2019 BMW X5 vs Audi Q8

What's the difference?

I said at the start of this review that the new X5 is predictable… but it's more like predictably impressive.

There's a lot to like in the fourth-generation X5. You may still want to option a few extras over the standard base model car, but the 30d model embodies the idea of a luxury, tech-heavy family SUV beautifully.

The Audi Q8 is a compelling and impressive new entrant into the luxury SUV fray, and it deserves to do well considering the pricing and specification on offer. I have no doubt that an even more enticing version of the Q8 - be it an SQ8 or RS Q8 - is on its way, and it’s bound to be even more impressive again.

You won't confuse the BMW X5 for one of its rivals - this is no Mercedes-Benz GLE, Audi Q7 / Q8, or Lexus RX.

But you might confuse it for one of its siblings - there's more than a passing resemblance between this new-gen X5 and the also-fairly-new-but-marginally-smaller X3 (which is now bigger than ever, too). I saw a couple of new X3 models during my week, to which I waved and then, shamefaced, realised they were actually people driving lesser BMW SUVs. Ahem.

Back on topic, our 30d tester looked particularly plush, with the, er, sporty 'M Sport' package adding what is essentially a body kit to the lower edges of the car, including distinct front and rear bumpers as well as side skirts. There is a standard rear spoiler on all models, too.

If that looks a bit too aggro for you, BMW also offers the 'xLine' pack (which has more off-road elements to it) or the 'Indulgence' luxury-look pack.

I think the exterior design is some of BMW's most convincing work for a while, with plenty of recognisable cues when compared to X5s of generations past, but also enough contemporary styling - including those gorgeous cutaway tail-lights and that (arguably too large) kidney grille on the nose.

The interior design is considerably better than we've seen in other BMWs recently, too - it's almost Audi-like in its interpretation. Check out the images to see what I mean.

It isn’t a coupe-style SUV, but it also kind of is. That’s what’s most interesting about the design of the Q8, which has muscular haunches, a huge grille with a polarising silver trim ‘mask’ around it (which thankfully can be had in gloss black, too), and a body that may look familiar to you if you like big luxury SUVs.

That’s because it’s got some stuff in common with the likes of the Porsche Cayenne and Bentley Bentayga, which share some underbody components. If you squint there’s a bit of family resemblance, but the Q8 is convincingly different enough to justify some attention in its own right.

There are standard-fit LED headlights and daytime running lights, plus massive 21-inch wheels that fill those copious arches. And if those aren’t big enough, there are optional 22-inch alloys, too.

The lines that run the length of the body aren’t over the top, and the beautifully named “blisters” that run over the tops of the wheel arches are pronounced, but not shouty. The tail-light garnish really accentuates the broadness of the Q8, and in an interesting styling highlight, the big Audi has pillar-less doors - hello Subarus from the 1990s!

It’s exceptional to look at from the outside, with a strong road presence that helps it stand out from the round-edged Q5 and Q7 models that sit below it. The dimensions definitely help out in that regard - the Q8 is 66mm shorter than Q7 at 4986mm long, and has the same wheelbase (2995mm). It is 2190mm wide (up 27mm on Q7), but sits 1705mm tall (38mm shorter).

The interior? Well, there’s quite a bit of pleasantness there, too. Check out the interior images for yourself.

Finally, a BMW with an interior that keeps pace with the exterior.

There's a 12.3-inch media screen with sat nav and you can control it using the rotary dial, using the screen by tapping and pinching, using voice commands or you can attempt to get the gesture control thing to work. I don't really bother much with that.

It looks great and is backed by a mighty stereo system with 10 speakers as standard, and up to 20 if you want to option them. Apple CarPlay is standard, and it's wireless - it even works with my beat-up old iPhone 6, which is awesome. But there's no Android Auto at all.

There's a big digital instrument cluster, too, and a smallish steering wheel with recognisable controls.

You wouldn't expect BMW to forget anything when it comes to interior practicality, and there are big cupholders, decent storage nooks and bottle holders in the doors, too.

And while the leather on the dash of our test car is lush, it'll cost you extra ($2700). Plus things like heated seats are on the options list, too.

