2018 BMW X5 vs Porsche Cayenne

What's the difference?

Big, powerful, practical and prestigious, the xDrive40d is just what a flagship SUV should be, and that M Sport package doesn't just provide tougher looks but better performance in the handling department, too.

If you're in need of something larger then the X7 is coming soon, and so is a new-generation X5, which will arrive with more advanced safety equipment, more modern technology, a different platform and new looks.

If it was me, I'd wait for that new-gen X5 and harass my BMW dealer about when I can put my order in: Storm Trooper White or Russian Oil Oligarch Black? That's the question. M Sport package for sure.

The Cayenne may be the Porsche of SUVs, but you can't have family car size and practicality without a few concessions.

It's fast, beautifully built, and engineered with a special eye for detail, and the well specced Cayenne S is the pick of the bunch for performance and value.

But it's worth remembering the SUV bit. This Porsche is more everyday enjoyment than track day excitement.

The X5 looks large but elegant. There's that long BMW family nose, the set-back cabin and from behind it looks as wide and as tall as The Hulk.

But the dimensions show it's not as massive as it might appear. End-to-end the X5 measures 4886mm long, it's 1938mm wide and 1762mm tall. The Benz GLE is just 67mm shorter in length, pretty much the same width and 34mm shorter in height.

If you're looking for something bigger but still with a BMW badge, you'll be happy to hear the first X7 will land in the next 12 months and it's a monster at more than 5.2m long.

This current X5 is the third generation of a model line that kicked off in 1999. Some things haven't changed – the profile has stayed boxy, the windows large, there are those fog lights peering out through circular wells in the front bumper, and a split tailgate.

Where is the X5 made? Spartanburg, South Carolina in the U-S of A, and this X5 is getting old, well... older, for two reasons. First, car years are like dog years and this X5 arrived in 2013 which makes it a senior citizen; and second, the platform used in this one was carried over from the second generation X5.

So, it's doubly old, but still excellent. When will the new one arrive? It's close; we're talking late 2018, and it'll have the same platform as the 7 Series.

Fear not though, the cabin of the current X5 doesn't feel dated – that large screen, the virtual instrument cluster, the familiar BMW slab-like dashboard, and the luxurious seating add up to a prestigious cockpit worthy of a primo SUV.

I'd say the Mercedes-Benz GLE feels more plush on the inside and boasts a more modern exterior design, but both have a mighty road presence which is all part of the experience.

The design is new yet familiar. Longer (+63mm), wider (+44mm), lower to the ground, and lower overall (-9mm), yet the wheelbase is unchanged at just under 2.9m.

All models feature LED headlights, and the Cayenne and Cayenne S are identified by their silver grille slats, with the Turbo featuring matt and high-gloss black surfaces plus larger air intakes at the front.

Car-spotters will also notice narrower side windows with a sharper decline at rear (Porsche calls it the Flyline) and the C-pillars tilting forward for a racier look.

A full width horizontal light strip across the tail sits under a clear covering above a three-dimensional version of the Porsche logo.

And wheels now range in size from 19-inch on the Cayenne, 20-inch on the Cayenne S, to 21s on the Turbo, plus optional 22s, presumably for those who drive on billiard table smooth freeways at all times.

And the Cayenne now features staggered or mixed tyres for the first time, that is fatter rubber on the back than the front.

Inside, the biggest change is the adoption of the Panamera's 'Advanced Cockpit', with the central tachometer in the iconic five-gauge instrument cluster flanked by twin 7.0-inch screens to create a blended analogue/digital version of the classic Porsche five dial layout.

Plus, there's the sleek 12.3-inch screen in the centre running everything from nav and vehicle settings to audio control and phone calls, through touch and voice.

Again, it's a direct lift from the Panamera, and the screen layout can be customised to personal preference, with Apple CarPlay standard (but no Android Auto).

