BMW X5 VS Audi Q7
- Great new interior
- No price rise on 30d
- Loaded with tech
- Pricey seven seat option
- Warranty starting to look short
- No spare tyre
- Sleek design.
- Great cabin.
- Still strong engine.
- Not much cheaper than the 200kW.
- Some options are ludicrously priced.
- No CarPlay or Android.
It took decades to catch on, but Range Rover eventually inspired German carmakers to look outside big sedans to satisfy luxury car buyers. When BMW introduced its first SAV - Sports Activity Vehicle - the X5, the outrage was palpable. Nearly two decades later, the X5 is as indispensable to the BMW oeuvre as the 3 series.
The X5's sales statistics have been impressive, with 55,000 sold in Australia since 2001, and each generation outselling the previous one.
The fourth-generation X5 has arrived in Australia, with two diesels now and a petrol arriving early in 2019 before four-cylinder, plug-in hybrid and the head-butting X5 M arrive over the next year or two.
The G05 X5 is bigger, better-looking and loaded with new technology.
|Engine Type||3.0L turbo|
Audi’s big banger Q7 relaunched late last year with a slimmer-hipped, lower slung replacement for the old bruiser.
There are a few bits missing that are standard on the more highly powered version, so with a relatively narrow price difference, is it a good fit for options-box tickers?
|Engine Type||3.0L turbo|
The M50d is the more dynamic drive, but the 30d is an excellent all-round package, especially if you have the M Sport option pack onboard. The G05 X5 might be bigger but it hasn't lost its sense of driving fun. In fact, I'd say it's more fun than the F15 - it feels lighter on its feet.
What the G05 also has over the F15 is better value - BMW reckons there's an easy $11,000 of extra stuff in the 30d for no extra money and about $15,000 in the M50d for a price rise of about $5000. It feels a lot more luxurious, looks better inside and out and feels super techie.
It's not cheap and out of the two, I'd probably go for the 30d - it's not that much slower and you can spend a few bucks on the extensive options list.
Does the new X5 shape up against the fancy Porsche or the attractive Mercedes?
The 200kW Q7 is a brilliant car and the 160kW is little different. It’s hard to make the economic case for spending less, though, as options will quickly land you in 200kW price territory unless, of course, you’ve stretched yourself for the $96,300 in the first place.
If you have stretched, you’re getting an even better overall car than the excellent BMW X5. The fundamentals of the Q7 are such that you could almost whack the 2.0 TFSI from the A3 in it and it would still be just fine.
Does the Audi Q7's new styling sway you or is the options list too pricey? Tell us what you think in the comments below.
The new X5, while bigger in most dimensions, hides its extra bulk well. The extra wheelbase length has improved its proportions slightly and BMW's new design language inside and out has delivered a fine-looking machine. The huge (sometimes chrome) grille is at first a bit hard to take but with time the car grows around it.
The new exterior design features a strong front end, classic X5 profile with a stronger, wavier character line along the flanks. The rear features a new-look set of LED tail-lights and satin finish rather than chrome exhaust tips.
You can tell the 30d from the M50d by the wheel arch extensions (among other things). The M50d's M Sport body kit features a different rear diffuser, side skirts and deeper front spoiler.
Inside is a new cabin that's high on quality with a choice of leather, wood and aluminium trim, including a very nice leather dashboard option. The base leather trim is known as Valcona and you can specify Merino, which is arguably better than the Nappa leather of some rivals. The cars I drove had a very premium feel, the materials a serious cut above the older F15 X5.
One interesting addition is the "Crafted Clarity" glass that comes in the Indulgence package. Obviously going for a very exclusive feel, the start stop button, shifter, volume control and rotary controller have a funky glass application. It could have looked awful but somehow it looks lifted from a Rolls-Royce and works really well.
The new Q7 is, thankfully, a lot less imposing than the first generation. That car really did loom and as time went by it became ever more covered in bling. The restraint of the new car is admirable (and good business sense – there’s bound to be a bigger Q8 before long) and looks more like a jacked-up wagon than a full-on SUV.
