BMW X5 vs Holden Commodore

What's the difference?

This is a luxurious prestige five-seater brimming with BMW’s latest design and technology that’s not only practical for weekly family duties but can also embrace spirited driving with the push of a button. A great all-rounder for families that like a sporty edge. 

So will the new Commodore become Australia's favourite car? I strongly doubt it, but it's not the car's fault, and it wouldn't be any different if it was a rear-wheel drive, V8, Australian-built sedan. Australian buying habits have just moved on, and diversified into a range of SUVs, small hatches and dual-cab utes. 

Taken as an all-new entry in Holden's revitalised line-up though, the new Commodore ticks all the important boxes required of a mid-size to large passenger car these days. It may not be anywhere near as exciting as a 6.2-litre Redline sedan, ute or wagon, but it’s objectively a far better car overall, and you should definitely give it a drive before dismissing it. 

The pick of the bunch in my eyes is the $39,490 RS Sportwagon with the 2.0-litre petrol engine. Yep, the best new Commodore is now a four-cylinder station wagon.   

Be sure to check out what James Cleary thought of the new Commodore in prototype guise here:

The latest front-end design features subtle revisions to BMW’s signature 'kidney' grille theme, highlighted by slimmer matrix LED headlights with chevron-shaped DRLs that incorporate the turn indicators.

There’s also an ‘iconic glow’ function, which illuminates the twin-grilles at night in-sync with the external courtesy lights when approaching and departing the vehicle. Lower front air-intake and tail-light treatments have also been revised.

The dash features a new curved instrument panel. Based on BMW’s latest generation 'iDrive' operating system, it consists of a 12.3-inch driver’s info display and 14.9-inch control display presented across the same seamless glass surface.

The control display’s touchscreen functionality has allowed dash buttons and switches to be minimised.

This new design dash has a blend of synthetic leather trim and dark brown/high-gloss woodgrain surfaces, along with new LED ambient lighting and gear-selector design.

The rear seat is sumptuous and spacious, even for someone my height (186cm). There’s ample knee and headroom and it can seat three kids in comfort, but for adult passengers wanting that 'business class' feel it would be ideal for two.

My only criticism of the new instrument display is that with more than 30 applications displayed on the expansive control screen, it can be distracting at times trying to visually locate and operate these functions while driving.

And, depending on sun angle, there were also complaints from different front seat passengers on different days about blinding glare caused by the dash’s high-gloss woodgrain inserts. Fortunately, the driver is unaffected by these reflections.

Aside from the move to a front-drive basis, the other key difference between the new Commodore and those of the past is its shift from a classic three-box sedan shape to a sleek, five-door Liftback. Even the Sportwagon has an elegant arc to its roofline, which is arguably their most appealing design element. There are no Ute or Caprice bodystyles, and there never will be. 

The European-designed look is less macho than the bulging wheelarches of the VE and VF, but more in line with its European rivals like the Ford Mondeo, Volkswagen Passat and Skoda Superb. 

The best way to identify specific models is by their wheels, with the trim levels split between a more elegant body trim on the entry, Calais, Calais-V and Tourer variants, and sportier body kits with side skirts and a rear spoiler on the RS, RS-V and VXR flagship.

The interior look is also best described as elegant, with fresh shapes that flow cohesively into the door trims and centre console. There’s a general air of quality about it, but it’s let down by some cheap-feeling controls and switches, particularly the climate control knobs. 

The ZB’s overall size is bigger than you might think, with most dimensions fitting neatly between the VE/VF and the VT-VZ generation that preceded it. 

You might be surprised to learn it’s no lightweight either, with the heaviest Calais-V Tourer actually outweighing the portliest VF by 31kg. 

Interior dimensions are comparable with its predecessor, with the most significant differences being a narrower back seat thanks to its 36mm thinner body and 13mm less rear headroom in the Liftback (but 3mm more in the wagon).  

Before the decision was made to source the new car from Germany, Holden was planning a longer wheelbase for Australia. One specific requirement that did reach fruition is the availability of a V6 engine, which isn’t fitted to European versions.

Under the skin it rides on GM’s E2XX platform, which is a significant evolution of the chassis that underpinned the previous Insignia and the now-defunct Holden Malibu. 

Aside from having a say in every step of its design process, Holden engineers covered more than 200,000 kilometres of testing on Australian roads and at the Lang Lang proving ground.

This has been to fine tune the drivetrain calibrations, the steering, suspension, and even details like the sat nav and radio reception to suit our tastes and unique demands. 

