BMW X5 VS Porsche Macan
- Great new interior
- No price rise on 30d
- Loaded with tech
- Pricey seven seat option
- Warranty starting to look short
- No spare tyre
- Greatness made better
- Such driving thrills, for an SUV...
- Genuine Porsche personality, not just a trumped up Audi
- Lack of standard active safety gear
- Expensive options
It took decades to catch on, but Range Rover eventually inspired German carmakers to look outside big sedans to satisfy luxury car buyers. When BMW introduced its first SAV - Sports Activity Vehicle - the X5, the outrage was palpable. Nearly two decades later, the X5 is as indispensable to the BMW oeuvre as the 3 series.
The X5's sales statistics have been impressive, with 55,000 sold in Australia since 2001, and each generation outselling the previous one.
The fourth-generation X5 has arrived in Australia, with two diesels now and a petrol arriving early in 2019 before four-cylinder, plug-in hybrid and the head-butting X5 M arrive over the next year or two.
The G05 X5 is bigger, better-looking and loaded with new technology.
|Engine Type||3.0L turbo|
When Kenny Rogers gets a facelift, he does the term justice. Have you seen him lately? He’s barely recognisable. It’s probably not often that Kenny and Porsche get mentioned in the same sentence, with the legendary Country singer and iconic sports car brand sharing few parallels.
Particularly when it comes to visual enhancements, that is, with the updated Porsche Macan barely qualifying for a lunchtime Botox analogy, let alone the standard facelift jargon we use to describe a mid-life refresh.
It’s been to the gym and sharpened up its wellbeing though, in an effort to keep what’s now the Porsche brand’s most popular model competitive among a whole host of other SUV rivals that have appeared in the 4.5 years since the Macan first hit down under.
Six months after it was revealed at the Paris motor show, the new Macan and Macan S arrive in Australia this week.
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
The M50d is the more dynamic drive, but the 30d is an excellent all-round package, especially if you have the M Sport option pack onboard. The G05 X5 might be bigger but it hasn't lost its sense of driving fun. In fact, I'd say it's more fun than the F15 - it feels lighter on its feet.
What the G05 also has over the F15 is better value - BMW reckons there's an easy $11,000 of extra stuff in the 30d for no extra money and about $15,000 in the M50d for a price rise of about $5000. It feels a lot more luxurious, looks better inside and out and feels super techie.
It's not cheap and out of the two, I'd probably go for the 30d - it's not that much slower and you can spend a few bucks on the extensive options list.
Does the new X5 shape up against the fancy Porsche or the attractive Mercedes?
The new Macan is only a smidge better in most areas, but it’s brought it up to date in most ways, but make sure you tick the option box for active cruise and AEB. That aside, it’s an astounding driver’s car for an SUV.
Given we haven’t driven the base Macan or any of the future variants yet, it’s impossible to nominate the sweet spot of the range, but the Macan S is a very good option.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
Do you wish Porsche had done more to the Macan? Tell us what you think in the comments section below.
The new X5, while bigger in most dimensions, hides its extra bulk well. The extra wheelbase length has improved its proportions slightly and BMW's new design language inside and out has delivered a fine-looking machine. The huge (sometimes chrome) grille is at first a bit hard to take but with time the car grows around it.
The new exterior design features a strong front end, classic X5 profile with a stronger, wavier character line along the flanks. The rear features a new-look set of LED tail-lights and satin finish rather than chrome exhaust tips.
You can tell the 30d from the M50d by the wheel arch extensions (among other things). The M50d's M Sport body kit features a different rear diffuser, side skirts and deeper front spoiler.
Inside is a new cabin that's high on quality with a choice of leather, wood and aluminium trim, including a very nice leather dashboard option. The base leather trim is known as Valcona and you can specify Merino, which is arguably better than the Nappa leather of some rivals. The cars I drove had a very premium feel, the materials a serious cut above the older F15 X5.
