than the X5 automatic.

Anyways, after seeing Withidl's Airstream lash-up, doing tons of research, and speaking to several experts, I've come up with a lash-up that should weigh a maximum of 7,700lbs. I just ordered a 24', all-aluminum enclosed trailer which weighs in at 4,300lbs unloaded (it is furnished on the inside, hence the increased unloaded weight; it is 8'6" wide and has an overall height of 9'6"). The manufacturer will be installing a Hensley Arrow on it. The Hensley unit weighs about 100lbs. The trailer will then be loaded with the track car and tools (figure about 2,800lbs for the car and 400lbs of spares/tools) and I'm at 7,600lbs. Additionally, I am using the Hensley TrueControl brake controller - the best currently available. Of course, I'm using the factory BMW hitch.

In short, based on the actual dimensions of the X5 and the variables outlined above (statistics indicating that the X5 and Cayenne are at least as capable at towing, within reason, than an F150) the conclusion is that the X5 can certainly safely tow at least 7,700lbs WITH a weight distribution hitch (and, indeed, I'll be below that limit).

Of course, because I'm making this thread, I'm open to comments/questions/scepticism.

I will post pictures up of the lash-up when the trailer is ready/when I pick it up in about 8 weeks.

:wavey:

Very interesting! Thanks for sharing!!

There is not a 2:1 relationship between weight-distributing hitch capacity and non-weight-distributing hitch capacity. There may be such a relationship for a specific model of hitch drawbar, but that doesn't change the vehicle's towing capacity. If it did you could put a class 4 hitch on an X5 and tow 10,000 lbs, which you can't do. You can't extrapolate and say that the chassis can handle 12,000 lbs, that would be extreme for a unibody.

There is a chassis limit, a braking limit, a transmission limit, a cooling system limit, and so on. Whichever one you hit first defines the vehicle towing capacity Early 3.0 X5 models had a 5000 lb published towing limit with the automatic, until 2004. European models had either a 7700 or 7900 lb towing capacity with a special factory towing code option, as I recall.

I think you are brave to tow 7700 lbs with a significant aero drag, with a 3.0. Perhaps you don't have any hills. I wouldn't be as worried about stability, with your Hensley hitch, but I would worry about power, clutch life, and the smaller 3.0 brakes.

Perhaps I wasn't clear about the 2:1 relationship. What I meant to say is that GENERALLY speaking, that is the relationship. Of course, towing 12,000lbs with an X5 would be utter stupidity.

You make a good point as to the aero drag. However, I think we can say that aero drag would be an inconvenience rather than a safety concern if it's not affecting stability, correct? At least that's how I see it - if it was stability, I could see it being a safety issue, but I don't see a lack of sheer power being a safety deal. We're also talking about 65mph, not 80. But, I digress. If you have any counter opinion I'd be interested to hear it (I'm serious - not trying to be snide).

I've considered the brake issue. Brakes are upgraded with Carbotech track pads and Motul fluid so I'm not worried about overheating or anything. If the towing goes well, I will upgrade to a large brake kit for extra peace of mind.

Your European numbers are actually quite interesting. Where did you hear about that? If that's true, I may be better off than I thought. Of course, the drag issue still exists, but as far as stability and safety, there should be no question if the 7,700/7,900lbs figures are correct.

As far as aero goes, time will tell. I'll be sure to report as soon as I experience the first tow.

Wow super cool. Yea I have to tell you, I had to hitch up a couple of trailers, tools and material for long hauls. I am not impressed with my F150 towing capabilities. I have the long ass bad boy quad-cab. Here is where the difference comes in. While towing the trailer, I had close to 800lbs worth of sheet goods in the bed. I also don't need a trailer to transport building supplies. I just put them in the back. It is just a matter of different uses for both cars. I would try towing that with my X, but once the trailer is unhitched, the X would become useless as far as for what I need to do at work.

Fair point. OK, so it sounds like what I've been told and what I've read about the F-150 isn't hearsay.

I don't know of anyone who bought an F150 to tow. That is what F250s, F350s, and F450s are for.

Aero drag isn't safety related on terms of power of the 3.0. Crosswinds will be safety related but all models will be the same on that respect.

Tow limits are listed on the Euro BMW sites. Back in the day, when the E53 was current, there was an option called Increased Tow Capacity in Europe. It was a no charge option as I recall. I suspect it was a safety label calculated differently. I think it had a maximum grade percentage. The current E70 still has a similar option in Europe.