The X5 is the most practical SUV in BMW's line-up. That's an obvious statement, but I'm not just saying it. In the last six weeks, I've road tested the X1, X2, X3, X4 and X5, and the X6 before them.

There have been day-care drop-offs, trips to the airport, furniture hauling, grocery shopping, and nothing in BMW's range beats this giant box on wheels for practicality.

For starters that split-fold tailgate means you have a seat or table or an awning, and it can be opened in confined spaces.

Inside, the X5's cargo capacity is 650 litres, while the GLE has 550 litres of boot space, but you can fit a recliner chair in both. I know this because in 2015 I bought one of these giant seats second-hand online and brought it home in a Benz GLE. Then three years later I took it to the tip in this BMW X5, which proves it's not just about volume but the size of the boot's aperture, too, and that nobody wants a third hand recliner.

All X5s come with a luggage net, but from the 30d grade upwards the 'storage compartment package' comes standard and includes a glove box net, sunglasses holder, centre armrest strap and hooks in the cargo area.

Storage elsewhere is good with a large split-opening centre console armrest and two cupholders up front, plus another two cupholders in the back row in the rear fold down armrest which also contains a compartment. All doors have giant bottle holders, too.

Space for people is excellent. There aren't many cars that have this much legroom in the back. I'm 191cm tall and can sit behind my driving position with about 100mm to spare. Headroom is also excellent.

A third row can be optioned $4600, making the xDrive40d a seven-seater.

There are five 12-volt power outlets – two up front, two in the rear row and another in the boot. There's only one USB port, however, which these days is one less than satisfactory.

Practicality highlights are more storage around the cabin, and a slide and recline adjustable rear seat.

Up front, the glove box is cooled, there are storage compartments under both seats, plus two cupholders, decent bottle holders in the doors, a 12-volt outlet (under the glove box), as well as two USB charge and connectivity ports in a generous console storage box.

Jump in the back and you'll find door bins with space for bottles, map pockets on the front seat backrests, a pair of cupholders in the fold-down centre armrest, plus two USB charge ports and a 12-volt socket in the centre console.

The rear seat's tilt and slide party trick means there's plenty of leg and headroom in the rearmost, fully reclined position. But tweak a lever on the side and a pull handle under the cushion and you can move forward (in stages) to liberate as much as 100 litres of extra cargo space over the outgoing model, while maintaining seating for five (three without legs in the extreme forward position).

Porsche's official description of the rear bench offering “two comfortable seats outside left and right and one centre seat” accurately sums up the relatively squeezy plight of the centre rear passenger.

Cargo capacity is 770 litres with the 40/20/40 rear seat upright, and a handy 1710 with it folded forward. There are four tie-down anchor points, plus a netted storage area on the passenger side, two lights and yet another 12-volt power point.

An auto tailgate is standard on all models, and a 20-inch collapsible spare (with inflator kit) sits under the rear floor.

If towing is your thing the Cayenne's weight ceiling is 3.5-tonne for a braked trailer, and 750kg unbraked. Porsche's 'Trailer Stability Management' system is standard.

There are three models offered initially, starting with the Cayenne, powered by a 3.0-litre single turbo-petrol V6 for $116,300 before on-road costs. Then the 2.9-litre V6 Cayenne S adds a second turbo and around $40k to the price tag, coming in at $155,100.

The powerhouse Turbo tops the line-up with a 4.0-litre twin-turbo petrol V8 under the bonnet, and cost of entry sitting at $239,400.

Not a diesel in sight (for Australia) for the time being, with an E-Hybrid variant due here closer to the end of this year.

As you'd expect in this part of the market the standard equipment list is solid, with the Cayenne featuring partial leather trim, cruise control, LED headlights, daytime running lights and tail-lights, rain-sensing wipers, dual-zone climate control, privacy glass, front seats with 14-way electric adjustment and memory settings, remote central locking with 'Keyless Go', the twin digital instrument displays, multi-function sports steering wheel (with gearshift paddles), auto tailgate, 'Porsche Active Suspension Management (PASM - with adaptive dampers), 19-inch alloy wheels, and 'Porsche Communication Management' (PCM) with the 12.3-inch screen controlling nav, phone and audio (10-speaker, 150 watt and digital radio).

