The old BMW X5 had a lot of charm, based on its marriage of BMW road manners and dramatic styling. It was fast and fun to drive for an SUV, which was enough to outweigh its lack of luggage capacity for its many buyers.

The second-generation X5 has grown. It is 7.4 inches longer, 2.4 inches wider and — as inevitably as the Patriots seem to make the playoffs — heavier at 5151 pounds, up 218 pounds from the first V-8-engined X5 we tested. The new, larger footprint has allowed BMW to add the seemingly obligatory third-row seat, which is fine for small kids on short journeys but tight for grownups. Still, with this row folded, there are now 19 cubic feet of cargo room, an increase of three cubic feet.

In the power sector around 150 hp, in particular, customer requirements. The rear linkage. The ARION 650 and 640 models have up to 8.0 t lift capacity.

The interior is nicely wrought, with high-quality fabrics and materials, but it's not quite as fabulous as the old X5's. This '07 X5 also gets a stylish but inscrutable shift lever, a starter button that first requires a key fob to be slotted into the dash, and our favorite BMW bugaboo, the iDrive system.

Adding insult to injury, the optional ($1800) rear-seat entertainment system comes with a screen that blocks access to the center console and can't be seen by the third-row occupants, to whom this feature presumably caters. Things get better once the truck is moving down the road.

The throaty 4.8-liter V-8 engine puts out a healthy 350 horsepower, spurring the X5 from 0 to 60 mph in a spry 6.1 seconds. That's 0.8 second faster than the original 4.4-liter X5 we tested in 2000 and just 0.1 second shy of the high-performance X5 4.8is we drove in 2004. On its standard 18-inch Michelin Latitude M+S tires — 19s and 20s are optional — it pulled a decent 0.82 g on the skidpad.

In real-world driving, the X5 always feels like it's up for action and steers, stops, and handles with authority. And unlike sport-suspension versions of the old X5, the ride is palatable, if firm. With the V-8 underhood, the X5 is a much more entertaining, sportier truck than the 3.0-liter X5 that placed third in our May 2006 luxury-SUV comparison test [']. It's also quite pricey. With such options as navigation and entertainment systems, our vehicle's base price of $55,275 rose to $63,725. For that money, potential buyers might consider a Mercedes-Benz GL450, which loses little on the sport side and gains a lot of utility.

Tractor Transmission DT-75 On the DT-75 mounted manual transmission with moving gears, which provide for 7 speeds forward and one for reverse. With the active UKM and one of the shows first, second or reverse the tractor 2 receives respectively reduced backup speeds forward and 1 reverse gear downshifts. Transmission mechanism is mounted in the front compartment Gearbox housing and the rear axle. The bore of the front and rear wall of the front housing compartment bearings are shaft 4. Primary shaft is mounted on a roller and ball bearings. The outer surface of the input shaft, with the exception of only the bearing neck, slotted.

Inside the shaft freely passes PTO drive shaft end. At the rear end there is a groove with the wiper hole which does not flow smoothly from the rear bridge in the internal cavity of the MSN shafts. Two front ring with the left lock secured by the MSN prohibit the flow of oil from the MSN in the CAT and 1 ring by the transmission with the right lock complicates oil peretok of CAT in the MSN. A secondary shaft is done in tandem with a leading bevel gear GP, donating a rotation of the rear axle gears. It is located at the bottom of the front housing compartment under the primary shaft. The front end of the output shaft in abutment on the ball bearing is pressed into the bore in the glass facing the front wall CAT compartment. This glass is mounted on the housing wall by means of 4 bolts which zakontrenny wire.

Reversing shaft is mounted on the left and a little bit lower than the input shaft (provided that we look on the front of the PPC), and has under it the left side, there is an additional shaft. Structurally they are identical, in their middle part are slots and at the ends of the smooth cylindrical neck with vpressovanymi collars bearing On Slots additional shaft mounted three gears. Permanent engagement blocks 5th and 6th gears and 7th gear transmission.

Constant mesh gear fixed on the shaft and is splined with a retaining ring and is continuously engaged with reverse pinion shaft, in consequence actuated ext. Provided the primary rotation and the reverse shaft.