Specific suspension tunes have been developed for four cylinder models, the V6 Calais, V6 RS-V and the Tourer, with unique setups between Liftback and Sportwagon bodies. 

The only version not to score an Australian suspension tune is the VXR, which was treated to a performance-focused setup at the Nürburgring in Germany. 

With its 2165kg kerb weight and maximum allowable weight of 2885kg, our test vehicle can legally carry up to 720kg.

That should be ample for five adults (even better for kids) and their luggage, of which up to 100kg can be carried on the roof rails using a rack or roof box (both in BMW's accessory range).

Powered upper and lower tailgates provide good access to the luggage area, which is carpeted and equipped with a roll-out privacy screen, load securing hooks, a 12-volt accessory outlet and a first-aid kit stored behind a removable side panel.

The space-saver spare and tools are stored below the hinged load floor, so all luggage must be removed to access them.

Internal luggage space with the rear seat upright is 650 litres (0.65 cubic metres) which expands to 1870 litres (1.87 cubic metres) with the rear seat folded flat.

A useful load-carrying feature when the rear seat’s backrest is upright is a hinged centre section that folds forward and flat to carry long and narrow items.

These can stretch all the way from the tailgate to the dash if need be, which could be handy for carting anything from skis to home hardware purchases (firmly secured, of course).

It’s also rated to tow up to an impressive 3500kg of braked trailer, which matches the class benchmark for one-tonne utes.

However, given that tow-ball download (TBD) is usually around 10 per cent of trailer weight, the X5’s maximum TBD rating of only 140kg could be a challenge if 3500kg towing is required.

Front of cabin storage includes a big bottle-holder and bin in each front door, a glove box and on the right-hand side of the dash a pull-out driver’s bin, both of which are felt-lined.

The centre console, in addition to its wireless phone-charging pad, USB-A port and 12-volt outlet, has two small-bottle/cupholders up front and a large box at the rear, housing a USB-C port and topped by a padded dual 'brochure fold' lid that double as an elbow-rest for driver and front passenger.

Rear seat storage includes a large-bottle holder and bin in each door and pockets on each front seat backrest. The rear of the centre console has two storage nooks for small items in addition to its air-vents, two USB-C ports and a 12-volt outlet. There’s also a handy tablet-mount and USB-C port on each front seat backrest, which is great for long trips.

Folding down the rear seat’s centre armrest reveals two pop-out small-bottle/cupholders. And under its hinged lid is a hidden felt-lined compartment that’s ideal for storing slim screened devices away from prying eyes.

Another traditional Commodore trait to have taken a step backwards is its ability to carry three adults across the back seat. Admittedly only really an issue for taxi use, the ZB will certainly still swallow three, and likely three child seats, but less comfortably and more like the similarly sized Camry.

The Liftback’s reduced headroom didn’t matter for this 172cm tester, but if you were marginal in a VF you’d probably want to avoid spiking your hair.  

The cabin ticks all the other important boxes for a modern family car, including twin cupholders front and rear, bottleholders in each door and two ISOFIX child seat mounts in the rear. 

All get a good cluster of USB and 12V charge points, while the RS-V models upwards get a big bonus with wireless phone charging. 

The Liftback's boot space is only slightly down on before at 490 litres, but the huge opening created by the five-door design is so much more useful in the real world. It also brings a split-fold back seat for the first time in a non-wagon Commodore. 

The Sportwagon has lost around 100 litres in capacity though, but is still a very useful 560 litres to seat height or 793 litres to the roof. 

Holden’s local team has also developed a range of optional accessories for the Commodore, which includes a bonnet protector, weather shield, towbar, boot liner, floor mats, headlight protectors, sill guards, locking wheel nuts, roof racks and a cargo net, but there’s no sign of a cargo barrier, nudge bar or bullbar at this stage.

Aligning with the Insignia’s European platform has bumped the Commodore right up to speed with the current status quo of features expected in such a family car. 

Available Commodore firsts include standard auto emergency braking (AEB) on all models, adaptive cruise control, 360-degree / surround-view cameras, massage and ventilated seats, heated rear seats, wireless phone charging, LED headlights and a power tailgate on the wagons. Like most new cars, there’s no more CD player or DVD player with the radio and other multimedia options. 

The broad model range is split into LT, RS, RS-V, Calais, Calais-V, VXR trim levels, while the off-road flavoured Tourer is split into Calais and Calais-V versions. 

