Diesel X5 to hit US by mid-October
 

With new CAFE regulations and ever-rising fuel prices, it won't be long until every automaker has at least a few diesel-powered models in their lineup. But the first push into the clean-diesel market will be lead by the German brands, and it doesn't look like we will have to wait long for them to arrive in the U.S.

According to BMW Blog, the BMW 335d and the X5 xDrive35d should be hitting U.S. shores in mid-October. Both models will be powered by BMW's 3.0L twin-turbocharged inline six — producing 265 horsepower and 425 lb-ft of torque — and should be atop their respective segments in both fuel-economy and performance.

The diesel-powered 535d will also be sold in the U.S., but its on-sale date still remains unclear. However, prototypes have been seen testing in Michigan, indicating that it shouldn't be far behind the other diesel offerings from BMW.

Mmm, torque.

Given that the xDrive35d is now the most likely tow vehicle in the BMW stable, you think they could finally hook up a brake controller wire to the damn hitch at last (like all American & Japanese trucks). They should just include the tow hitch stock on the diesel X5.

I also heard that there is increased braking in the xDrive35d over other X5s. Any truth?

FYI. The SD X5 diesel in Australia has larger rotors than the 4.8 V8 X5. The standard 3.0d X5 diesel has smaller rotors than the V8.

Any word on pricing???

Aren't diesel models typically more expensive? + diesel is more expensive than gas in the US. I wonder if it'll really be worth it for us.

Lot's of threads devoted to the pro's and cons regarding this choice. In the final analysis though the customers are going to decide if it's worth it to embrace the technology despite the cost.

The best example in this country is the popularity of Ford F250/350 diesels. There are more than enough of the same models in the gas version. So why buy diesel? Besides being a work horse for those who make that choice, there's a culture of drivers who enjoy diesels. Now add all the other goodies that come with driving a BMW and it seems that there's a fascination with driving something different.

I believe it was you who said that the majority of people view cars as an appliance. Something to be used to get from one place to another.
Not with this purchase...With this kind of decision cost will not be a factor for those who want to express their independence.
These buyers will be buying for the enjoyment that the diesel experience will bring. A 6000lb beast with mega torque. :thumbup:

The diesel will likely be more expensive than the 3.0i petrol, similar to the 3.0 twin turbo petrol and cheaper than the 4.4i (which may come with additional options included).

Diesel is about 10% more expensive than gasoline in the states and the mileage is >10% better in the diesel so it's a close tradeoff. For me, it's all about the torque for towing. The better mileage and low emissions is better for the environment too if that is your thing.

- Sean

It is indeed the customer's choice at the end of the day. Interestingly, JD Power & Associates said that diesel for passenger cars will jump from 3% in 2007 to 14% by 2017. That's 1% of additional purchasers moving to diesel every year. Not a crazy shift but certainly a trend that will improve resale values of diesels bought now.

Given BMW's history with diesel, they will be one of the companies that does this better than anyone else:
http://www.bmwusa.com/Standard/Conte...cedDiesel.aspx

Like you said, I'm looking at diesel for multiple reasons but mostly torque and emissions. Really looking forward to seeing pricing - hoping BMW will not be aggressive in order to establish a diesel market for their cars here.

Cost aside, will there be a guinea-pig factor in this considering it had to be tuned to US spec and is not identical to the current 3.0sd? Diesel fuel is diesel fuel but what about the urea and all that other good stuff?

This is why I think I'll lease and decide to buy or turn-in after 3 years. Not the cheapest way but lower risk.

Agree with Bimmer_boy (yeah I know some Gaelic) ............torque is really the reason to go with diesel or not. With increased cost of the X and increased cost of diesel you would need to be doing crazy miles to break even.
If towing is very important to you than the torque of a diesel is a no-brainer.

That torque will help you climb the hills while towing, but the lack of engine braking with the diesel will make descending less of a pleasure. If BMW want to make the diesel X5 a real tow vehicle, they will have to think about an engine exhaust brake.

The increased brake rotor size (if true) is likely a nod to the reduced engine braking, to result in the same effective braking power. That doesn't plan for a trailer, which will need increased trailer braking compared to a gasoline model.

I imagine that they may not offer an engine brake for NVH reasons.

Btw, don't diesel engines (at least on-highway) have throttle these days for egr?

They may be using a throttle for EGR, but not necessarily. Haven't seen any design details on that. Would be interested in what the engine braking is like on a current BMW X5 diesel while towing.