Do you have extensive towing experience? The driver will end up making most of the difference between safe and less safe.

One more issue is the insurance liability relating to exceeding manufacturer's ratings. Some worry about insurance being void. YMMV.

Good luck.

I also have to mention that the trips home, with empty trailer and empty truck are way more wierd. It is like the truck need the weight in the back to feel more stable. And yes, I did not get the F150 to tow. I got it to be able to pack it full of crap and people and go on a job, and be able to park it in and around NYC. I am going for a shorter beast next time.

I see; thanks for the info. I would never hold myself out as a tractor trailer driver or even someone with years and hundreds of thousands of tow miles under my belt. That said, I am relatively new at towing, but I do have over 10,000 miles under my belt and I have towed with 5 different trucks and 3 different types of trailers. My maximum towing weight has been just under 6,000lbs - all without weight distribution. I've also driver several thousand miles in box trucks through cross-winds (monsoon conditions in the southeast, actually) for a fair bit of the time. Like I said, I'll never say I'm an expert, but I also wouldn't think that I'm merely an amateur, much less a newbie.

I have also always taken more precautions than the average person towing (In my opinion). I keep logs of wheel torques, tire pressures, miles travelled, fuel economy, trailer weight vs. tongue weight, etc. I think it's fair to assume that most people are not that anal every single time they trailer. But who am I to say...

Perhaps those who have significant towing experience could chime in and express their opinions. I'd be interested to hear their opinions. Of course, I am interested in your opinion as well, JCL, as I've seen that you've towed a fair bit albeit never exceeding about 5,000lbs (is that correct?).

Very good points. I see your need for an F-150 is quite specific.

I'm not surprised that the truck towed a bit weird with an unloaded trailer. Trailers typically tow better the closer you load them to their maximum axle rating - the tongue weight proportioned to that total weight is also important. What happens is that the trailer tends to bounce around more and the tongue doesn't put enough pressure, let alone constant pressure on the hitch ball. Indeed, the pressure on the hitch ball tends to be more volatile because of the unloaded trailer's tendency to want to buck and up and down more than a loaded trailer. Simple physics, really. Great observation.

There you have it - it's merely a transmission duct for extra air cooling. That says everything - it's the transmission heat that limits the X5's towing capacity. Otherwise, it's good to 7,700lbs as JCL said. Just like the Porsche Cayenne. That seems to explain how I couldn't see how the X5's unibody could be that much weaker than the Cayenne's.

With the manual transmission, I'm sure I won't have to worry as there won't be a tendency for it to hunt for gears.

The other two things I found were that the increased towing capacity vehicles have different rear differentials - all the parts and ratio are the same, however, so I'm guessing it's maybe got a finned cooling cover on it. I also found that those vehicles also come with a 220A instead of 180A alternator. Thing is, the 220A comes on vehicles with 4-zone climate control, which my car has. So I'm good there too.

As for the diff, a little more heat just means replacing the fluid a bit more often. Big deal.

The E70 also seems to have a small additional engine radiator but I couldn't find this for the E53. Even still, on the highway, I don't see this being an issue.

I'll install the cooling duct for the trans anyways for safe measure. So it looks like I'm actually NOT overweight! That's very promising! Thanks for that!

Never more than 5000 lbs with my X5. Much more than that with heavier vehicles. I had a professional license (class 3, air brake endorsement) but those were generally single trucks, not truck/trailer combinations.

I think you are stretching to say that the increased towing capability in Europe is just an air duct. We don't know that. What I find interesting is that it is a no-charge option. You are also taking E70 information and applying it retroactively to your E53, which is a totally different platform.

If it was just transmission heat that limited the X5 towing capability, then the manual transmission model wouldn't have the same limit.

I did not say that it was good to 7700 lbs, I said that I recalled a Europe-only option for that trailer capacity, years back. You don't have that model, and I haven't seen a parts list as to what is different when the E53 had that option.

You just need to be very clear that you are planning on being significantly overweight, you can't reason it away.

In hindsight, my previous post was a bit convoluted. If you look on RealOEM, the increased towing capacity parts for an E70 include an airduct, an essentially identical rear diff with a different part number (which is only $200 more expensive than the stock unit so it couldn't possibly be so radically different - as I said, maybe a finned cover), an additional water radiator (which comes standard on the "hot weather package" cars), and a 220A alternator.

