BMW XM vs Ford Mustang

What's the difference?

It’s pretty obvious the XM is designed to impress people with big wallets and an appetite for a techy experience that’s also not without a few green credentials. The ability to motor around as a fully-electric vehicle for up to 80km or so is a big plus and the electric-ballroom interior vibe is hard to ignore, as well.

But from our perspective, the full-fat, twin-turbo V8, while offering startling performance, is perhaps a lost opportunity to follow some of BMW’s competitors into the engine-downsizing space. Then again, when you floor the throttle and 2700kg hurtles forward like a big dog on a short chain, you can see where BMW is coming from.

Perhaps the biggest letdown is the ride quality – or lack of it. While it’s understandable BMW wanted the most dynamic version of the XM it could manage, the end result plays against the vehicle’s otherwise long suit of hyper-luxury. Doubtless, BMW would argue that to soften the chassis would have been to introduce a chink into a no-compromise product. But, perhaps, sometimes a sensible compromise is the way forward.

Having driven the latest example of the Mustang GT, I hope Bill Ford is true to his word and keeps the V8-powered Mustang for as long as possible. It isn’t the most razor-sharp sports car or the most powerful muscle car, but it offers the kind of driving thrills and enjoyment that have made the car an icon.

The price increase is steep but the new technology inside drags the Mustang into the modern era and will add more youth appeal to a car that is largely unchanged in concept for the past 60 years.

But now that I’ve driven it in the USA and France, I can’t wait for it to finally reach Australia.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

There’s nothing subtle about the way the XM looks. It probably pulls up just short of brutalist (or maybe not) but even those who find its slabs and angles attractive have to admit that it’s bold.

The now-trademark giant nostrils set the mood and the rest of the exterior suggests some kind of armoured transport for presidents rather than wheels for the school run. Doubtless, this will hardly be seen as a fault by those in the market for such a thing.

The real surprise here is that the XM does not share a bodyshell with any other production BMW. Sure, the V8 petrol engine and wheelbase are common to other BMW and M models, but the sheet metal is the XM’s and the XM’s alone. That in itself, is quite a statement of intent.

While this is considered a ‘new generation’ Mustang, the reality is this is more of a major overhaul than a complete, blank sheet redesign. As such, there’s a lot of carry over to the design, but that’s not to say there aren’t some significant changes.

For example, it’s still clearly a Mustang in its silhouette, sharing that with the sixth-generation model it replaces, as well as the now-iconic 1960s Fastback models, but the details are noticeably different.

To try and create more differentiation between the GT and EcoBoost models, Ford has designed unique front ends for each. Both are characterised by a strong horizontal line across the front of the more angular grille that meets the new ‘tri-bar’ daytime running lights.

The EcoBoost has an upper grille similar in size to the out-going model, the GT is a much larger upper section which incorporates a pair of ‘nostrils’ as well as a bonnet vent - both of which are functional for cooling and aerodynamics.

Down the sides Ford has lowered the beltline and created a more defined rear fender ‘shoulder’ that helps create the impression of a wider car. 

At the rear the famous ‘tri-bar’ lights remain and there are unique diffusers for each model, with the EcoBoost running two exhaust tips and the GT getting quad pipes.

But it’s inside where the biggest design changes have happened. The retro-inspired cabin of the sixth-generation - which features shiny silver plastic toggle-like switches and round air-con vents - has been overhauled.

The iconic ‘double brow’ design to the dashboard, which dates back to the original 1964 Mustang, has been dropped and replaced with a pair of digital screens. There’s a 12.3-inch display for the digital instrument cluster and a 13.2-inch multimedia touchscreen.

This change is designed to appeal to a younger audience but also allows for greater customisation and variety of displays, with Ford developing six different instrument panel options depending on the setting the driver chooses.

The primary three are the 'Normal', 'Sport' and 'Track' modes, which have been inspired by the GT supercar and the Mustang Mach-E electric SUV, while there’s also a 'Calm' setting, providing only the necessary data, such as speed, in a simplified format.

The final two have been created to tailor to fans of the brand’s 1980s ‘Fox Body’ Mustang, with digital versions of its round analogue dials in both a ‘Day’ and ‘Night’ mode, with the former using white graphics and the latter getting retro green dials.

Given the vast exterior dimensions and a weighbridge ticket the wrong side of 2700kg, it may come as a surprise to learn that the XM is strictly a five-seater with not even an optional third row.

That said, the uber-SUV Lexus LX in flagship, Ultra Luxury, trim offers just four seats in deference to the VIP clientele it’s pitched at, but also comes complete with reclining rear seats and a passenger’s side footrest which the XM can’t match.

Staying in the rear seat, there’s lots of legroom and plenty of space under the front chairs for feet. A lot of that is down to the wheelbase the XM shares with the BMW X7, and even behind a tall driver, there’s lots of space. In fact, compared with a BMW X5, there’s a full 150mm of extra legroom.

The pew itself flows into the door trims for a lounge effect which looks great with the contrasting light-coloured trim, and the centre arm-rest folds down to reveal a pair of cupholders. Extra storage space can be found in fold-out pockets in the rear of each front seat which also house a small, lidded panel that opens to reveal USB ports and power sockets. Dual-zone climate controls are also part of the rear-seat experience.

The gee-whizz stuff hasn’t been ignored, either, and the prismatic roof lining is nothing if not a talking point. But would a panoramic sunroof have been of more value to many buyers? The ambient lighting is a nice touch, too.