One interesting addition is the "Crafted Clarity" glass that comes in the Indulgence package. Obviously going for a very exclusive feel, the start stop button, shifter, volume control and rotary controller have a funky glass application. It could have looked awful but somehow it looks lifted from a Rolls-Royce and works really well.
If you’re wanting to pick the updated Macan from the old one, it’s the full width tail-light that’s you’re biggest clue, with Porsche giving the typical “if it ain’t broke” approach to the rest of the exterior styling, despite a whole bunch of other changes under the skin and on the inside.
Aside from the rear light treatment which brings the Macan into line with Porsche’s more recent Panamera, 718 Boxster and Cayman, Cayenne and 992 911 designs, there’s also new LED headlights, subtle tweaks to the lower body details and some new wheel options rounding out the exterior differences.
But most importantly, the Macan still has that low, broad, squat stance that looks like a proper Porsche performance machine.
The Macan also now gets the same steering wheel as the 911, which is about as nice as steering wheels get, with a nice size, round shape and sexy knurled control wheels for the volume and menu controls.
There’s a whole bunch of other improvements you’d probably only notice back to back with the old car, including more aluminium in the suspension to reduce unsprung weight, completely new engine platforms and improved sound deadening for a quieter drive.
Kerb weight figures are hardly lithe though, at 1797kg and 1865kg between Macan and S.
The X5 is a big car and delivers plenty of interior space. Interior images show an expansive cabin, with room for five in comfort. Front and rear passengers score two cupholders in each row, with plenty of storage bins and pockets throughout, including bottle holders and pockets in the doors. The rear armrest's clever folding cupholders liberate space for a phone-stowing tray.
Front passengers have plenty of room in all directions. Rear legroom is improved with the car's longer wheelbase - rear passengers are very well looked after.
The interior dimensions mean larger loads fit easily and if you have the air suspension you can drop the car to the weeds to make loading easier. An electrically retractable cargo cover will reduce the boot space dimensions but hide all your goodies and a set of rubber rails rise 3mm when the car is in motion to secure the load.
Luggage capacity is unchanged with the seats up at 650 litres, almost tripling to 1870L with the seats down.
The third row seat option must be combined with the air suspension, meaning you'll be paying around $7000 for the privilege of occasionally carrying people safely in the boot.
Gross vehicle weight ranges from 3010kg for the 40i to 3160kg for M50d. Turning circle is 12.6 metres and wading depth is 500mm.
There’s nothing new of note on the practicality front, with the usual dual cup holders front and rear, bottle holders in each door (although the rears are a bit shallow), and a useful, array of 12V and USB points scattered throughout.
The back seat is the same as before, with enough headroom and rear legroom for shorter adults like my 172cm size, and therefore plenty of room for two kids, but the sloping roofline is probably a pain for taller parents loading child seats. Speaking of which, there’s two ISOFIX mounts back there for mounting baby seats as securely as possible.
The boot space is unchanged with a pretty decent 500 litre luggage capacity, with a spacesaver spare tyre under the floor, but in my experience the sloping tailgate that gives the Macan that sexy coupe shape can make it a bit difficult to load beyond cargo cover height.
Price and features
The price list is in RRP and reflects either no change (30d) or a small percentage increase (M50d). A BMW dealer might offer you a drive away price, but how much that will cost you will depend on your taste for options. Our range guide takes in the first three variants of the G05 X5 - the 30d, 40i and M50d. Unlike its British rivals, there is no launch edition.
The 30d ($112,900 plus on-road costs) and 40i ($115,900 plus on-roads) models comparison reveals they're basically the same apart from the motor. If gadgets are your thing, the X5 certainly delivers, even in its unadorned entry-level spec.
Standard features include 20-inch alloys, two-piece power tailgate, panoramic sunroof, keyless entry via BMW's digital "smart key" (part of the standard comfort access system), push button start (or keyless go), LED headlights, daytime running lights, floor mats (I know!), a basic first aid kit, active cruise control, "2.5-zone" climate control air conditioning, GPS navigation system, front view camera, side view camera, limited self parking, basic tool kit, roof rails, and a front and rear parking sensor setup.