As is Audi’s wont, there’s lots of aluminium, particularly in the MQB Evo chassis itself (shared with some pretty posh things like the Bentley Bentayga) as well as doors and bonnet.
Despite being smaller, there are still seven seats in the Q7, with a reasonably accessible pair of rear pews providing you’re at least four years old and in possession of two working legs. That third row gets its own air-conditioning vents, cupholders (there are six in total) and somewhere to store your ration of Smarties.
The middle row of seats can be slid fore and aft through about 15cm to liberate or rob the third row of space. The middle rear seat passenger does have to contend with a fairly solid transmission tunnel, however.
Storage is well scattered around the cabin, with four bottle holders, a shallow bin under the centre armrest and a few cubby holes here and there to supplement the good-sized glove box. Audi says the minimum boot volume is 770L with the third row of seats down and 1955 with both rows folded away. With the third row up, an educated guess says somewhere in the region of 300L is still available. There's also ISOFIX child seat mounts for all five rear seats.
The driver gets a clean, clear dashboard with two big dials flanking the central info screen and, as usual, everything is spot-on ergonomically. The dash is considerably less visually weighty than the old car, with full width air-con vents, the middle section blowing diffuse air so you’re not in a windtunnel from a 1980s music video clip.
The X5 is a big car and delivers plenty of interior space. Interior images show an expansive cabin, with room for five in comfort. Front and rear passengers score two cupholders in each row, with plenty of storage bins and pockets throughout, including bottle holders and pockets in the doors. The rear armrest's clever folding cupholders liberate space for a phone-stowing tray.
Front passengers have plenty of room in all directions. Rear legroom is improved with the car's longer wheelbase - rear passengers are very well looked after.
The interior dimensions mean larger loads fit easily and if you have the air suspension you can drop the car to the weeds to make loading easier. An electrically retractable cargo cover will reduce the boot space dimensions but hide all your goodies and a set of rubber rails rise 3mm when the car is in motion to secure the load.
Luggage capacity is unchanged with the seats up at 650 litres, almost tripling to 1870L with the seats down.
The third row seat option must be combined with the air suspension, meaning you'll be paying around $7000 for the privilege of occasionally carrying people safely in the boot.
Gross vehicle weight ranges from 3010kg for the 40i to 3160kg for M50d. Turning circle is 12.6 metres and wading depth is 500mm.
Price and features
The price list is in RRP and reflects either no change (30d) or a small percentage increase (M50d). A BMW dealer might offer you a drive away price, but how much that will cost you will depend on your taste for options. Our range guide takes in the first three variants of the G05 X5 - the 30d, 40i and M50d. Unlike its British rivals, there is no launch edition.
The 30d ($112,900 plus on-road costs) and 40i ($115,900 plus on-roads) models comparison reveals they're basically the same apart from the motor. If gadgets are your thing, the X5 certainly delivers, even in its unadorned entry-level spec.
Standard features include 20-inch alloys, two-piece power tailgate, panoramic sunroof, keyless entry via BMW's digital "smart key" (part of the standard comfort access system), push button start (or keyless go), LED headlights, daytime running lights, floor mats (I know!), a basic first aid kit, active cruise control, "2.5-zone" climate control air conditioning, GPS navigation system, front view camera, side view camera, limited self parking, basic tool kit, roof rails, and a front and rear parking sensor setup.
Moving up to the M50d at $149,900 plus on-road costs ($5000 more than before) adds an active M differential, laser headlights, dynamic handling package including adaptive suspension with active anti-roll system, rear-wheel steering, M Sport exhaust and brakes (blue rather than red brake calipers), 22-inch alloy wheels, aero package, M steering wheel, four-zone climate control, heated front seats, soft close doors, and heated and cooled front cupholders.
The new park assist function is particularly clever - if you have driven forward into a tight parking space or difficult garage, the system can remember the last 50 metres and back you out automatically, twiddling the electric power steering while you run the brake and accelerator.
