BMW X5 VS Jaguar F-Pace
- Aggressive styling
- Genuine practicality
- Ferocious performance
- Half-baked exhaust system
- Far from fuel-efficient
- Substandard warranty
- Supermodel looks
- Even more super engine
- More practical than you might think
- Suspension can feel harsh
- Lacks rich exhaust note
- Options as far as the eye can see
Way back in 2009, the X5 was the first SUV to get the go-fast treatment from BMW’s high-performance M division. At the time, it was a crazy thought, but in 2020, it’s easy to see why Munich went down the (then) road less travelled.
But just exactly how good is the X5 M Competition? We had the unenviable task of putting it to test to find out.
|Engine Type||4.4L turbo|
|Fuel Type||Premium Unleaded Petrol|
New cars are all about sacrifice, right? If you want something sporty, then be prepared to suffer through storage space limited to your internal organs. If you want something practical, then you can kiss the idea of driving something stylish goodbye. And if you want something that can move lots of people, then you might as well head on down to your closest Crocs retailer now, as you clearly value practicality above all else.
But what if you want all three of those things, and all at once? Enter, then, the Jaguar F-Pace.
That Jaguar’s sexy SUV is easy on the eye is a given (I mean, just look at it), but with a supercharged V6 lurking under that shapely bonnet, this S 35t version is not short on performance either. And with oodles of room in both rows of seats, and a boot big enough to swallow an Ikea catalogue’s worth of flat-packed nonsense, it’s pretty damn practical, too.
So what’s the catch?
|Engine Type||3.0L turbo|
After spending a day with the BMW X5 M Competition, we can’t help but wonder if it’s the ultimate vehicle for families.
On one hand, it nails the practicality brief and is loaded with standard equipment, including the key advanced driver-assist systems. On the other, its performance in a straight line and around corners is otherworldly. Oh, and it looks sporty and feels luxurious, too.
That said, we could absolutely live with the high fuel bill if this was our daily driver, but there’s only one problem: does anyone have a spare $250,000?
Is the new BMW X5 M Competition the ultimate family vehicle? Tell us what you think in the comments below.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
Stylish, practical and a hoot to drive fast, the F-Pace S 35t fills so many briefs it could be an underwear model. It could be louder and more comfortable, though, and the options list can be terrifying.
Jaguar F-Pace or Range Rover Velar; what's your pick? Tell us in the comments below.
In our humble opinion, the X5 is one of the best-looking SUVs on the market today, so it’s no surprise the X5 M Competition is a knockout in its own right.
Up front, it cuts an imposing figure thanks to its version of BMW’s signature kidney grille, which has a double-slat insert and is finished in gloss-black like most of the exterior trim.
That said, it’s the front bumper that sucks you in with its large air dam and side air intakes, all of which have honeycomb inserts.
Even Laserlight headlights add a touch of menace thanks to their integrated dual-hockey-stick LED daytime running lights, which look plain angry.
Around the side, the X5 M Competition is a little more restrained, with the 21- (front) and 22-inch (rear) alloy wheels the obvious giveaway, while the more aggressive side mirrors and air breathers are a lesson in subtlety.
At the rear, the visual aggro is most apparent thanks to the sculpted bumper, which incorporates a chunky diffuser that plays host to the bi-modal exhaust system’s black chrome 100mm tailpipes. Utterly delicious, we say.
Inside, BMW M has put its best foot forward to make the X5 M Competition feel that little bit more special than the X5.
The eyes are immediately drawn to the multifunction front sports seats, which manage to be super supportive and super comfortable at the same time.
Like the middle and lower dashboard, door inserts, armrests, knee rests and door bins, they’re covered in supple Merino leather (Silverstone grey and black in our test vehicle), which even has honeycomb insert stitching in some sections.
Black Walknappa leather trims the upper dashboard, door shoulders, steering wheel and gear selector, with the latter two unique to the X5 M Competition, alongside the red start-stop button and M-specific seat belts, scuff plates and floor mats.
A black Alcantara headliner adds some more luxury to the equation, while our test vehicle’s gloss carbon-fibre trim ensures there’s some sport in it, too.