Yes, I realize that the option code just posted is for an E70. I tried searching and couldn't find anything on the E53. I will call BMW tomorrow to see if they can provide any other info. I was applying the E70 information retroactively more as an exercise than anything. I don't think it's unreasonable to do that considering that the base E70 has the same towing limitation as a base E53. Of course, that could be attributed to cooling issues which, when taken care of, increase the towing capacity because the chassis was engineered stronger than the E53. That's the question that carries the day. Is the E70 chassis stronger than the E53 in the towing department? I will certainly check with BMW on that one.

That said, after seeing Withidl's 8,500lbs setup being towed some 40,000+ miles, a setup he's had up to 9,300lbs (which is a number which I wouldn't dare approach - 7,700 is about the most I'm willing to go up to) I'm not too worried about the chassis or about being over the stated non-weight distributed limitation even without the increased towing capacity options. Those options, at least for the E70, add zero strength. But, as I said previously, that could be because of the chassis. If the E53 did, as you recall, get that option and assuming nothing on the chassis is strengthened, I find it hard to believe that the E53 cannot do at least something over 6,000lbs and stay within spec.

The deciding factor will be how the thing tows. If she's solid, great. If not, I'll probably buy a used Cummins or, at least, an F-250.

Just found the E53 option code. JCL was correct. The option code increases tow capacity to 3500kg (7,700lbs) with a 12% gradient maximum. Actually, the standard towing capacity is also rated at a 12% gradient maximum. The increased towing capacity option was available for the V8 and I6 Diesel cars so I think it's now safe to say that concern here is power rather than chassis strength. As far as the chassis and suspension goes, it looks like the E53 is actually good for 7,700lbs per the manufacturer.

JCL, any input?

See below:

http://www.bmw.be/be/fr/newvehicles/..._datasheet.pdf

I sold my E53 six years ago. Beyond that, I don't know why I remembered 7700/7900 lbs optional tow capacity that was only valid on another continent, but there you go.

Other input?

Good dig out on the old Euro spec sheet.

At least we are now dealing with the E53. I wouldn't keep referring to the E70, it is irrelevant. We need to know what the E53 Euro option code included. Because it was a zero cost option, I suspect it wasn't much. I can't recall the code number, but I suspect it wasn't 233 as the E70 is.

The E53 code specifically requires 18" and larger tires. So it looks like tire loading, and possibly dynamic stability, are issues.

The E53 code specifically excludes the manual transmission 3.0, which doesn't make sense if it just a chassis limitation. I suspect the driveline is not up to it, in BMW's opinion. BMW lets most of their Euro vehicles tow 3500 lbs, with far less HP than the X5 3.0 has. Even my 114 hp Volvo wagon towed 1600 kg/3500 lbs.

While the manufacturer has made reference to 7700 lbs, with specific options that you don't have, they have never permitted that load in North America. So, it may be a combination of mechanical changes and/or legal liability issues. The US hitch is also different, so that could be part of it.

I looked at your pictures of the trailer in another thread. That is a lot of trailer behind a 3.0, in my opinion. You will need to make sure your trailer brakes are working well. And all this speculation about ratings is not as important as driving habits when towing fully loaded, stopping for brake checks when descending mountain passes, etc.

Jeff

Some Points:

1. The Wheels. I saw the bit about 18" wheels. I will have 4.8is wheels on the car and will outfit them with the highest load rated tire I can find so no problem there.

2. The Driveline. The E53 code excludes both the manual and automatic 3L but not the 3Ld, which makes me believe it is a power thing. But, I see what you mean about BMW allowing smaller and lower powered cars tow 3,500lbs. That said, it might be a clutch thing on the manual. It might just be a transmission thing. I'll have to check into it more. I'm actually going to check whether the diesel transmission is the same as the one on the petrol engine. If it is, then it's got to be a torque/power thing. Otherwise, I'll just be more confused and have more questions. As I said, I'll be on the phone with BMW tomorrow to check on this and on the other options that come with this option code. I know that one such option is Trailer Stability Control; an option which is presumably an on/off type thing that can be accomplished with a GT1 as it functions through the ABS/ASC/DSC or whatever. Again, however, I'll have to confirm with BMW.