As well as it's more powerful twin-turbo V6 engine, the Cayenne S adds 'Adaptive PASM' (with air suspension), 20-inch alloy rims, twin dual-tube tailpipes, dynamic (directional) LED headlights, a dual-pane panoramic sunroof, heated front seats, pedal faces in stainless steel, a 710-watt Bose 'Surround Sound System' with 14 speakers (including subwoofer), and metallic paint in any one of seven colours.

Then the Cayenne Turbo piles on the power and luxury with the twin-turbo V8 joined by 21-inch alloys (in dark titanium with highly polished surfaces) including wheel arch extensions in the exterior colour, 'Porsche Active Aero' (with adaptive roof spoiler), scrolling LED indicators, 'LED Matrix' headlights, 'smooth finish' leather upholstery, 18-way electronically-adjustable 'Adaptive Sports' front seats with unique trim and fatter side bolsters, front and rear seat heating (and ventilated/cooled front seats), exterior mirrors with kerb-view parking aid, a heated steering wheel, 'cross-brushed' aluminium interior highlights, and Alcantara roof lining (cloth on base and S).

If you're ready to stump up the big bucks, that's a heap of fruit to go with this car's comfort and performance potential.

The X5 xDrive40d has an inline six-cylinder turbo-diesel engine which makes 230kW of power and 630Nm of torque. You'll find the same engine in the 30d but the 40d's is tuned to produce 40kW/70Nm more.

An eight-speed automatic shifts gears seamlessly.

This engine suits the X5 well. It sounds deep and tough, and provides plenty of shove with a 0-100km/h time of 5.9 seconds. Want to get there faster? Well, the X5 M50d diesel does it in 5.3 seconds and the V8 petrol xDrive50i romps in at 4.9 seconds.

You might not be able to hit those 0-100km/h times while hauling a trailer but the xDrive40d has a braked towing capacity of 2700kg.

If you are covering serious kays the engine in the xDrive40d makes far more sense to me than the petrol electric hybrid xDrive40e (see my review of this one) which is really for urban warriors with daily access to charging. So, is the xDrive40d thirsty? Read on to find out.

The new car's engines are lifted from the Panamera, and not only feature more power than the outgoing Cayenne, but Porsche claims improved fuel economy and lower emissions.

All feature an alloy block and heads, the Cayenne's 3.0-litre, single turbo V6 delivering 250kW from 5300-6400rpm, and 450Nm from just 1340rpm all the way to 5300rpm.

This 'base' engine features direct fuel-injection, 'VarioCam Plus' (variable cam control on the inlet and outlet side, and valve-lift adjustment on the inlet side), as well as the turbo located in the engine's vee to help minimise lag.

The Cayenne S's 2.9-litre V6 adds a second turbo to deliver 324kW from 5700-6600rpm, and 550Nm between 1800rpm and 5500rpm. It's shorter stroke design helps lift the rev ceiling by 300rpm (to 6800rpm).

Then the Cayenne Turbo adds two more cylinders to pump out no less than 404kW (542hp) across a narrow plateau from 5750-6000rpm, and 770Nm between 1960rpm and 4500rpm. The V8 also locates the turbos in the 'hot vee', but drops back to 'VarioCam' (variable cam control on the inlet and outlet side) without valve-lift adjustment on the inlet side.

All models now feature an eight-speed 'shift-by-wire' 'Tiptronic S' auto transmission, with drive going to all four wheels courtesy of Porsche's Active Traction Management system. The gear set in the Turbo (including the final drive) is slightly taller, although the seventh and eighth ratios are overdriven on all models to maximise fuel economy.