Technology-wise, there’s the 12.3-inch touchscreen, which is powered by the now-familiar BMW Operating System 7.0, although this version gets M-specific content. That said, it still has gesture and always-on voice control, but both fall short of the rotary dial’s greatness.
The 12.3-inch digital instrument cluster and windshield-projected head-up display get the biggest M makeovers, though, with the new M Mode giving them a focused theme (and turning off the advanced driver-assist system) for spirited driving.
No doubt about it, the F-Pace was the best-looking SUV on sale (in fact, our very own Richard Berry declared it as such). But that was until the arrival of its Range Rover sibling, the drop-dead gorgeous Velar.
But even now, it would have to be battling it out for second position. Viewed front on, its wide and 3D-effect grille is framed by J-shaped DRLs and this domed bonnet that hints at the F-Pace’s performance potential.
Side-on, massive 20-inch alloys are wrapped in Pirelli P-Zero rubber, while the view from the back captures the dual exhaust tips, roof-mounted spoiler and a sharply raked rear window.
In the cabin, the materials aren't quite up to the standards of newer JLR product (we’re looking at you, Velar), but it’s a very clean, very modern feeling space. The single screen in the centre of the cabin is big, bright and easy to use. Soft touch materials (though they feel a touch old-fashioned ) cover the dash, and the steering wheel is wrapped in lovely leather.
There’s some nice design flourishes, too, like the polished silver elements in the door panels, but it’s not as tech-laden as some of its competitors.
Measuring 4938mm long, 2015mm wide and 1747mm tall, the X5 M Competition is well and truly a large SUV, and that means good things for its practicality.
Cargo capacity is generous, at 650L, but can be increased to a truly massive 1870L with the 40/60 split-fold rear bench stowed – an action that can be done via the boot’s manual-release latches.
The boot has six tie-down points for securing loads, as well as two bag hooks and two side storage nets. There’s also a 12V power outlet, but the best part is the power-operated parcel shelf, which stows itself underfloor when not in use. Awesome!
There are plenty of genuine in-cabin storage options, too, with both the glovebox and central bin of the large variety, while the front door bins can carry an astounding four regular bottles. The rear door bins can fit three apiece.
The two cupholders at the front of the centre console actually have heating and cooling, which is pretty hot/cool (bad pun intended).
The second row’s fold-down armrest has a pair of basic cupholder as well as a shallow tray, which joins the small driver-side cubby as the two most random storage spaces on hand, while map pockets are attached to front seat backrests.
Given the size on offer, it’s no surprise the second row is nice place to sit in. Behind my 184cm driving position, more than four inches of legroom is on offer, while headroom is also generous, at two inches, despite the standard fitment of a panoramic sunroof.
Better yet, the transmission tunnel is quite short, meaning there’s plenty of footwell to go around, which will come in handy given the rear bench can accommodate three adults abreast with relative ease.
Child seats are also a cinch thanks to the outboard seats’ top-tether and ISOFIX anchorage points – and the generous aperture of the rear doors.
Connectivity-wise, there’s a wireless smartphone charger, a USB-A port and a 12V power outlet ahead of the aforementioned front cupholders, while a USB-C port is found in the central bin.
Rear occupants only get access to a 12V power outlet, which is below their central air vents. Yep, the kids won’t be happy with the lack of USB ports to recharge their devices with.
Something this good looking shouldn't be this practical. It'd be like flipping Brad Pitt's head open to reveal two cupholders, or discovering Angelina Jolie comes with 745 litres of luggage space. The F-Pace might not be the most practical offering in the segment, but it can carry more stuff and people in more comfort than anything this pretty probably has any right to.
Up front, the cabin is airy and spacious. There are two cupholders hidden beneath a sliding cover, plus another secondary (though quite small) storage bin that separates the front seats, home to the F-Pace’s USB and HDMI inputs, as well as a 12-volt power source. There’s room in each of the front doors for bottles, and quite a large glove box, too.
Climb into the back seat, and there is plenty of room to stretch your legs. Sitting behind my own (178cm) driving position, there’s about 15cm of clear air between my knees and the seat in front. Likewise, there’s plenty of headroom, despite the (optional) sunroof eating into the space a bit.