3. The Hitch. Yes, the Euro hitches are different. I'm going to ask BMW about this and will also touch base with Westfalia about it. Many say Westfalia's actual rating is higher but that they label it at 6,000lbs because that's what BMW says. I'll have to confirm with them as it's currently hearsay.

4. Mechanical Changes/Legal Issues. I'll also talk to BMW as to why this option was not offered on the U.S. cars. Could have been a marketing thing - could have been a more legitimate reason. I'll have to confirm.

5. The trailer. Yes, the trailer is a sizable piece of equipment. However, it is shorter in length and height (well, and weight, obviously) than Withidl's Airstream. I understand that the Airstream is more rounded, but at 6-12" taller, I'd say the aero drag is approximate (albeit probably a bit, but not much, more on my trailer).

6. The Driver. You're absolutely correct about the driver. It is driver habits, preparation, and monitoring that will carry the day. Of course, those won't make up for towing an unspeakably stupid load on an X5 (e.g. 12,000lbs). However, assuming everything checks out with BMW about the Euro tow capacity option, I should think that 7,500lbs would be a load that a diligent driver can handle as the chassis (again, assuming the equipment is up to Euro spec.) can handle it. This is going to be the deciding factor.

7. The Actual Drive. As you probably saw in the other thread, I won't be towing the trailer fully loaded at the first instance. I'm going to see how she tows unloaded, then loaded with the car, then fully loaded. Actually, I'll probably go unloaded, then loaded with full kit without the car, then fully loaded with the car. If the X5 can't do any one of those due to the drag, it's Cummins or 1/2 ton time. If the latter, I've got an open deck I can still putz around with in the mean time.

Just checked the transmissions.

Automatic:
It looks like the European X5s got Getrag transmissions (A5S 390R - YZ) while the American X5s got some other brand (GA6HP26Z). Europe also got a different torque converter.

Manual:
It looks like both European and American X5s got Getrag manual transmissions. They are different, but not very. I'll have to check with Getrag on this.

American: GS6X37BZ - THEE & GS6X37BZ - THEX (RealOEM lists these as "GS6X37BZ/DZ" just like the DZ designation for the European models - likely, then, it's the "37" vs. the "53" that is the difference; could it be gear ratios? Strength? Who knows).
European: GS6X53DZ - THGE & GS6X53DZ - TJGB

Two problems: 1)none of these parts are labeled "For Vehicles with Increased Tow Capacity" so I don't know whether these parts were different on those vehicles and 2) I've got more questions now that I did before. Therefore, this was basically a useless exercise. What I need to do is talk to BMW and get precise part numbers.

The GM 390r transmission was for the six cylinder, in all markets. The ZF 6hp transmission was for the V8 models, in all markets. The diesels changed from early models to later models due to torque capacity of the GM transmission.

Trailer stability control is in the DSC, not the trailer package. I even have it on my E83, which is an E46 platform. It is activated by the factory wiring harness being connected, but it is already there, just dormant. Coding isn't required, as long as your vehicle software recognizes the towing harness.

You don't need a Cummins, that's an engine. You may need a 3/4 ton pickup.

Cummins-powered [Dodge 2500] is what I meant. Not sure if you were being sarcastic there.

You really think a 2500 won't cut it?

No sarcasm, I should have used a smiley. I know that Dodge Rams have optional Cummins engines. It isn't the pickup I would choose.

A 2500 is a 3/4 ton pickup. I don't think a half ton pickup, whether an F150 or GMC 1500 or Ram 1500, will cut it. I work with Cummins engines. If you are looking at used, several years old, fine. If you are looking at new, check the recent history after the emissions controls were added.

Right, my mistake. I'm looking at the older models. But how old are we talking here? I'm looking at nothing older than late 90s. I can pick up a Cummins 2500 Dually for something like $6,000 on Autotrader. Sheesh.

I can't afford the new ones, anyways - way too expensive; especially for a car I'll only use a dozen times a year.

What would you recommend? I would like something that's somewhat built well on the interior in addition to a bulletproof drivetrain (so, basically, not a Ford unless I could get a screaming deal on one). I'm thinking either Chevy or Dodge. Thoughts?

I wouldn't get dual rear wheels. Diesel would be impossible to justify for a dozen trips per year. If you are at least three years back the Ram is fine.