Moving up to the M50d at $149,900 plus on-road costs ($5000 more than before) adds an active M differential, laser headlights, dynamic handling package including adaptive suspension with active anti-roll system, rear-wheel steering, M Sport exhaust and brakes (blue rather than red brake calipers), 22-inch alloy wheels, aero package, M steering wheel, four-zone climate control, heated front seats, soft close doors, and heated and cooled front cupholders.
The new park assist function is particularly clever - if you have driven forward into a tight parking space or difficult garage, the system can remember the last 50 metres and back you out automatically, twiddling the electric power steering while you run the brake and accelerator.
BMW's Operating System 7.0 (the name iDrive appears to be fading) looks after the multimedia and sat nav system. The big 12.3-inch touch screen is mightily impressive. You can control it from the rotary dial controller, use air gestures or by swiping or tapping the screen. The sound system has anything from 10 to 20 speakers with an intermediate 16 speaker setup. There's a subwoofer - actually, there are two - lurking in the back. The system includes Bluetooth and DAB radio with USB connectivity. iPhone owners will be pleased to learn CarPlay is standard, while the rest of the smartphone world will be frustrated - Android Auto isn't available at all.
Colours include Alpine White, Carbon Black Metallic, Black, Mineral White, Phytonic Blue, Arctic Grey and Sunstone Metallic (gold). Curiously absent are silver, red and green and even the brown of past models seems unavailable.
On top of the basic specs, there are additional trim levels - M Sport, Indulgence, xOffroad and Performance Package.
The $4000 M Sport edition for the 30d and 40i includes M Sport brakes, adaptive M suspension, aero package and interior trim changes including an M Sport steering wheel.
The $9500 Indulgence Package adds ventilated front seats, crystal glass on some of the switchgear, heated seats front and rear, front seat massage function, merino leather and on the 30d soft-close doors and heated and cooled cup holder for each front passenger.
The $5000 Performance Package (30d and 40i only) puts you on 22-inch rims, adds an M Sport exhaust and includes metallic paint.
Finally, the $7500 xOffroad package - the first of its kind on an X5 - adds additional off road capability (sand, rocks, gravel etc.), rear diff with diff lock, extra gauges in the infotainment screen, adjustable ride height air suspension and the clever display key. That front and rear air suspension negates the need for a lift kit. Aluminium side steps are optional.
BMW also offers a range of 20 inch alloy wheels, as well as 19 inch and 22 inch rims. The 22s, it must be noted, are not run-flats so you cop a space-saver spare. The xOffroad pack does not come with off road tyres but you can purchase the right ones through BMW. Only 22-inch equipped X5's feature a spare tyre as the tyres are run flats on all other sizes.
The accessories and options list is extensive: Apple CarPlay for iPhone integration, a heated steering wheel, a roof rack setup, darker tinted windows, laser headlights and various other technological and comfort enhancements are available.
Missing from these lists are a seat belt extender, light bar, car phone, xenon, HID or projector lights (you get LED lighting as standard, range-wide!), an auxiliary heater, nudge bar, snorkel, bull bar, winch, self driving, autopilot, CD player, homelink, quad exhaust, television, digital TV tuner, DVD player, cargo barrier, boot liner, carbon fiber trim, MP3 player, a rear seat entertainment system or wifi hotspot.
Where is the BMW X5 built? Spartanburg, North Carolina.
Pricing has also been discretely modified, with the base Macan now starting $1690 higher at $81,400, and the next rung Macan S shifting $2000 upwards to $97,500. You can calculate a drive away price here.
These are the only two updated models on the price list for now, with the range-topping Turbo tipped to arrive in 2020, and the GTS that sits between it and the S due in 2021.