There's plenty of room across the back of the car for three passengers, but legroom is going to be an issue for the middle rider, with a double whammy of a raised floor section combining with jutting out climate controls, both of which will impact legroom.
Backseat riders can make use of their own climate controls, as well as two 12-volt power sources. A pull-down divider separates the back seat, and is also home to two cupholders. There are two ISOFIX attachment points, one in each window seat in the back.
The auto-opening boot reveals a 508-litre storage space (down from 650 litres in other markets, thanks to inclusion of a space saver spare here), but dropping the 40/20/40 split-fold back seat from the easy-reach controls in the boot will approximately triple that volume.
There’s a 12-volt power source in the boot, as well as luggage hooks. The speed-limited space-saver spare is hidden under a flat load shelf in the boot.
Price and features
Priced from $209,900 plus on-road costs, the new X5 M Competition is $21,171 dearer than its non-Competition predecessor and commands a $58,000 premium over the M50i, although buyers are compensated for the extra spend.
Standard equipment not already mentioned includes dusk-sensing lights, rain-sensing wipers, auto-folding side mirrors with heating, soft-close doors, roof rails, a hands-free power-operated split tailgate and LED tail-lights.
Inside, satellite navigation with live traffic, wireless Apple CarPlay support, DAB+ digital radio, a 16-speaker Harman/Kardon surround-sound system, keyless entry and start, power-adjustable front seats with heating, a power-adjustable steering column, four-zone climate control, an auto-dimming rearview mirror and ambient lighting feature.
Our test vehicle is finished in stunning Marina Bay Blue metallic paintwork, which is one of several no-cost options.
Speaking of which, the options list is surprisingly short, but a highlight is the $7500 Indulgence Package, which bundles in some features that should be standard at this price point, such as cooled front seats, a heated steering and heated rear seats.
The X5 M Competition’s main rivals are the wagon versions of the yet-to-be-released second-generation Mercedes-AMG GLE63 S and Porsche Cayenne Turbo ($241,600), which has been kicking around for a couple of years now.
As always, the devil is in the detail here, with the F-Pace S 35t's $104,827 list price dwarfed by a monstrous options list that shot our test car's as-tested figure up by almost 50 per cent, to $149,717.
Resist the list, however, and you won't be going home empty handed. Outside, you'll find 20-inch alloys, a sport-flavoured bodykit, LED headlights with J-shaped DRLs, red brake calipers and a powered boot all as standard.
Inside, you'll find leather and suede seats, dual-zone climate and a soft-grain leather steering wheel. Tech is covered by an 8.0-inch, navigation-equipped touchscreen that pairs with an 11-speaker Meridian stereo - but there's no Apple CarPlay or Android Auto. A second, 5.0-inch colour screen is housed in the driver's binnacle.
Engine & trans
The X5 M Competition is motivated by a monstrous 4.4-litre twin-turbo V8 petrol engine, which punches out a formidable 460kW of power at 6000rpm and 750Nm of torque from 1800-5800rpm, with the former up 37kW, while the latter is unchanged.
Once again, a near-perfect eight-speed torque-converter automatic transmission (with paddle-shifters) is responsible for swapping gears here.
This combination helps the X5 M Competition sprint from a standstill to 100km/h in a supercar-scaring 3.8 seconds. And, no, that is not a typo.
The headline act here is the thumping supercharged V6 that helps give this performance-focused F-Pace its smile-inducing personality.
The 3.0-litre engine produces 280kW at 6500rpm and 450Nm at 4500rpm, sending its power to all four wheels via a slick eight-speed auto transmission. Those numbers translate to a 0-100km/h sprint of 5.5secs (not bad for a 1.8-tonne SUV), and will push the F-Pace on to a 250km/h top speed.
That engine pairs with a torque vectoring system borrowed from the F-Type, which can apply gentle braking to the inside wheel when cornering, helping the F-Pace stay glued to the driving line. A 'Configurable Dynamics' system (which isn't the sexiest name) also allows you to cycle through driving modes, adding weight to the steering, sharpening throttle response and tuning the gearing to its sportiest setting.