Two brothers run Ram diesels. One brother in law runs a GM HD diesel. All tow more than you will. I know the Fords, and would choose that brand. Everyone has their favorite. Not much to choose between any of them, but I wouldn't get a diesel for your duty cycle anyway.

I think the Cummins B is a good engine, but I personaly don't like the Ram trucks they come in.

Lots of people buy pickups and then never use them for what they were designed for. That is what you want, a commuter vehicle with an eight foot box that hasn't towed. Yet.

So you saying that an F-250 wouldn't be a bad choice? I've thought about a bigger SUV like a Yukon Denali - thing is, I'm a bit weary of the Tahoe Chassis Vehicles because I've towed with an Escalade before and, lemme tell ya, it was a scary, unstable BITCH. It also had shit for power. By the way, this was towing my 5,000lbs open trailer setup that I tow with my current X5 with zero problem. That's right, my X5 tows my current 5,000lbs lashup miles and miles better than an Escalade did. And I towed that lashup quite a bit with the Escalade - about 3,000 miles worth of towing, actually. The Escalade's brakes were HORRIFIC, it had no power, and it swayed like a bastard. I would never consider towing a box trailer with the Escalade; boy you'de be tempting life doing that. As for the X5? Not a single hiccup.

Suburban, maybe? I figure if I'm buying new wheels I could try to get something that wouldn't suck to drive every day. It would be nice to use it as a dedicated winter car - two birds with one stone...?

The larger SUVs are generally built on half ton pickup platforms, since the original Excursion departed. There are some 3/4 ton Suburbans. Bigger doesn't always mean heavier duty, as you found out with the Escalade, which is just a big car.

An F250, appropriately spec'd, would tow fine IMO.

Every time I read lash-up, I think of the Kon-tiki raft. :rofl:

I think I'm going to scoop a used F-250 if the X5 doesn't work out. A good one can be had for less than $10K; but that's with quite a few miles.

There's a real nice one on autotrader at the moment for $7,000. Two potential issues, however; 1) it's a V10 (is that going to cause me a headache/be expensive to maintain?) and 2) 265,000 miles. Ouch. What's the max amount of miles you would look for?

Cars for Sale: 2000 Ford F250 4x4 Crew Cab Super Duty in Newark, IL 60541: Truck Details - 327424762 - AutoTrader.com

The second is a V8 with 255,000 miles; asking $8,000.

Cars for Sale: 2005 Ford F250 FX4 in Mooresville, IN 46158: Truck Details - 329179716 - AutoTrader.com

What do you recon?

Speaking of Kon-Tiki, at this rate, I'm going to be so broke that that's what my eventual TV is going to look like...

:rolleyes:

Too many miles for me. I'd find a lower mileage private vehicle that had a relatively easy life.

Why do you need 4wd? Cheaper to find a RWD.

Well, I figured 4WD would be better for towing during the winters. Although, I'm not sure how much towing I'm going to do during the winters - little, if any, for the first few years I should think.

2WD might be the better way to get into it and then upgrade later?

Also, would it hurt to go with a crew cab instead of a regular (i.e. dinky) cab? Do I need the 8' bed in order to have the longer frame?

People got by just fine with their vehicles for decades before 4wd became popular, and they got around all right. You plan to tow your race care in the snow? 2wd just has less to wear out, will be better on gas, and will be cheaper to buy.

Crew cabs have poor turning circles, and need lots of room for parking. Supercab, Clubcab, or whatever each manufacturer calls theirs, may be a reasonable compromise. I like more storage room than a single cab.

All good points. As you said, the thing that really draws me to the 2WD is the fact that maintenance is much cheaper, the fuel economy, and the purchase price.

As for towing in the snow, I was thinking I might have to if I eventually get involved in winter (i.e. ice) racing or rallying. It's not a certain thing, but it's something that went through my mind. I think you're right - the 2WD would be much better.

That said, I know you're partial to Ford. I happen to be partial to Chevy. Chevy trucks are built much better on the interior (IMO) and I like their design more overall. However, from reliability, strength, power, and stability standpoints, do you think Ford outdoes Chevy?

If I desperately wanted to get into a Chevy, what would you recommend? Ideally, I would want a manual transmission. Has Chevy offered manuals in the past 12 years? If so, then which is superior, Chevy or Ford?