As for occupant space, adults will be able to sit behind other adults back here in comfort. With driver's seat is in my position, I had heaps of legroom and shoulder room, plus decent headroom - even with the big glass roof.

The new model has a longer wheelbase, and it feels roomier than I recall the last model being. Three people my size will be able to sit next to each other reasonably comfortably, too. And of course there are dual ISOFIX child seat anchors and three top tethers as well.

BMW has thought of all the things you might need, too, with cupholders and bottle holders, plus map pockets - or, maybe more correctly, iPad pockets, with USB-C chargers above.

Now, if five seats isn't enough - or you can't stomach the look of the new X7 - you can get a set of extra seats in the boot. But sadly, if you want seven seats in your X5, you'll need to add $3700 to the price, and then you must add the 'Adaptive 2-axle' air suspension set-up at a further $3900, or $2300 if you have the M Sport model. That makes for either $7600 or $6000 for the M Sport. Yikes.

What's most annoying is that you have to bundle the third-row seats, but you can get air suspension separately if you want it.

Boot space is generous at 650 litres, and if you fold those 40/20/40 split-fold seats down that almost triples, to 1870 litres. And even though it has run flat tyres, the X5 gets a space-saver spare wheel.

If you’re considering the Q8 as an alternative to the Tardis-like Q7, you’ll be upset. It may pay to think of it as a slightly larger Q5 in terms of cabin space, because despite its imposing dimensions, the Q8 is cosier inside than you might think.

That isn’t to say it’s small or cramped. Not at all. And the raked roofline of the Q8 isn’t as big an imposition on passenger comfort and space as it is in its direct German competitors.

For someone my height - 182cm - there’s enough headroom in the rear seat to be comfortable with a similarly sized driver in front, and the legroom and foot room is well considered, too. The back seat slides fore and aft in a 60:40 ratio, up to 100mm, so if you have smaller back-seaters, you can allow for a bigger boot space.

Storage is well considered for all occupants, with bottle-sized door pockets all around, cupholders between the seats (in a flip-down armrest in the back), plus some extra loose item and covered storage up front -along with a wireless phone charger in the centre console.

And in terms of boot space and luggage capacity, the Q8 is better than many SUVs in the class; with the seats pushed all the way back there is 606 litres of space available, and should you need more space, the second-row slide function liberates 75L more (total: 681L). That expands to 1755L with the rear seats folded down (which can be done in a 40:20:40 ratio, making for easy stowage of skis or other long items).

Up front, there are comfortable seats with nice amenities, and the design of the dashboard is neat and tidy. Very minimalist.

As for the tech interface and media screens, there is some learning required to get the hang of how to use them. The top screen controls the media and navigation function, while the lower one manages climate and car controls. Both are touchscreens, but both have haptic feedback which makes it feel like you’re hitting a physical button rather than the screen.

The resolution of both screens is lovely, with superb 3D mapping and even a surround-view camera system that uses AI to give you a 3D view of the car and its surroundings.

But the menus aren’t as intuitive as they could be - things like the fact you have a lane keeping assistance button that sits separate to the rest of the safety controls, and that’s separate again to the button on the end of the indicator stalk that adapts the active cruise control/lane keeping system. There’s a voice control system if you think the screens will be too distracting to use while on the move.

One issue with fit and finish - the dash top didn’t align perfectly with the plastic below in all cars present on test, whether equipped with the standard plastic dash finish or the optional leather-trimmed version. It’s something that’s hard to un-see.

There will be two versions of the Q8 to begin with, the 55 TFSI you see here, and the 50 TDI which will arrive later in 2019.

Both come quite well equipped, and for a vehicle that is Audi’s flagship SUV, the Q8 is convincingly well priced in both petrol and diesel guises, with identical list pricing (RRP) of $128,900 before on-road costs for both the 50 TDI and 55 TFSI.

The Q8 55 TFSI undercuts the closest BMW X6 (50i - $153,619) and Mercedes-Benz GLE Coupe (AMG 43 - $145,830) by $24,719 and $16,930 respectively. That’s good news in anyone’s book.