Claimed 0-100km/h times (with optional Sport Chrono package numbers in brackets) are: Cayenne – 6.2sec (5.9s), Cayenne S – 5.2sec (4.9s), Cayenne Turbo - 4.1sec (3.9s).

And if you have a very long driveway, leading up to your (presumably) very large house, you'll be pleased to know maximum velocity for the Cayenne is 245km/h, rising to 265km/h for the S, and a stonking 286km/h for the Turbo.

It's hard to believe that despite pushing the xDrive40d hard on my country road loop, punishing it in Sydney traffic every day, and not using the stop-start fuel saving system all the time the on-board computer was reporting it was using an average of 10.2L/100km of diesel.

Sure, that's way higher than BMW's official 6.3L/100km, but BMW calculated that number under ideal conditions over a combination of urban and open roads.

In comparison, the xDrive40e petrol-electric plug-in hybrid has an official mileage of 3.3L/100km, but if like me you're not willing or able to charge it every day that meant my fuel consumption rocketed to 15.5L/100km. That's another reason why I'd go for the diesel over the hybrid.

Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle ranges from 9.2L/100 km for the Cayenne (emitting 209g/km of C02 in the process), to 9.4L/100 km for the Cayenne S (213g/km), and 11.9L/100 km for the Cayenne Turbo (272g/km).

All models feature auto start-stop (with coasting), your only fuel option is 98 RON premium unleaded, and you'll need 90 litres of it to fill the tank.

A 0-100km/h time of 5.9 seconds is impressive for something that's shaped like a brick and weighs 2.1 tonnes, but what happens when you come to the first corner?

Well, those Dunlop SP Sport Maxx GT tyres (275/40 f - 315/35 r) grip hard, the adaptive M Sport suspension holds firm, and you corner flat enough to get on the power early to sling shot away. Great brakes and good pedal feel add to confident piloting, too.

Yes, you can feel the heavy weight, and the steering lacks decent feel, but the grip, suspension and the X5's ability to send 100 per cent of the drive to the rear wheels makes for a surprisingly agile SUV.

The ride is comfortable despite the big run-flat rubber, and the driving position is excellent.

Look, it's by no means as adept as the xDrive M50d or X5M which are real M cars, but it's a comfortable mid-point which allows you to go from cruiser to a bit of a bruiser without going hardcore.

The ride is comfortable despite the big run-flat rubber, and the driving position is excellent – you sit low enough to feel part of the car, but the X5's height means you still have a commanding view. In fact, visibility all around is clear, making the X5 easy to manoeuvre, despite its size, even in car parks.

A quick note about what this car's xDrive40e twin is like to drive while I'm here. Quite different. The hybrid is about 120kg heavier and the SUV I tested had considerable body roll in corners, while acceleration is about a second behind in the 0-100km/h sprint. Another couple of reasons I'd go for the 40d instead.

The new Cayenne sits on the VW Group MLB Evo platform, which also underpins the Audi Q7, Bentley Bentayga, Lamborghini Urus, and the soon-to-arrive new generation VW Touareg.

It uses a lot of aluminium and lightweight high-strength steel which, in concert with the alloy body panels, makes the car not only stiffer, but lighter by up to 65kg.

We've driven each model over a two-day launch program in The Barossa Valley in South Australia, and can confirm the base Cayenne is quick, the S is properly fast, and the Turbo is ballistic.

The transmission is a conventional eight-speed auto, rather than Porsche's PDK dual-clutch, and shifts are quick but smooth in normal mode, transitioning to a sharper, even more precise response in Sport or Sport Plus.

Porsche stands proudly on its reputation as a great sports car maker and says the Cayenne fits easily into that context. But let's face it, this is a two tonne SUV, and while it's dynamically outstanding, it's no 911.

All models feature multi-link suspension front and rear including active dampers, with varying levels of suspension sophistication as you walk up the range, to three chamber air suspension on the Turbo.