Both trim levels are now in line with the Panamera and Cayenne the latest version of the Porsche Communication Management (PCM) multimedia/infotainment tech with a 10.9-inch touch screen display. This includes Apple CarPlay for iPhone users, but there’s still no Android Auto.
Both Macan and Macan S standard features also include leather trim, three-zone climate control air conditioning, GPS navigation system, Bluetooth, 14-way power adjustable seats, auto-dimming interior and exterior mirrors, Park Assist with surround-view monitors and a power tailgate.
The Macan S adds piano black interior details, aluminium scuff plates, aluminium window trims, a silver tachometer, and a digital boost pressure gauge.
Aside from its stronger engine, mechanical Macan S upgrades include bigger front brakes with an extra two pistons to total six, Porsche Active Suspension Management (PASM) adaptive dampers, silver dual exhaust outlets on either side and one inch larger 20-inch ten spoke alloys.
Seat heaters and active cruise control will still cost you more on either Macan, but one omission I find quite surprising is that they still don’t get much in the way of active safety gear as standard. Unlike pretty much every other premium SUV on the market, you’ve got to pay extra to get AEB with the active cruise control pack.
The car we spent most of our time in, which is not the Mamba Green car pictured here, was optioned with Miami Blue paint ($5,800), panoramic sunroof ($3,790), tinted headlights with Porsche Dynamic Light System Plus ($3,410), black 21-inch Sport Classic rims ($3,330), carbon interior package ($3,080), Sport Chrono Package with mode switch ($2,790), Bose surround sound system ($2,650), black exhaust tips ($1,890), Porsche Entry & Drive ($1,690), Lane Change Assist ($1,390), tinted full width tail-lights ($1,340), and gloss black roof rails and window trims ($1,260), heated front seats ($990), Light Comfort Package ($720) and Power Steering Plus ($650). This $34,780 worth of accessories brings its total RRP to $132,280, before on-road costs.
Engine & trans
At launch, you can have any engine size you like as long as you like 3.0-litre straight-sixes. Of course, each has its own specifications to arrive at very different horsepower and torque figures.
The 30d's engine specs are a 3.0-litre turbo diesel developing 194kW of power and 620Nm of torque.
Moving on to the 40i, this is a 3.0-litre twin turbo petrol knocking out 250kW of power and 450Nm of torque. Petrol vs diesel, the latter wins on torque, hands down.
Want even more? The M50d's 3.0-litre diesel has four turbos strapped to it - that's two times two - for a huge 294kW of power and 760Nm of torque.
They're all 4x4 at this stage, fitted with ZF's always-brilliant eight-speed automatic transmission. It is pretty much the best gearbox on the planet and super-reliable. At this stage, all wheel drive is all you get. A rear wheel drive sDrive X5 is likely later down the track in combination with a smaller four-cylinder engine - 4x2 buyers don't tend to want the extra power of the bigger engines.
The oil burners are fitted with a diesel particulate filter to help reduce emissions and the 30d's twin-scroll turbocharger helps improve low-down response. Advanced technology from injector to exhaust ensure diesel engine problems such as black smoke have long since been banished from modern BMW diesels.
The 0-100km acceleration times are impressive - 6.2 seconds for the 30d, 5.5sec for the 40i and 5.2sec for the M50d. The rolling acceleration performance figures of the M50d are epic.
Towing capacity is uniform across the range - you can drag 750kg of unbraked trailer and 2700kg of braked load. Maximum down load on the tow bar is 140kg.
The biggest mechanical news so far is that there’s no more diesel, along with all Porsche models, and the Macan S’s 3.0-litre petrol V6 loses one turbo in favour of a single, but more high tech, twin scroll unit.
This engine is already found in the Panamera, Cayenne and several Audi models.
For Macan S it means an extra 10kW more power and 20Nm more torque over the old version to now total 260kW between 5400-6400rpm, and 480Nm available between an impressively broad 1360-4800rpm.