As for the diesel version, there’s a more affordable X6 (xDrive30d - $119,900) and GLE Coupe (350d - $126,330), and it’s a fair statement that you can get a Range Rover Sport petrol or diesel for less, and the base Porsche Cayenne petrol is more affordable, too. But it’s the standard equipment levels that impress with the big Audi SUV.

Included as standard are 21-inch alloy wheels, the S line exterior styling pack, adaptive suspension with damper control, adaptive cruise control with lane change assist, a 360-degree camera with kerb view (so you don’t mark those huge rims, obviously!), 'Valcona' leather upholstery, front seats with electric adjustment plus heating and ventilation, a leather-trimmed steering wheel with paddle-shifters, LED headlights (with auto high beam) and daytime running lights, three-zone climate control, a head-up display, Audi’s 12.3-inch 'Virtual Cockpit' instrument cluster, and the new MMI touch response control screen with 10.1- and 8.6-inch screens for media and car controls.

There’s the expected connectivity of Apple CarPlay and Android Auto, plus you get sat nav GPS, DAB digital radio and a 10-speaker sound system.

Audi is offering a number of optional extras if the standard stuff isn’t enough, including the Premium Plus package ($11,000) that bundles a bunch of goodies that customers typically want when shopping for a high-end model in the range. It includes 22-inch wheels, adaptive air suspension, privacy glass (tinted windows), HD Matrix LED headlights with dynamic indicators front and rear, quad-zone climate control with a rear touchscreen display, and LED interior ambient lighting.

Other add-ons you might want to consider include a panoramic sunroof ($3550), massage front seats ($1050), a choice of two Bang & Olufsen stereo upgrades (the more exxy of which has 23 speakers and costs $12,100), and the 'Dynamic Steering' package ($4500) with all-wheel steering and variable ratio steering rack, and which is worth the money in terms of the drive experience. More on that below.

And the safety gear list? How does a total of 39 driver assist features sound? Check out the safety section below for the detailed breakdown.

Colour choices include two no-cost options ('Night Black' and 'Carrara White'), while the optional 'Daytona Grey' pearl effect and metallic 'Glacier White', 'Floret Silver', 'Orca Black', 'Galaxy Blue', 'Navarra Blue', 'Dragon Orange' and 'Argus Brown' will set you back an extra $2300.

Under the bonnet of the 30d model is a twin-turbocharged 3.0-litre straight six-cylinder engine producing 195kW of power (at 4000rpm) and 620Nm of torque (from 2000-2500rpm). It has a standard-fit eight-speed automatic transmission with paddleshifters, and has permanent all-wheel drive.

Those engine specs are strong, and it has a claimed 0-100km/h sprint time of just 6.5 seconds - faster than some hot hatches. If you really want a silly fast SUV, you could spend extra and get the M50d with its quad-turbo drivetrain.

Towing capacity is 750kg unbraked and 2700kg braked (1900kg for the xLine version), and the higher number is good, but still not best in class. An Audi Q7 or Q8 will tow more (3500kg), if that matters to you. BMW Australia has confirmed an upgrade to towing will be offered from April production, up to 3270kg.

Under the bonnet of the 55 TFSI model is a hard-hitting horsepower hero - a 3.0-litre twin-turbo V6 petrol producing engine specs of 250kW of power (at 5500rpm) and 500Nm of torque (at 2090-5300rpm).

It uses an eight-speed automatic transmission and Audi’s quattro all-wheel-drive system, and the brand claims it will slingshot from 0-100km/h in just 5.9 seconds.

For context, the equivalent Benz GLE 43 has 287kW/520Nm and does the sprint in 5.7sec (claimed), while the BMW gets a stonking 4.4L turbo V8 in 50i spec with 330kW and 650Nm, with a resulting sprint claim of 4.8sec. Yeah, so those two are a bit speedier - is that enough to justify the additional expense?

If petrol vs diesel is important to you, here’s how the 50 TDI stacks up: it has a 3.0-litre turbo-diesel engine with 210kW of power and 620Nm of torque, and again has an eight-speed auto and quattro AWD. Audi claims a 0-100km/h time of 6.3sec for this model.