The X5 M Competition’s fuel consumption on the combined-cycle test (ADR 81/02) is 12.5 litres per kilometre, while its claimed carbon dioxide (CO2) emissions are 286 grams per kilometre. Both are a little keen considering the level of performance on offer.
In reality, though, the X5 M Competition really likes a drink – a very large drink. We averaged 18.2L/100km over 330km of driving, which predominately took place on country roads, while the rest was an even split between highways city and traffic.
Yes, there was plenty of spirited driving, so a more balanced real-world figure would be lower – but not by much. Indeed, this is a vehicle you buy if you don’t care how much it costs to fill up.
Speaking of which, the X5 M Competition’s 86L fuel tank takes 95RON petrol at minimum.
Well, there's always a flip-side to prodigious power, and that is inevitable pain at the bowser. That said, Jaguar claims this go-fast F-Pace will sip 8.9L/100km on the combined cycle, which isn't too bad (though if you drive it the way you will definitely drive it, you can expect that number to climb considerably).
Emissions are a claimed 209g/km of C02, and the F-Pace is home to a 63-litre tank.
Surprise, surprise: the X5 M Competition is an absolute hoot in a straight line – and around corners.
The level of performance on tap is unhinged, with the 4.4-litre twin-turbo V8 serving up body shot after body shot.
Off the line, the X5 M Competition hunkers down and then delivers its 750Nm just above idle (1800rpm), holding it all the way to 5800rpm. That’s a staggeringly wide torque band, one that ensures it will relentlessly pull in any gear.
And just as the torque curve springs back into action, peak power arrives at 6000rpm and reminds you that you’re dealing with 460kW underfoot. Make no mistake, this is a truly epic engine.
A lot of the credit has to go to the eight-speed torque-converter automatic, though, as it is almost flawless. We particularly like its responsiveness – it literally kicks down a ratio or two before you think you’ve pushed the accelerator pedal hard enough.
That said, it often has a hard time recognising when the fun is over, holding onto lower gears for longer than required before eventually upshifting.
And while it’s smooth, it is still quick in operation. Just like the throttle, the transmission has three settings, which progressively up the ante. For the latter, the softest setting is too soft, while the medium setting is just right, and the hardest setting is best left for the track.
Needless to say, we adore this combination, but one word of warning: the bi-modal sports exhaust system doesn’t serve up enough aural pleasure. There’s no mistaking this for anything but a booming V8 soundtrack, but characterful crackles and pops are absent.
Now, put your hand up if you assume every M model has a bone-crunching ride… Yes, us too… But the X5 M Competition is surprisingly the exception to the rule.
It comes with Adaptive M Suspension Professional, which consists of double-wishbone front and five-link rear axles with adaptive dampers, which mean there’s bandwidth to play with, although BMW M usually targets sportiness over comfort, even for their softest setting.
Not this time, though, as the X5 M Competition rides a lot better than expected, no matter the setting. Simply put, it’s compliant when other M models are not.
Does this mean it deals with all road imperfections with aplomb? Of course not, but it’s more than liveable. Potholes aren’t nice (but when are they?), and its firmer tune makes speed bumps more challenging to deal with as a passenger, but they’re not deal-breakers.
Despite the apparent focus on in-cabin comfort, the X5 M Competition is still an absolute beast through the bends.
When you’ve got a 2310kg kerb weight, physics are well and truly working against you, but BMW M evidently said, ‘To hell with the science’.
The results are mind-boggling. The X5 M Competition has no right being this agile. In the twisty stuff, it feels like a much smaller car to drive.
Yes, there’s still body roll to contend with in the corners, but most of it is cancelled out by the stunning active anti-roll bars, which do their best to keep things balanced. Handling is also improved by the chassis’ increased torsional stiffness.
Of course, the X5 M Competition’s electric power steering also deserves a shout-out here. It’s super direct, so much so that it’s almost twitchy, but we really love how sporty it feels. Feedback through the wheel is also excellent, which makes cornering even easier.
As always, the steering has two settings, with Comfort well-weighted, while Sport adds a little too much heft for most drivers.
This set-up goes a step further with all-wheel steering, which adds a lot of the agility. It sees the rear wheels turn in the opposite direction to their front counterparts at low speed to improve manoeuvrability, and in the same direction at high speed to optimise stability.