This has knocked just a tenth off the 0-100km/h claim, which is now 5.1s in Sport Plus mode with the Sport Chrono Package optioned.
The base Macan’s 2.0-litre turbo petrol engine specs are unchanged, with 185kW available from 5000-6800rpm and 370Nm between 1600-4500rpm, with it’s 0-100km/h 6.7s 0-100km/h claim remaining.
The seven-speed PDK dual-clutch automatic transmission continues as the sole transmission available with either Macan, but has been recalibrated to suit the new engine in the Macan S.
The Porsche Traction Management (PTM) active all-wheel drive system continues to send power to all four wheels in either Macan grade.
Both versions have been prepared for towbar fitment, and carry maximum braked towing capacity of 2000kg and 2400kg for the Macan and Macan S respectively.
There’s still no sign of a plug-in hybrid or EV Macan, with the second-generation Macan set to at least offer an all-electric version in around 2023.
The X5's fuel mileage figures are based on the new WLTP standards which better reflect real-world use.
The 30d's diesel fuel economy is the best of the three initially on offer at 7.2L/100km. If you want your fuel consumption km/L, that's around 14km per 1000mL.
The petrol consumption figure on the 40i is the highest figure of the three at 9.2L/100km (or 10.9km/L).
Moving on to the M50d, for all that extra power and torque, the increase over the 30d is just 0.3L/100km to 7.5L/100km (13.3 km/L).
Fuel tank capacity differs slightly between the models - the diesels carry 80 litres while the petrol 40i can carry 83 litres.
With the diesel gone, you shouldn’t expect the Macan to set any benchmarks here, but the base Macan still carries a reasonable 7.4L/100km official combined fuel economy claim. The Macan S’s 8.9L figure is even more impressive given its performance advantage, however.
Both engines require top-shelf 98 RON Premium Unleaded to do their best, and their 75-litre fuel tank capacity suggests theoretical ranges between fills of 1013km and 842km for the Macan and S respectively.
On the launch we had the 30d and M50d available, the former with various option packs.
I started with the M50d. Big fast SUVs are pretty common these days but little prepares you for the quad-turbo thrust from the 3.0-litre straight six. The 294kW/760Nm combination means you cover ground very quickly indeed, especially in the gears. Overtaking the famously large log trucks on the roads of northern Tasmania was easy, the torque slinging me down the road with little effort or fuss.
While the road noise from the tyres is noticeable, you can shut it out with the stereo and wind noise is only apparent above the legal limit. Which I never breached, obviously.
The adaptive drive system, which you can switch for economy, comfort or sport depending on your mood, genuinely affects the M50d's demeanour. With sharper everything, the M diff and rear wheel steering, you can have a lot of fun in the corners. We didn't have variable or active steering on the car and it was just fine without it. The active roll stabilisation is very impressive.
The 30d is a very good unit too. It's really not much slower than the M50d in a straight line but is far more relaxed, of course.
The one with the air suspension was supremely comfortable and quiet, raising and lowering itself depending on speed and conditions. The 30d was very accomplished on the loose gravel surface BMW bravely sent us over once I'd pressed the adaptive switch. The standard underbody protection is clearly very good - barely a ping from the gravel.
On both cars, the steering was a standout - the X4 M40i I came home to had a less than deft setup, with the weight in sport plus set too high. Neither 30d or M50d felt too heavy.
As an xOffroad package wasn't available, we haven't done an off road review. I can, however, guarantee you won't have to get out and operate hub switches.
This is where it gets good. I’m yet to meet a performance SUV that surpasses the need for a qualifier at the end of every element of praise for its driving attributes to the tune of “for an SUV.”
But in my opinion, the Macan is the closest, with its relatively low body and broad stance bringing the driver closer to the centre of gravity (and action) than any I recall.
We’ve only driven the updated Macan S so far, but any Macan is likely to share the fundamentals that give it incredible stability at speed and make it genuinely good fun to drive fast.