As for weight, the Q8 tips the scales at a not unsubstantial 2265kg (including 75kg driver) in 55 TFSI spec. Towing capacity is rated at 750kg for an un-braked trailer, and a huge 3500kg for a braked trailer, which is better than a Toyota Prado.

The claimed fuel use for this version is 7.2 litres per 100km. On test, we saw a little higher than that, at around 10.6L/100km.

Prepare yourself for an expensive trip to the servo when you eventually get there, as the diesel fuel tank capacity is 80 litres.

While the claimed use is better than many others, the X5 oddly doesn't come with any form of mild-hybridisation as other SUVs in the class do. It does have a diesel particulate filter and requires AdBlue, though.

Claimed fuel consumption for the 55 TFSI is rated at 9.2 litres per 100km - which is on the high side (some may say, the ‘realistic’ side), and it’s not far off the V8-powered BMW X6 (9.7L/100km) and Benz GLE 43 (9.8L/100km).

It employs 48-volt mild hybrid technology which is said to decrease consumption by 0.7L/100km, so it could have been even thirstier, theoretically. The system is able to shut the engine down and coast at speeds between 55-160km/h for up to 40 seconds, and it can also shut the engine of when decelerating at speeds of 22km/h or less.

Our drive route - which included twisty mountain roads, city driving, flowing country roads and about 30km of dirt/gravel - saw an indicated return of 10.5L/100km. That’s not bad at all.

The Q8 55 TFSI requires 95RON premium unleaded petrol, and it has a fuel tank capacity of 85 litres.

If petrol vs diesel is something you’re weighing up, the fuel use figure for the Q8 50 TDI is a bit better, claimed at 6.7L/100km.

The last BMW X5 was sporty to drive, but the steering was a bit hard to get used to, and the ride could be pretty punishing on bad roads.

This new-generation model has improved on both counts, with steering that is light and direct without being too hefty or trying to offer the ultimate sports-car-on-stilts experience, and adjustable dampers on all models that allow you to choose what you want the drive to be - comfortable (choose Comfort) or sporty (you guessed it, choose Sport).

It still has run-flat tyres, though, so the ride is a little rigid - particularly over sharper edges in urban settings. And even putting it in Comfort mode didn't dissipate that sensation - in fact, I think it made it a little worse, because it was very softly damped but still thumped into bumps. Sport mode is too hard in town, but great on a windy road.

My choice for the week was Adaptive mode, which chooses the most appropriate settings for how you're driving it.

Of course, those modes also affect throttle response, though the big six-cylinder diesel engine is strong and solid no matter the mode. Its roll-on acceleration is exceptional, but there is a bit of low-rev lag when you take off from a standstill.

But once you're moving, the transmission is smooth and clever, the engine revving without any diesel clatter and hardly any vibration through the cabin. It's really nicely refined, and very quiet, too. Effortless is the word that comes to mind.

Oh, and it's quicker than a car weighing 2110kg (kerb weight) really ought to be - arguably faster than you'll ever need to be on the way to drop the kids at school.

It’s rare for a brand like Audi to offer up the chance to drive a pricey model like the Q8 in a spec that is basically free of options, but that was what I started with. And it was good, but not great.

With the standard steering system and the standard steel springs paired to adaptive dampers, the Q8 felt rather large through a series of twisting bends, with a bit of body lean and a tendency to feel like it wanted to push on a bit rather than bite harder in the corners. The traction was good, though, with a firm footprint and all-wheel drive ensuring things were kept under control.

Things were markedly more impressive in the model with the dynamic steering pack with four-wheel steering. Its behaviour in the bends was noticeably different. It tucked into the corners more, with a quicker steering action that made the big SUV shrink around you, making it feel like it had been on Lite n' Easy.

And it’s not just at higher speeds on challenging roads that you can feel the effect of the four-wheel steering, it also works to reduce the turning circle by 1.1m at lower speeds by allowing up to five degrees of steering (the opposite angle to the front wheels) to be applied at the back axle. That lower-speed turning circle improvement is worthy of mention, because otherwise the radius (at 13.3m with the standard steering) is worse than some dual-cab utes.