BMW's Operating System 7.0 (the name iDrive appears to be fading) looks after the multimedia and sat nav system. The big 12.3-inch touch screen is mightily impressive. You can control it from the rotary dial controller, use air gestures or by swiping or tapping the screen. The sound system has anything from 10 to 20 speakers with an intermediate 16 speaker setup. There's a subwoofer - actually, there are two - lurking in the back. The system includes Bluetooth and DAB radio with USB connectivity. iPhone owners will be pleased to learn CarPlay is standard, while the rest of the smartphone world will be frustrated - Android Auto isn't available at all.
Colours include Alpine White, Carbon Black Metallic, Black, Mineral White, Phytonic Blue, Arctic Grey and Sunstone Metallic (gold). Curiously absent are silver, red and green and even the brown of past models seems unavailable.
On top of the basic specs, there are additional trim levels - M Sport, Indulgence, xOffroad and Performance Package.
The $4000 M Sport edition for the 30d and 40i includes M Sport brakes, adaptive M suspension, aero package and interior trim changes including an M Sport steering wheel.
The $9500 Indulgence Package adds ventilated front seats, crystal glass on some of the switchgear, heated seats front and rear, front seat massage function, merino leather and on the 30d soft-close doors and heated and cooled cup holder for each front passenger.
The $5000 Performance Package (30d and 40i only) puts you on 22-inch rims, adds an M Sport exhaust and includes metallic paint.
Finally, the $7500 xOffroad package - the first of its kind on an X5 - adds additional off road capability (sand, rocks, gravel etc.), rear diff with diff lock, extra gauges in the infotainment screen, adjustable ride height air suspension and the clever display key. That front and rear air suspension negates the need for a lift kit. Aluminium side steps are optional.
BMW also offers a range of 20 inch alloy wheels, as well as 19 inch and 22 inch rims. The 22s, it must be noted, are not run-flats so you cop a space-saver spare. The xOffroad pack does not come with off road tyres but you can purchase the right ones through BMW. Only 22-inch equipped X5's feature a spare tyre as the tyres are run flats on all other sizes.
The accessories and options list is extensive: Apple CarPlay for iPhone integration, a heated steering wheel, a roof rack setup, darker tinted windows, laser headlights and various other technological and comfort enhancements are available.
Missing from these lists are a seat belt extender, light bar, car phone, xenon, HID or projector lights (you get LED lighting as standard, range-wide!), an auxiliary heater, nudge bar, snorkel, bull bar, winch, self driving, autopilot, CD player, homelink, quad exhaust, television, digital TV tuner, DVD player, cargo barrier, boot liner, carbon fiber trim, MP3 player, a rear seat entertainment system or wifi hotspot.
Where is the BMW X5 built? Spartanburg, North Carolina.
With a price just a few thousand down on the original 200kW version, it almost seems like Audi doesn’t really want you to buy the base model. The price difference is “only” $7600. Remember that bit.
Despite the lower sticker, there is a generous equipment list, particularly on the safety front. Standard are a 10-speaker stereo with DAB+, Bluetooth and dual USB ports, 19-inch alloys, dual-zone climate control, blind spot sensor, reversing camera, keyless entry and start, front and rear parking sensors and park assist, cruise control, electric front seats with driver’s seat memory, satnav, bi-xenon headlights with level adjustment, auto headlights and wipers, leather trim (some real, some not), electric tailgate and tyre-pressure monitoring.
Our car had the optional Audi Connect wifi hotspot feature ($750), metallic paint (at a hefty $2400), Assistance Package - which adds adaptive cruise, active lane assist, pre-sense front, traffic jam assist, collision assist and turn assist ($4075), LED headlights ($2800!), Parking Assistance Package, which adds auto-parking and 360-degree cameras ($1300), full body paint finish ($1300) and interior inlays of high gloss black and oak (an even more mystifying $1690). This brought the total to an eye-watering $110,615.