And, of course, the rear-biased M xDrive all-wheel-drive system provides prodigious grip alongside the Active M Differential, which makes the rear axle a better performer when powering out of corners with earnest.
As we found out on some very icy country roads, the electronics let the driver get away with just enough fun (or terror) before stepping in and keep things on track. M xDrive also has a looser Sport setting, but needless to say, we didn’t explore due to the prevailing conditions.
Given the outputs on hand, the X5 M Competition comes with an M Compound Brake system that consists of massive 395mm front and 380mm brakes discs with six- and single-piston callipers respectively.
Braking performance is strong – and it needs to be – but of greater interest is this set-up’s two pedal-feel options: Comfort and Sport. The former is relatively soft from the get-go, while the latter gives plenty of initial resistance, which is right up our alley.
The mark of a genuinely sporty SUV is that you can forget you’re driving an SUV at all, and even the lightest touch of the F-Pace’s super-sensitive accelerator teleports you into a low-slung sports car.
The power on offer from that thumping V6 is so ample that, in day-to-day driving, you’re only feathering the throttle, with the the tiniest of inputs enough to get you up and moving, while a millimetre more unlocks enough punch to overtake with ease.
But flatten the pedal and the F-Pace lunges forward with startling pace, accompanied by this strange soundtrack (less a guttural grumble, more an orchestral hum) from under the bonnet, both of which serve to whisk you away from the boring world of practical SUVs, at least while you keep the pedal pinned.
The suspension isn’t perfect. In its harshest setting, you can really feel the bad bits of road enter the cabin, and even in its softest settings it can be caught out by badly broken surfaces. It is not as comfortable or as cosseting as some luxury SUVs can be, and the sporty, figure hugging seats are less comfortable on longer drives. But that’s a price I’m willing to pay.
The flip-side, though, is that the F-Pace feels always dynamic. There’s very little roll in the body, the steering is sharp and direct, and it feels far more low-slug than it actually is.
Sportiness is only part of the story, and at city speeds the F-Pace is an easy drive. The vision out of every window is fabulous, there’s ample room in the back seat, and it's really more fun - and more dynamic - than something this practical deserves to be.
One downside, though, is that it’s easy to catch the attention of the traction control. If you’re turning while going over a speed bump, for example, or accelerating too hard from a standing-start corner, the nanny will step in, sucking power away from your right foot for a couple of noticeable seconds before letting you get back on your way.
ANCAP awarded the diesel versions of the X5 a maximum five-star safety rating in 2018. As such, the petrol X5 M Competition is currently unrated.
Advanced driver-assist systems impressively extend to autonomous emergency braking, lane-keep and steering assist, blind-spot monitoring, front and rear cross-traffic alert, adaptive cruise control with stop and go functionality, speed-limit recognition, high-beam assist, driver attention alert, tyre pressure and temperature monitoring, hill-start assist, hill-descent control, park assist, surround-view cameras, front and rear parking sensors, among others. Yep, there’s not much missing here…
Other standard safety equipment includes seven airbags (dual front, side and curtain plus driver’s knee), the usual electronic stability and traction control systems, anti-lock brakes (ABS) and brake assist (BA), among others.
The F-Pace S arrives with front and rear parking sensors, a reversing camera and six airbags (front, front-side and curtain) as standard, all of which joins more advanced safety equipment like AEB, 'Lane Departure Warning' and cruise control with a speed limiter.
Like all BMW models, the X5 M Competition has a three-year/unlimited-kilometre warranty, which is well behind the five-year standard set by Mercedes-Benz and Genesis in the premium segment.
That said, the X5 M Competition also comes with three years of roadside assistance.
And its service intervals are every 12 months/15,000km, whichever comes first. Several capped-price servicing plans are available, with the regular five-year/80,000km version costing $4134, which, while expensive, is not surprising at this price point.
The F-Pace S is covered by a three-year/100,000km warranty, and will require a trip to the service centre every 12 months or 26,000km. Jaguar also allows you to prepay your service costs for up to five years or 130,000km, with a service plan currently priced at $1800.