BMW X5 4.4L V8 M Sport SUV

This is the BMW M division's take on an SUV, the X5 M, finally in the UK after exhausting the build-up (X6 M release at the same time may not help).

This model represents the division of M xDrive first variant, and they both use a 4.4-liter twin-turbocharged V8 engine that could well form the basis of the next M5.

This powerful unit, of course, makes X5 M The most powerful M car-to-date. 547bhp sounds impressive enough; more surprising was the 502 pounds of torque, which is available from just 1500rpm to 5650rpm. That was enough for the X5 crack 0-62mph in 4.7sec and reach a top speed limited to 155mph.

Other statistics of note? Cost £ 76,110, returning 20.3mpg claimed (combined) and 325g/gkm emit CO2.

See BMW X5 M photos

Very fast, for starters. If X5 M has a clear rival Porsche's Cayenne Turbo, and it was more than up to the task of taking on. BMW is far more powerful and now slightly weaker in terms of torque, which spread throughout the twist is available is several thousand rpm wider. So the raw speed, there is not much to choose between two high-performance heavyweight.

The X5 M 0.4sec faster 62mph, and temporarily stop the fun Porsche limiter 16mph before maxes out, it will not bother anyone in the real world conditions (and if you intend to try it, can you let me know so I can be in the area different?).

Dynamics? Well, this is still an SUV - but as long as you keep the facts in the back of your mind, it was quite effective. Control body has long been a force X5 and X5 M built on this; it depends on with full confidence around corners is amazing, assisted by a small wheel on the side of the weight, but impressive feelsome for something this big. Six-speed automatic gearbox pretty quickly, too; it rarely caught.

There are disadvantages, though, and they do a decent job disappointing spoil the party. First, the X5's cabin - while acceptable in the north of £ 40k - falling short of the required plushness almost double that figure. Truth is, M cabin feels a bit different from the usual diesel X5.

More important, though, the search for cornering X5 provides the same capabilities as the M5 has resulted in a ride that borders can not be accepted. We can forgive some choppiness in the outskirts of rat-running, if it was the only one complaining. But you'll find yourself swaying in the neighborhood sat on all roads but also subtle, and depending on the life of the B-tight bumpy road. The chair can use more lateral support, which will help with this, but you still will be sitting too high up to feel really connected to the street below.

While we have little doubt that the M division has lost a commendable amount of resources in this project, it ultimately failed to change the laws of physics, so that while the X5 M has the raw speed of the M3, it does not have self-control, balance and skill cars that. This car feels like should be called the xDrive60i, or even xDrive60m, but fell short of justifying its M status.

Worrying, too, played a role in engine failure. Is recorded as a pleasant place near the M3's naturally aspirated V8 or V10 units out M5.

Exciting though the wall of torque is, we can not bring myself to recommend the 2.4-ton SUV that will struggle to break 20mpg in everyday use. The X5 M feels like a vehicle for another time - or at least, a country with fuel prices lower.

And while the F tuning has added a little extra capacity in the corner, too high a price was paid in terms of ride quality. Even harder to forgive is the fact that a single failure to feel like an M car.

No doubt this car will attract some buyers of the Porsche Cayenne Turbo, but marginally more gentle on the soul, after all. They even enjoyed the launch control system, which no doubt the power of a strong wave, hard and heavy wheel up and consider themselves lucky to have bought what was one of the best 'high-performance SUV'.

But if they think that they have puzzled over £ 76k for one of the best M division creations, they would joke itself.