Sorry for all the questions.

Yes, 5 speed and 6 speed depending on year.

Neither is better, that is an entirely subjective question. The difference between two well-used trucks in your price range is greater than the difference between the two brands.

Great to hear!

The good news is that I won't be doing anything with the race car until next season - she's out of commission due to an accident. I'll pick up the trailer with the X5 - I feel confortable doing this considering I'll only be towing 4,200lbs with a Hensley (I'm also only about 100 miles from the manufacturer). No matter how you cut it, I'll be legal. I'll use the X5 to bring the trailer to my garage where I'll store it until next spring.

In the mean time, I'm going to go around and test drive a bunch of different 3/4 ton trucks (i.e. brands, setups, etc.) and see what I like best. Then, I'll pick something up in the spring and go from there. That's nice because I'll have a good 7 months to save up a little money.

Sound like a good plan?

OP,

If you're towing a race car with open tandem trailer, tire rack, tools and car in the 3000lb or lighter...you'll be fine with the X5.

I used our '05 X5 4.4...dealer installed hitch, wiring harness with brake controller for towing my C-Mod race car.

I had a steel 18 ft. with full steel diamond floor, tire rack to hold 4 18" rims/tires. Tools in the rear of the X5 and my race car wet was around 2500-2600 lbs.

That X5 was non sport package and towed very well. Never skipped a beat. Braking was excellent...even using stock pads. My trailer did have brakes on both axles.

The only issue I can see for you is the 3.0 engine. I'm guessing that long inclines could be problematic for you. I had to tow through mountain areas...we used to live close to the Smoky Mountains. So, having the 4.4 was necessary. There were times when I thought that the 4.8 would've been that much better.

Anyway, just thought I'd chime in. BTW, I ended up thinking it would be better getting a pick up truck...so I wouldn't trash the X5. I bought a new '05 Ford F150 FX4. That truck SUCKED. Beat you to death when it wasn't loaded and then towed worse than the X5 when loaded. Needless to say, it got sold!
I was going to upgrade my trailer for something that provided living quarters and car hauler...so, I bought an '08 Dodge Dually Mega Cab with the Cummins. When the economy tanked...I was left holding the Dually as a daily driver and didn't get the larger trailer. Hated driving the dually...Oh the mistakes I've made with tow vehicles!!!

If you're only towing to 5-6 events per year...I wouldn't spend money on another vehicle that you'll hate driving for anything but towing.
If you're new into the racing scene...go with what you've got and see what others are doing and their experience.
I found that a lot of guys were using their X5's for towing OPEN trailers...but I've only seen V8's doing the work...not 6 cylinders.

Good luck. The X5 in my experience was very capable for my towing needs.

does the '05 x5 3.0i have the 4 zone climate control? or just 3?

Not exactly sure what this has to do with this thread. But I'll entertain it.

It is neither. It is dual zone. There are no temp controls in the rear besides the baffle, but that doesn't count. So it is a dual zone climate control system.

Thanks for the post. The X5 I use for towing is a 2002 3.0i. I have towed my racecar on an open deck hauler (22' x 8.5'; 2200lbs) with that X5 over 7,000 miles, through the Poconos, the NY mountain range (Watkins Glen), and recently through the midwestern mountains (Tennessee, Kentucky, etc.). Total trailer weight is 5,000lbs and the 3.0i X5 towed a treat - even through the mountains (albeit with a fair bit of "manual" shifting).

My new trailer, fully loaded, will be 7,500lbs (enclosed, 24' x 8.5'; 4,200lbs). Although I believe the X5 can handle it, I'm actually going to be picking up a Ford F250 or Chevy 2500 specifically for towing because, although Withidl tows an 8,900lbs Airstream, I think that utility-wise the truck will be better. Let's face it, power-wise, it's also not a bad deal. The extra bed-space will be nice, too. Oh, and maintenance will be cheaper and the truck can take a beating (I don't want to beat up on a daily-driver X5). I won't be getting rid of my X5 so I won't be stuck driving the truck day in and day out - I'm buying the truck for nothing else but towing.