That’s only $5000 less than a similarly optioned 200kW, which has a few more standard additions, more power obviously, bigger wheels and the full digital “virtual dashboard” from the lovely TT. Of course, neither Q7 is particularly cheap. If you’re willing to lose all-wheel drive, you can have a BMW X5 starting at $86,200 for the rear-wheel drive 170kW 2.0 diesel (but only with five seats).
Audi’s MMI system controls the operation of the retractable 8.3-inch screen that rises majestically from the centre of the dash. MMI looks after the entertainment, satnav and various settings of the car and does a fine job of it, supplemented by a generous touchpad for you to write out your destination with your finger, or choose your radio station.
You can also speak in reasonably normal terms to the nav via voice activation and it will take you to the nearest public toilet, or a petrol station or a nearby Italian restaurant.
Engine & trans
At launch, you can have any engine size you like as long as you like 3.0-litre straight-sixes. Of course, each has its own specifications to arrive at very different horsepower and torque figures.
The 30d's engine specs are a 3.0-litre turbo diesel developing 194kW of power and 620Nm of torque.
Moving on to the 40i, this is a 3.0-litre twin turbo petrol knocking out 250kW of power and 450Nm of torque. Petrol vs diesel, the latter wins on torque, hands down.
Want even more? The M50d's 3.0-litre diesel has four turbos strapped to it - that's two times two - for a huge 294kW of power and 760Nm of torque.
They're all 4x4 at this stage, fitted with ZF's always-brilliant eight-speed automatic transmission. It is pretty much the best gearbox on the planet and super-reliable. At this stage, all wheel drive is all you get. A rear wheel drive sDrive X5 is likely later down the track in combination with a smaller four-cylinder engine - 4x2 buyers don't tend to want the extra power of the bigger engines.
The oil burners are fitted with a diesel particulate filter to help reduce emissions and the 30d's twin-scroll turbocharger helps improve low-down response. Advanced technology from injector to exhaust ensure diesel engine problems such as black smoke have long since been banished from modern BMW diesels.
The 0-100km acceleration times are impressive - 6.2 seconds for the 30d, 5.5sec for the 40i and 5.2sec for the M50d. The rolling acceleration performance figures of the M50d are epic.
Towing capacity is uniform across the range - you can drag 750kg of unbraked trailer and 2700kg of braked load. Maximum down load on the tow bar is 140kg.
The 160kW is the same basic unit as the 200kW, just with the lower power figure and 500Nm of torque (down from 600Nm) to push its 2135kg frame to 100km/h in 7.3 seconds.
Fuel economy, courtesy of the ZF eight speed automatic and stop-start, is a claimed 5.8L/100km and, it must be said, a fairly unlikely figure to achieve. We saw 9.2L/100km on the dash display, which is still pretty impressive for such a large vehicle.
The Q7 is also rated to tow 3500kg with trailer brakes.
The X5's fuel mileage figures are based on the new WLTP standards which better reflect real-world use.
The 30d's diesel fuel economy is the best of the three initially on offer at 7.2L/100km. If you want your fuel consumption km/L, that's around 14km per 1000mL.
The petrol consumption figure on the 40i is the highest figure of the three at 9.2L/100km (or 10.9km/L).
Moving on to the M50d, for all that extra power and torque, the increase over the 30d is just 0.3L/100km to 7.5L/100km (13.3 km/L).
Fuel tank capacity differs slightly between the models - the diesels carry 80 litres while the petrol 40i can carry 83 litres.
On the launch we had the 30d and M50d available, the former with various option packs.
I started with the M50d. Big fast SUVs are pretty common these days but little prepares you for the quad-turbo thrust from the 3.0-litre straight six. The 294kW/760Nm combination means you cover ground very quickly indeed, especially in the gears. Overtaking the famously large log trucks on the roads of northern Tasmania was easy, the torque slinging me down the road with little effort or fuss.
While the road noise from the tyres is noticeable, you can shut it out with the stereo and wind noise is only apparent above the legal limit. Which I never breached, obviously.