The steering has nice feel, the wall of acceleration from the turbo engine is really good and the seven-speed PDK transmission is beautifully calibrated, particularly in the sport modes - I didn’t reach for the paddle shifters once.
If there’s one criticism of the drivetrain it’s a lack of aural theatre. Surely any Porsche with an S badge should be capable of roaring when asked, but the standard Macan S delivers little more than a muted growl. There is a sports exhaust system on the options list, but you’ll have to shell out $5,390 for it.
There was one particular run along a river bed on our drive route that strung dozens of varying radius bends together, with a mix of cambers that enabled the Macan S to truly shine. Aside from slightly accentuated fore and aft movement because of its short, but still tall body, it was almost as planted as an Audi RS 4, but with a more lively feel than I recall.
And when you’re not driving it like a Porsche, as most of us spend about 99 per cent of out time on the road, it’s still a really comfortable car. I had to look under the guards to make sure our particular example wasn’t fitted with the optional air suspension, even though it was riding on the bigger 21-inch wheels. Why can’t everyone do suspension like this?
The new X5's significant safety features an airbag count of seven, AEB (auto emergency braking), lane departure warning, lane change warning, blind spot assist, electronic brake force distribution, reverse camera, DSC (sometimes called ESP), reverse cross traffic alert, speed limit assist and information, hill descent control, and a warning triangle (it is a BMW).
If you need to fit a baby car seat, there are two ISOFIX points and three child seat anchor points in the second row.
The X5 range scored the maximum five-star ANCAP safety rating when tested in late 2018.
The Macan is an excellent example of why it’s important to look past a maximum five star safety rating. It carries no safety rating from ANCAP, but five stars from Euro NCAP based on a 2014 test.
Since that test, the Macan has introduced side and curtain airbags for rear passengers, so it’s in fact safer, but the test criteria has changed significantly in the past five years.
Australian versions of the new Macan come with dual front airbags, chest side and curtain airbags for all outboard passengers, reversing cameras covering 360 degrees with Park Assist front and rear, parking sensors and lane departure warning.
As mentioned above, they’re surprisingly lacking active safety features as standard. Unlike pretty much every other premium SUV on the market, you’ve got to pay an extra $2410 to get AEB with the active cruise control pack, and a further $1390 to get Lane Change Assist as two key examples.
BMW's warranty remains - resolutely - at three years/100,000km. BMW is adamant that most customers aren't that bothered. Roadside assist is part of the bargain, from a flat battery to a crash. Rust and paint coverage is also included, although I can't say I've heard any complaints or common faults when it comes to recent X5 bodywork.
Like all BMWs, servicing is condition-based, but you can pre-pay your service cost for five years on the basic package for $1995. Service intervals are then set at 12 month/24,000km maximums. You can also increase your maintenance cost coverage with further levels of cover.
BMW now offers a Genius service at its dealerships, showing you through the features if you have any problems or issues working them out. Even the central locking is a bit complex for some - you can configure different settings in the iDrive system.
Reliability issues are seemingly rare on the X5, but you can purchase an extended warranty if any defects or complaints arise after the initial warranty period expires. As the car is brand new, things like automatic transmission problems, transmission failure or other dramas are yet to rear their ugly heads.
The owners manual will no doubt explain things like oil type and capacity. Resale value for the X5 appears strong over the years although the extra value in these new ones might mean some second hand bargains.
The Macan is covered by Porsche's standard three-year, unlimited-kilometre warranty, which is par for the course among premium brands, but lags behind the five-year-plus terms offered by most mainstream manufacturers these days. An extended warranty of up to 15 years can be arranged through Porsche, at a price.
Service intervals are a generous 12 months or 15,000 kilometres, but Porsche does not offer capped-price servicing to take the guesswork out of service costs or maintenance costs.
If there are any common problems or complaints, reliability issues or faults, they’ll likely appear on our Porsche Macan problems page.
You can calculate the Macan’s projected resale value via our Price and Specs page.