All bar the Tourer and VXR are available with either Liftback or Sportwagon ($2200 extra) bodystyles, while the 2.0-litre turbo engine is standard in the LT, RS and Calais. The V6 with all-wheel drive is available in the RS, RS-V, Calais-V, VXR and both Tourer trims, while the diesel engine is limited to the LT and Calais. 

The base LT Liftback drops the Commodore entry point by $1800 with a list price of $33,690. The diesel engine is available in either bodystyle for an extra $3000. 

Standard features include the aforementioned AEB, lane keep assist, lane departure warning, Apple CarPlay and Android Auto in addition to Bluetooth connectivity with a 7.0-inch multimedia screen, reversing camera, auto parking, a leather steering wheel, an eight-way power driver’s seat, proximity keys, auto headlights and wipers, air conditioning and 17-inch alloy rims.

The RS kicks off at $37,290, or $40,790 in V6 AWD guise, and brings sports front seats, steering wheel and body kit, blind-spot monitoring, rear cross-traffic alert and bigger 18-inch alloys, while the Sportwagon version gets a power tailgate. 

The V6 AWD RS-V commands $46,990, and adds leather seats, heated front seats, paddle shifters a larger 8.0-inch multimedia screen with built-in GPS navigation system and DAB+ digital radio, a colour head-up display, wireless phone charger, interior ambient lighting, upgraded Hi Per strut suspension and a sportier rear bumper. 

The $40,990 Calais is also available with the diesel engine for an extra $3000, or as the V6 AWD Tourer wagon for $45,990. 

The Calais sits closer to the LT on features, but adds leather trim, front seat heaters, 8-inch multimedia screen with built-in GPS navigation system and DAB+ digital radio, wireless phone charging, blind-spot monitoring, rear cross-traffic alert and 18-inch alloys. 

The Calais Tourer scores a ride height lift (overall height up 42mm) and off-road styled unpainted wheel-arch moulds and bumper caps. 

The $51,990 Calais-V adds a Bose premium sound system, ventilated front seats, a massage function and powered side bolsters for the driver’s seat, heated rear seats, a sports steering wheel with paddle shifters, 360 degree cameras, colour head-up display, adaptive LED headlights and 20-inch alloys. The Liftback version gets an electronic sunroof, while the Tourer version gets a panoramic glass roof. 

The top-spec VXR is closest to the RS-V in terms of features, but for $55,990 it adds VXR-specific sports seats with power adjustable bolsters and ventilation up front, heated rear seats, Bose premium audio, adaptive suspension, adaptive cruise control, Brembo brakes, VXR floor mats and sill plates, active LED headlights, 360-degree camera, electric sunroof, and 20-inch alloy wheels. 

From launch, Holden is offering drive-away pricing across several models, with on-road costs included. The LT petrol Liftback is available for $35,990, while the RS Liftaback is being offered for $38,990 with the 2.0-litre turbo and $42,490 with the V6. The Calais Tourer is also being offered for $47,990 drive away.

MORE: Check out our ZB Holden Commodore price guide and price list here.

The available colours are spread across two whites, two reds, silver, grey, black and blue, with some only available on certain models. All bar the non-metallic white and red will cost you an extra $550, but there’s no sign of the green, purple, orange, or yellow we’ve seen over the past decade. 

The X5 xDrive40i is powered by BMW’s legendary 3.0-litre DOHC 24-valve in-line six with state-of-the-art technology.

This includes twin-scroll turbocharging, variable valve/camshaft timing and 48-volt mild hybrid technology (delivering up to 9.0kW and 200Nm) using an electric motor integrated with the transmission.

The combined effect is optimised power and throttle response (0-100km/h in 5.4 secs) with minimal fuel consumption and Euro 6d emissions.

It produces 280kW between 5200-6250rpm and 520Nm of torque (this can reach 540Nm with hybrid input) across a remarkably wide and flat peak torque band between 1850-5000rpm, which showcases its flexibility. There’s also auto start-stop and selectable drive modes.

This is paired with BMW’s smooth and sharp-shifting eight-speed torque converter automatic, which combines the best characteristics of a dual-clutch and traditional torque converter transmission.

There’s overdrive on the seventh and eighth gears to optimise fuel economy and the choice of rapid manual-shifting using the steering wheel paddles.

Power reaches its wide tyres through the xDrive intelligent all-wheel drive system, which actively varies the engine’s torque distribution between the front and rear wheels to optimise traction at all times.