On quick twisting B-roads it's fast, in the case of the Turbo, bloody fast. It grips hard thanks to fat Z-rated rubber and active drive distribution makes sure it puts its power down perfectly. But no matter how sophisticated the suspension tech, it still feels large and relatively top heavy.

The electromechanical steering is light, and while it's accurate, no matter which mode you're in road feel is modest.

Not surprisingly, the ride firms up in tune with sportier drive modes, but in Comfort, even the Turbo on 21-inch rims, soaked up the irregularities of at times choppy rural roads with surprising ease.

Given the car's mass and performance potential braking is an understandable priority, with even the base model featuring big ventilated rotors all around with four piston calipers at the front and two at the back.

The S ups that to six piston front and four at the rear, while the Turbo debuts Porsche's 'Surface Coated Brake' a Tungsten-Carbide coating on the discs and special pads for longer life and less dust. Of course, the front calipers are 10-piston with four at the rear (and they're white just to prove brake dust isn't a problem).

In typical Aussie conditions these monster brakes are like cracking a walnut with a sledgehammer. Stopping power (on all models) is immense, and pedal feel is agreeably progressive.

We also headed off-road through rutted dirt and rocky climbs, and with five drive and chassis modes at its disposal the Cayenne ate it up.

The different off-highway modes ('Gravel', 'Mud' and 'Rock') will lock and unlock the centre and rear diff as required and the adjustable hill descent control made crawling down steep slopes a breeze. You can even option up an 'Offroad Package' bringing extra protection for vital components, as well as off-road specific info in the PCM and a compass display on the dash.

If you need to think about the dips and climbs on your country retreat, or maybe just the pitch of your driveway, the Cayenne and Cayenne S's approach and (with the Turbo in brackets) is 25.2degrees (23.3), ramp over is 18.7degrees (16.7), departure is 22.1degrees (20.4), ground clearance measures 210mm (190mm), and fording depth is 500mm (475mm).

Active safety systems include the usual suspects like ABS, ESC, and traction control (ASR), with the addition of other features under the 'Porsche Stability Management' umbrella, including ABD (torque vectoring by braking), and MSR (prevents slip on the drive wheels produced under engine braking)
There's also AEB (although the Porsche system doesn't bring the car to a complete stop), 'Park Assist' (front and rear) including 'Surround View', 'Lane Keeping Assist', 'Lane Change Assist', and tyre pressure monitoring.

But if all else fails passive features include an active bonnet (activated by pedestrians, cyclists, etc detected by the front camera), driver and front passenger airbag, knee airbags for the driver and front passenger, front side airbags, rear side airbags and full-length curtain bags.

There are three top tether points across the back seat with ISOFIX anchors on the two outer positions. ANCAP hasn't assessed the third generation Cayenne so far, but its Euro NCAP affiliate awarded a left-hand drive, 3.0-litre diesel model a maximum five stars in 2017.

The X5 xDrive40d is covered by BMW's three year/unlimited kilometre warranty. Servicing is condition based, meaning the SUV will let you know when it needs to visit the doctor.

X5 owners can also purchase a five-year/80,000km service plan. The 'Basic' plan costs $1440 and the more comprehensive 'Plus' is $2900. These are also transferable to future owners.

The Cayenne is covered by Porsche's three year/unlimited km warranty, with paint covered for the same period, and a 12-year (unlimited km) anti-corrosion warranty also included.

Porsche Roadside Assist provides 24/7/365 coverage for the life of the warranty, and after the warranty runs out is renewed for 12 months every time the vehicle is serviced at an authorised Porsche dealer, and the main service interval is 12 months/15,000km.

No capped price servicing is available, with final costs determined at the dealer level (in line with variable labour costs by state/territory). Indicative scheduled costs for the first four years/60,000km line up as: 12 months/15,000km (annual) - $695, 24 months/30,000km (intermediate) - $695, 36 months/45,000km (annual) - $695, and 48 months/60,000km (major) - $1300, for a total of $3385.