The adaptive drive system, which you can switch for economy, comfort or sport depending on your mood, genuinely affects the M50d's demeanour. With sharper everything, the M diff and rear wheel steering, you can have a lot of fun in the corners. We didn't have variable or active steering on the car and it was just fine without it. The active roll stabilisation is very impressive.
The 30d is a very good unit too. It's really not much slower than the M50d in a straight line but is far more relaxed, of course.
The one with the air suspension was supremely comfortable and quiet, raising and lowering itself depending on speed and conditions. The 30d was very accomplished on the loose gravel surface BMW bravely sent us over once I'd pressed the adaptive switch. The standard underbody protection is clearly very good - barely a ping from the gravel.
On both cars, the steering was a standout - the X4 M40i I came home to had a less than deft setup, with the weight in sport plus set too high. Neither 30d or M50d felt too heavy.
As an xOffroad package wasn't available, we haven't done an off road review. I can, however, guarantee you won't have to get out and operate hub switches.
It might be down 40kW and 100Nm of torque, but the Q7 still feels pretty nimble for what is a very heavy car, despite its average weight loss of 325kg. The mid-range is very strong, meaning effortless overtaking from rarely more than a toe on the throttle pedal. When your car is this big, the last thing you want to be worrying about is whether it will trip over itself when you’re in the cut and thrust of the school pick up or daily commute.
This is the first Q7 I’ve driven without the air suspension and it was a pleasant surprise. It rode and handled almost as well and you’d have to wonder whether it’s worth the extra outlay. When a press fleet has nothing but air-suspended cars, it makes journalists suspicious; I’m pleased to say there was no need. The only real difference is more noticeable body roll when you’re getting a bit ambitious in the corners. Not really a Q7’s core business.
The steering is quite light but weights up nicely in dynamic mode. It’s tidy in the bends and excels in the wet or dry; its stay with us coincided with some truly apocalyptic rain, which the car simply shrugged off. Needless to say, the cabin is extremely quiet, with just a slight rustle around the wing mirrors and a distant growl from the engine.
The new X5's significant safety features an airbag count of seven, AEB (auto emergency braking), lane departure warning, lane change warning, blind spot assist, electronic brake force distribution, reverse camera, DSC (sometimes called ESP), reverse cross traffic alert, speed limit assist and information, hill descent control, and a warning triangle (it is a BMW).
If you need to fit a baby car seat, there are two ISOFIX points and three child seat anchor points in the second row.
The X5 range scored the maximum five-star ANCAP safety rating when tested in late 2018.
Eight airbags, blind-spot sensor, forward-collision mitigation, forward-collision warning, lane-departure warning, rear cross traffic alert and active safety bonnet all add up to the maximum five ANCAP safety stars.
The Assistance Package, which adds adaptive cruise control, active lane assist, pre-sense front (to keep you from crashing into the car in front), collision assist (helps you out with your braking and steering when the car thinks you’re heading into a crash) and turn assist (stops you turning into the path of an oncoming car).
BMW's warranty remains - resolutely - at three years/100,000km. BMW is adamant that most customers aren't that bothered. Roadside assist is part of the bargain, from a flat battery to a crash. Rust and paint coverage is also included, although I can't say I've heard any complaints or common faults when it comes to recent X5 bodywork.
Like all BMWs, servicing is condition-based, but you can pre-pay your service cost for five years on the basic package for $1995. Service intervals are then set at 12 month/24,000km maximums. You can also increase your maintenance cost coverage with further levels of cover.
BMW now offers a Genius service at its dealerships, showing you through the features if you have any problems or issues working them out. Even the central locking is a bit complex for some - you can configure different settings in the iDrive system.
Reliability issues are seemingly rare on the X5, but you can purchase an extended warranty if any defects or complaints arise after the initial warranty period expires. As the car is brand new, things like automatic transmission problems, transmission failure or other dramas are yet to rear their ugly heads.
The owners manual will no doubt explain things like oil type and capacity. Resale value for the X5 appears strong over the years although the extra value in these new ones might mean some second hand bargains.