BMW’s ‘Efficient Dynamics’ also includes brake energy regeneration with recuperation display and many other standard features to enhance driving safety and efficiency.

No, there’s no more V8, manual transmission or rear wheel drive, but the ZB’s options are more in sync with its newer rivals. 

For the first time since the VH, or 1984, the base engine is a four-cylinder petrol unit, but uses modern tech like direct injection and a turbo to boost power statistics to more than triple that of the infamous Starfire engine. Also seen in the Equinox, the new turbo motor’s 191kW is also notably 6kW more than the 5.0-litre V8 in the VL Group A SS (Walkinshaw), and 1kW more than the 3.6-litre V6 was making in top-spec VZ Commodores – so pretty good horsepower for its engine size.

MORE: If any Commodore engine problems or automatic transmission problems crop up, you’ll likely find them here.

The real story is its healthy 350Nm of torque, which is also more than what the same VZs were making, but on tap from a useful 3000-4000rpm.

The latest version of the 3.6-litre Alloytec V6 that’s seen duty in VZ, VE and VF models makes a reappearance as the new performance leader, but mounted sideways and turning all four wheels this time. In ZB trim, it produces 235kW and 381Nm, the latter from 5200rpm.

MORE: Find all ZB Commodore specifications here.

For the first time, you can also choose a diesel option with LT and Calais trims, which is a version of the engine used in the previous Opel Insignia. You’ll also find it under the bonnet of the Jeep Cherokee and Compass, and its applications spread as wide as the Alfa Romeo 159 that ended production in 2011. In Commodore guise, the turbo 2.0-litre engine specs are 125kW and 400Nm (available from 1750-2500rpm), and therefore taking out the torque trophy for the ZB range. 

Both petrol engines are paired with a nine-speed torque converter automatic transmission, while the diesel has an eight-speed gearbox. Both four-cylinder engines are front-wheel drive, while all V6 variants are all-wheel drive. 

MORE: What’s the difference between 4X4, 4WD and AWD

The all-wheel drive system is actually quite clever, using what’s called a Twinster twin-clutch rear differential for finite torque vectoring, or sending the just the right amount of power to each wheel. The system varies torque distribution between 100 per cent front and a 50/50 split. 

If you think the Commodore has gone soft, its towing capacity ratings also suggest otherwise, with a 2100kg maximum braked rating for V6 models matching the best offered previously. The four cylinder models are rated at 1800kg, which is 200kg better than what the previous 3.0-litre V6 and LPG models carried.

BMW claims combined average (WLTP) fuel consumption of 9.9-8.5L/100km. Our 415km test comprised a mix of suburban and highway driving and when we stopped to refuel the dash display was showing 10.2L/100km which was line-ball with our own 10.6L/100km figure, calculated from fuel bowser and tripmeter readings.

So, based on our figures, you could expect a realistic driving range of around 780km from its 83-litre tank using standard 91-octane petrol.

As you’d hope, the ZB sets a new Commodore benchmark for fuel consumption, with the diesel models managing a best official combined figure of 5.6L/100km. The petrol four-cylinder models also pip the VF’s best combined fuel economy figure of 8.3L/100km with 7.4 and 7.6L/100km for the LT, RS and Calais Liftbacks respectively. The Sportwagon versions wear 7.7 and 7.9L/100km figures, while V6 versions span 8.9-9.3L/100km combined ratings. 

It’s worth noting that the petrol four-cylinder engine needs premium 95RON unleaded to do its best, while the V6 is happy to run on regular 91RON unleaded. All versions have a 61.7-litre fuel tank. 

It’s supremely comfortable, with front bucket seats that offer powered-adjustment of height, reach and backrest angle along with side bolsters that can tighten their grip of your upper torso.

There’s also two-way lumbar support, that adjusts not only how far it pushes your spine forward but also allows that pressure point to be raised or lowered.

Combined with its power-adjustable leather-rimmed steering wheel, it would be hard not to find a comfortable driving position.

Eyelines to all mirrors are good and over-shoulder blind-spots are minimal. Front and rear occupants can talk without raised voices thanks to low engine, wind and tyre noise at highway speeds.

As you’d expect, it has high build quality and a tangibly solid feel as though it was machined from a single block of steel, from the satisfying thuds of its closing doors to the absence of shudders or rattles on a variety of roads.

It also has two personalities, which can be switched in an instant. In 'Comfort' mode it will happily cruise around city and suburbs as a mild-mannered family car, fulfilling daily duties like work commutes, school drop-offs and pick-ups, supermarket shopping and the like.