Just poking at the thought that the only thing that matters is accelerating up a hill. We all have to go down those hills as well. Jake Brakes and other designs all existed for a reason. They are even recommending exhaust brakes on diesel pickups these days for heavy towing.

Any bets that BMW finds problems with the Urea injection system, particularly in cold climates, after they start selling them in the U.S.?

I do like BMWs, but BMW's record with their inital usage of new technology isn't the best in the automotive World.

Not disagreeing that an engine brake is very important in a lot of towing diesel applications. I believe the Cummins light-duty engines even have a Jake Brake option from the dealer.

Thinking back, I'm pretty sure almost all the newer diesel engines (since whenever egr started becoming used in diesel for emissions) come with some form of throttle at the mainfold entry. Not sure exactly why a throttle is needed. I think there needs to be a vacuum situation in the manifold to get the egr system to flow, and that's not going to happen with a turbocharged engine. Even looking at the current BMW diesel, there's a throttle right before the manifold. #3 is the throttle, #1 the egr valve.

If a gasoline engine X5 can tow 6,000lbs and be ok with just the axle brake and the throttle, the diesel version should be fine too with the same setup. Compression and Exhaust brakes are mainly used when the towing capacity is so great that large enough axle brakes can't be feasably fitted, enough to slow down the load. I don't think such a situation would occur with the X5 unless the diesel model can tow substantially more. The larger brakes on the SD diesel model might be because of a greater towing capacity, but I thought it was primarily for Efficient Dynamics?

Sorry if I'm a newb to this, but what's the matter with diesels and engine braking? I notice that the automatic transmissions on busses just lock the torque converter and utilise the engine braking. :dunno: So how is this any different from normal vehicles?

Diesel engines don't normally have throttles (just an open inlet), so there's no way for the piston to create mechanical loss.

Vin covered it, but essentially since there is no throttle on a diesel engine (air just flows straight in), when you lift your foot off the accelerator you will not notice any particular retardation. It can be disconcerting to drivers accustomed to gasoline engines, since gearing down doesn't do much. Not very important on a passenger car, but if we start to think of the diesel X5 as "the ultimate towing BMW" as was proposed earlier in this thread, then engine braking could become an issue.

Heavy duty diesels have one of two forms of additional braking: A compression brake (ie a Jake Brake) uses another lobe on the camshaft to lift a valve when activated, releasing the compressed air at the top of the power stroke, and venting it to atmosphere. You will notice this on a dump truck near the city, when you hear a loud machine-gun like noise on deceleration (these brakes are usually banned within city limits). Another form of engine brake is an exhaust brake, which essentially closes the exhaust system after the turbocharger, letting the restriction back up to the engine and resulting in a retarding force. That type of system is more popular on diesels for pickups, etc, and may be used on a bus.

I haven't driven a diesel X5, so I would be interested in comments from those who have towed 5000+ lbs with a diesel BMW, how the engine braking is in practice.

weird, this is the complete opposite to my experience in every diesel I've driven, which exhibit far greater engine breaking than gasoline engines I've driven. I'd always assumed it was due to the compression ratio


in my nissan patrol for example, I can drive 60k's from my house to the office in normal traffic and only use the brakes 5 times in total where an intersection or traffic lights require it - this is because when I stop accelerating there's a LOT of engine braking. I can't even come close to the same type of low brake useage in my wife's jeep wrangler. both vehicles are manual transmissions.


even in my X5 which is a 3.0sd which obviously has an auto transmission, there's quite a bit of engine braking going on because the transmission is often smart enough to change down for me on descents and even flats under certain conditions. I noticed the difference quite starkly between both the 3.0d/3.0sd and the gasoline 4.8 when I took them for test drives.


another example with the nissan again - I have 85% reduction gears in it (low range only) and my friend with the gasoline engine has the same gears, along with the same transmission and diffs. on really steep declines, the type where you need the seatbelt to stop you sliding into the dashboard, his vehicle will gather more speed than mine despite mine weighing far more.

:iagree: :iagree:

Hello everyone,
I have been a guest reading X5world posts several years and today decided to join become a member.
Anyway, this year, I decided to replace my 2001 X5 3.0 with a new X5 3.0. I am gathering information about diesel engine and find this is a great discussion. Time is on my side, I can wait until the end of 2008 or beginning of 2009 to buy my new 2009 X5 and I only use X5 for passangers only. With all information from this forum, looks like there is no BIG reasons for me to go with 1st generation diesel X5, right? Thanks.

i am in accord with jimsag. i have the 3.0d and in normal d mode there is no noticeable retardation, unlike in ds automatic mode..