That model also had the adaptive air suspension setup, which offered a very similar ride quality to the normal car despite sitting atop 22-inch rims. Both were comfortable in Comfort mode, and predictably more chuckable in Dynamic, though the air suspension version looked a lot meaner when the latter mode was selected as it drops the body by about 40mm over those huge rims.

There’s an off-road mode, which Audi labels Allroad, and it eases up the traction control and ABS as well as adjusting the reactiveness of the steering, throttle and transmission. In the version with airbag suspension the body rises up to allow a huge 254mm of ground clearance - 50mm more than standard running height.

Not that an off-road review is overly important in a car like this, but my stint was confined to the model without airbag suspension and it still had good running clearance, the big wheels didn’t crunch or crash too hard into pockmarked gravel roads, and the handling was predictable.

The quietude of the cabin hits the Luxury Level for sound insulation, with only a bit of tyre roar and some wind noise from the large wing mirrors at highway speed. It’s mostly very hushed and very pleasant.

But that might be a bit of a disappointment to some; the sound of the V6 engine is muted, and never really sounds as enticing as you might want it to. This is a big, brash, Look At Me SUV, but it never feels it from the driver’s seat, because there’s no rasping or raucousness when it revs. Maybe we’ll have to wait for an even sportier version to bring the noise…

And the engine itself is willing, but slightly inhibited by the weight of this big truck. It is refined and certainly powerful enough, but doesn’t quite hit the ‘wow that’s fast’ benchmark that you’d get in the V8-powered Bimmer.

My biggest driving annoyance was the lane keeping assist system - not just how it’s a separate button to the rest of the assist systems, but that it triggers back on whenever you stop the engine. I found myself hitting the button every single time I got into a different car or back into the driver’s seat, because the system makes the steering feel unbearably artificial and interruptive.

Happily, if you are purchasing one of these vehicles, Audi can set it up so that the button is a ‘steering assist on’ switch rather than ‘steering assist off’.

The level of high-tech safety equipment fitted to the Audi Q8 is exceptional. As mentioned above, there are 39 safety assist features. Here’s a rundown of the important ones.

There’s auto emergency braking (AEB) up to 250km/h, forward collision warning with pedestrian detection, adaptive cruise control with traffic jam assist (including steering assist up to 60km/h), lane keeping assist, blind-spot monitoring, rear cross-traffic alert, and a forward cross-traffic alert system known as ‘Intersection Assist’.

Plus there’s a 360-degree surround-view camera system with AI graphic interface and adjustable view system, front and rear parking sensors, and semi-autonomous park assist for those who are nervous about marking the huge rims.

Of course there’s also the expected array of airbags (dual front, front-side, rear-side, full-length curtain) and the rear seat has dual ISOFIX and three top tether baby seat attachment points.

There’s no ANCAP crash test rating for the Audi Q8, and it hasn’t been tested by Euro NCAP either. That’s why it gets an 8/10 for this section. If it scores the full five stars, this criterion score could bump even higher.

The mainstream brands might be moving to longer warranty plans, but BMW's - along with the other German luxury brands - remains set at three years/unlimited kilometres. That includes roadside assist, too.

The servicing is condition-based - so, your car will tell you when its time for some maintenance. And you can pre-pay for servicing, with the base version of that plan costing a reasonable $1995 for five years/80,000km. That covers the basics, and you'll need to visit the dealer every 12 months/24,000km.

Audi Australia offers a three-year/unlimited-kilometre warranty. That’s about average for the luxury car segment, but falls short when you consider what mainstream brands are moving towards (five years or more). The argument - and it’s a valid one - is that most luxury car buyers don’t hang onto their cars for more than three years anyway.

At the time of writing, Audi hadn’t announced official pricing for its capped price service plan, which is called Service Plan Pricing, but it must be pre-purchased at the time of delivery (the good news is that you can roll that cost into your finance package).

For three years/45,000km of servicing, you can expect to pay about $2000 - meaning the average cost is $666 per 12-month/15,000km visit.

You get included roadside assist as part of the ownership plan. It spans the cover of the warranty.