However, flick the drive mode to 'Sport Plus' and you awaken, well, if not ‘the ultimate driving machine’ then something close.

Its optimised drivetrain and handling settings feel more like a sports sedan than a family car, which can turn any winding mountain road into an engaging experience.

It has impressive reserves of cornering grip and braking force, combined with sparkling engine response and fast sequential manual-shifting at your fingertips.

It feels impressively agile, with all-round response that belies its 2.0-tonne-plus kerb weight, backed by a symphony of sounds from its sublime in-line six.

The Commodore we know and most of us love is just as famous for its quality driving experience as its local production and motorsport successes. So, the ZB has some big shoes to fill in this area. 

At the ZB’s media launch, we drove everything aside from the base LT or any diesel variant, over several hundred kilometres of pretty much every road condition. 

I’ll cut to the chase. There’s a genuine quality to the way they handle Australian road conditions. We drove them back to back with a UK-spec model at Lang Lang, and while you’d expect the local car to excel at its own test facility, the rear and front suspension work in harmony to handle mid-corner bumps with far greater stability than the alternative. The electric power steering weighting was also lighter, but it didn’t seem to lose any precision. 

You probably wouldn’t notice it driving to the shops every day or cruising on the highway, but this on-limit controllability could easily be the difference between life and death in an emergency. 

The turbo four is a surprisingly capable and refined package, and would honestly be my pick if I were in the market. It’s smoother and more tractable than the V6, so feels like it would deliver speed more readily than the bigger engine unless you were going flat out. 

Holden isn’t quoting official 0-100km/h acceleration figures, but we hear the petrol four is good for a 7.0 second-ish time, and the V6 will manage just over 6.0sec. So there’s really not much in it outright. 

Therefore it’s a shame you can’t get the Tourer with the petrol four, but because the combination is available in Europe, Holden could shift the line-up if there’s enough demand. 

The nine-speed auto does a pretty good job with either engine, and its electronic brain does a slick job of seamlessly adjusting its shift behaviour to your driving style. 

Holden isn’t quoting ground clearance figures, but all have enough to handle dirt roads, and while the 17-inch wheel equipped models match the VF II’s 11.4m turning circle, be aware that the 18-inch wheel variants blow out to 11.7m, the 19s are 12.7m, and Holden doesn’t quote a figure for the 20-inch equipped Calais-V Liftback and VXR.   

The only other surprise among the group we drove is the Calais-V Liftback, which is likely to be a bit too sharp in its ride for some luxury buyers on its big 20-inch alloy wheels. The Calais or one of the Tourers would be your best bet for comfort.  

The VXR performance flagship is a completely different personality to the SS models of the past. It’s nowhere near as fast, but is more of a grownup package that’s easier to get the best out of. 

Its more demure than the brash final VF IIs, and the V6 does make a pretty sweet note, even if half of it is coming from the speakers.

Nothing was ever going to replicate the romance and pride of the last SS, but all is not lost for fans of fast Holdens.

All versions of the new Commodore come with a maximum five star ANCAP safety rating, which has been measured against 2017 standards. The VF’s five star rating was based on 2013 standards.

As mentioned above, all versions get standard AEB and ISOFIX child seat mounts, plus features like lane keep assist and departure warning, auto parking, a reversing camera with front and rear sensors and six airbags covering both rows of seats. 

All versions also get a novel following distance indicator to help you gauge a safe distance from the car in front. This could serve as excellent driver training, and worth having a go with on a test drive.

RS variants upwards get blind-spot monitoring and rear cross-traffic alert, while only the Calais-V and VXR get 360-degree /surround-view camera setups.

BMW covers the X5 with a five year/unlimited km warranty and offers several service plans to suit different budgets and requirements.

For example, the 'Service Inclusive Basic' package covers all scheduled services over five years/80,000km for a total of $3450, or an average of $690 per year.

Holden is currently offering a seven-year, unlimited kilometre warranty with roadside assistance to help boost sales, but be on the lookout for the return of this deal if you miss out this time. Normally, the Commodore carries the standard three year/100,000km warranty. 

Service intervals are now 12month/12,000km, which have shifted from the previous 9month/15,000km terms.

Service costs are capped for the first seven trips to the workshop, with petrol models costing $259, $299, $259, $359, $359, $359 and $259, or a total of $2153 over seven years or 84,000km. The diesel is actually slightly better value at $259, $359, $259, $399, $359 and $399, or $2134 over the same period.