I'll still have the Hensley WD Hitch so I'm betting that an entry-level 3/4 ton will be great for towing. If need be, I'll upgrade the shocks and springs. Regardless, I'll definitely be putting stainless lines, Motul fluid, and Carbotech pads on the truck - BECAUSE RACECAR TOW VEHICLE. :nerd:

Hi guys,

Hate to revive really old threads, but does anyone have a copy they could send me of the 04-06 datasheet for the European X5's? Looking into the towing capacity differences. I'm looking at some RV trailers that are right around the 6,000lb mark. I believe my 04 has the air duct, I have original hitch, 20" OE rims from the 4.8's, and would look at using WDH.

Thanks!

Search for your exact owners manual. Keep a copy on your phone in PDF (iBooks if you have an iPhone).

There is cushion built into the specs. For example I loaded my car up with a gross of 6600# (10% over weight) and it handled no differently then at the official maximum. I noticed later that the tire capacity may have been related. I have tougher tires now and wouldn't feel bad at all carrying an extra 500-600#

I read that the towing capacity in the EU was higher (by as much as 1000#; not sure why that wasn't 500kg) and I doubt there is any functional difference it sounds like regulatory body influence to me (eg possible that USA has a tighter restriction of what weight a car can tow relative to it's own gross weight)

I would not have a problem towing something 10-15% over the official max. as long as it has electric or surge brakes. Without brakes on the trailer I'd prob limit to about a ton for long hauls and 1.5T for shorter hauls.

On the owner's manual it says 6000 max. But I'm to looking for some RV and after reading this thread, I am open for some I formation about what's the difference in that pkg.

The factory actually says the limit for all X5s towing without trailer brakes is only 1650lbs. I've towed about 3,000 lbs without brakes and it wasn't terrible, but panic stops were not confidence-inspiring. Going down long downhill stretches i could see overheating the brakes might be a danger.

European trailers are very different than in the USA. They have better brakes and lower tongue weight. It's not really apples to apples.

Anyways, the factory says the V8s are rated at 6,000lbs capacity, so just make sure your trailer brakes are good and your truck tires and brakes and brake fluid are all good, and you should be fine. I agree that going a bit over 6k probably isn't going to be a big deal.

To add some more information for posterity, the E70 233A increased towing capacity option included a different rear differential. Discovered this on a UK site specializing in differential rebuild kits. Back checked on RealOEM.
It also included an additional small radiator in the wheel well. This appears to be added if the car had the hot climate or the increased towing capacity option.

The European vehicles had a hot climate option which gave a larger radiator for the 4.4i. This is the same radiator standard for the 4.6iS. I can't find a hot climate radiator for the 3.0, but if I was towing I'd search more to see if it was an option.
I do see on some posted Russian sites E53s with the 233a option, but have no,t been able to determine yet what is different about it.

So I contacted westfalia-automotive.com and asked about the towing capacity. He did send me the EU specks that are
the vertical load from the tow bar for the X5 / E53 is 150 Kg = 330 lbs with a value from 15,5 Kn = 3500 Kg = 7716lbs

For the EU hitch type. He said that the US version they sell to Germany BMW. I email BMW USA but still dont have an email from them. I will update further finds.

Can you put the link for the external radiator I can't find. Thanks!

17117586544
Radiator
From:04/01/2008To:-Weight:1.463 kgPrice:$314.97
Supersedes:

17007796838 (01/02/2008 — 08/03/2008), nonexchangeable retrospectively
17117586545 (05/27/2008 — 10/07/2008), Exchangeable retrospectively
17007796839 (12/01/2006 — 04/07/2009)
Part 17117586544 was found on the following vehicles:
X5 E70   (02/2006 — 06/2013)
X5 E70 LCI   (04/2009 — 06/2013)
X6 E71   (01/2007 — 06/2014)
X6 E72 Hybrid   (10/2008 — 10/2011)

So I just went to real OEM and notice that the extra oil cooler that you provided the part number for is some what the same as the one my X5 E53 4.4 n62 engine. Mine is just mounted in front of the coolant radiator, rather than the side bumper in front of the wheel.

Here is the link that shows it
https://www.realoem.com/bmw/enUS/sho...diagId=17_0289


The 3.0 with an m54 engine does not comes with this..

The one I posted is not an oil cooler. It's an extra coolant cooler giving the radiator extra capacity. This is for the E70 models. I can't find anything similar for E53s.

Got it. I was looking at the 4.8 n62n engine. The radiator that you pointed out is for the 3.5d models. Makes sense it's a diesel.
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