Up front, the view is dominated by the giant, twin curved animated dashboards. They deliver information and lots of it, to the point where it can almost seem a bit overwhelming.

The head-up display helps simplify things, but there’s absolutely no doubt there’s a lot going on in this cabin. Again, this is modern luxury motoring, but it remains that the menu system will take time to learn, even if the touchscreen function gives you an option on how you control things.

Multi-adjustable front seats are part of the deal and there’s an M-spec steering wheel which is heated. And although it features plenty of buttons, isn’t as daunting perhaps as the multi-spoked equivalent in some high-end AMGs of late.

The stereo system is also worthy of a mention, being a Bowers & Wilkins unit with roof mounted speakers and no less than 1500 watts of power. Digital radio is part of the package.

Even though it doesn’t offer a seven-seat option, luggage space in the rear of the XM is hardly class-leading. Cargo volume with rear seat up is 527L and 1820L with it folded.

Much of the wheelbase is devoted to rear-seat stretching room and although the batteries for the electric motor are positioned under the rear seat, the floor of the cargo area seems quite high.

The sixth-generation Mustang copped a lot of criticism for its interior look and feel, and while it certainly wasn’t at European levels of quality it was more affordable than any European V8-powered coupe.

The introduction of the new digital displays certainly adds a more premium impression to the cabin when you get inside, but you can still see a lot of the previous generation in this model, in particular the doors and centre console.

It’s pretty practical, for a sports car, with a pair of cupholders and a lidded centre console box for small item storage. 

One noticeable issue with the screens is the control virtually everything to do with the multimedia, including the air-conditioning, so trying to make small temperature adjustments is more complicated than just pressing a physical button. 

Not surprisingly space feels very similar to the outgoing Mustang with supportive and comfortable seating up front that made long stretches behind the wheel feel easy, which is nice for a sports car.

As for the rear seats, they remain incredibly tight for space and are better for soft item storage rather than squeezing people into.

Despite the largely carried over body and interior, the boot is slightly smaller than the previous model, with the coupe measuring 376 litres compared to the 408 litres offered previously. 

Ford Australia hasn’t confirmed the complete list of specifications for the seventh-generation Mustang range, but pricing has been locked in and we do know all three initial models - Dark Horse, GT and EcoBoost - will be offered here.

Having previously driven the Dark Horse in the USA in 2023, this time we sampled the GT and that’s the model we’ll focus on in this review.

We already know it will be priced from $77,002 for the six-speed manual and $80,902 for the 10-speed automatic coupe (both prices exclude on-road costs). The GT will be the only convertible option for Australians (and will only be available with the auto), priced from $86,102.

That’s a significant price rise from the out-going model, jumping up nearly $12,000 ($11,712 to be precise), which means it will be more expensive than the Nissan Z ($75,800) and closer to the BMW-based Toyota Supra (starting at $87,380).

On the plus side, this price increase is expected to come with a ramp up in standard equipment, including a new digital dashboard which features a pair of large screens, as well as the introduction of the line lock feature we missed on the previous model and the all-new 'Drift Brake'.

Here’s where the XM starts to justify its price-tag. While the use of an electric motor to boost a petrol engine has allowed some manufacturers to reduce the capacity of the latter, no such restraint has been shown for the XM. Instead, it gets the full 4.4-litre, twice turbocharged V8 that we’ve come to know and love from this brand.

It’s not that this is the engine’s first date with hybrid technology, but the mild hybrids that have come before it can’t match the XM for sheer brutality when both power units are unleashed.

The petrol V8 can muster up 360kW and 650Nm which, when boosted by the electric motor, jumps to a total of 480kW (combined) and 800Nm.

While the petrol engine drives through an eight-speed torque-converter automatic, the electric motor also drives through the transmission, an arrangement that is a bit different to some hybrids which use the petrol engine for the rear axle and the electric motor to drive the front wheels.

Of course, the requirement for the XM to feature permanent all-wheel drive, regardless of what power unit is running at the time, forces this layout.

Speaking of all-wheel drive, The XM’s version of BMW’s 'xDrive' layout has been specifically tuned for this vehicle and includes torque vectoring as well as a limited-slip rear differential.

The system has the ability to vary the torque split front to rear, with the default rear-bias giving a more sporting feel on good surfaces. An active rear differential also helps give the car a rear-drive feel.

As well as modes for 'Hybrid', 'Electric' and 'eControl' modes, the XM sticks with the M tradition of offering two M buttons which can be configured to set the parameters for steering, driveline, chassis and, in the case of the hybrid XM, the degree of braking regeneration offered.

Four-wheel steering is also part of the XM’s repertoire and, interestingly, there’s no air suspension here; just conventional steel springs.

But it does feature an electrically-adjusted anti-roll bar system which aims to strike a happy medium between what the driver wants and the road conditions demand.

During the top secret development of this seventh-generation model there were plenty of rumours that Ford was considering a hybrid system for this Mustang. Fortunately for lovers of old-school V8 engines that proved not to be the case.

Instead it’s powered by a 5.0-litre V8 that's an evolution of the ‘Coyote’ unit from the previous ‘Stang but now featuring some technical changes, including dual throttle-bodies and separate airboxes to help improve performance. In the GT it’s tuned to make 345kW and 550Nm.

It can be paired with either a six-speed manual gearbox or 10-speed automatic transmission, both sending all the power to the road via the rear wheels.

A 25.7kWh lithium-ion battery provides the power for the electric drive. It’s mounted under the rear seat and can produce a purely electric range of between 82 and 88km (based on WLPT test protocols).

Charge time from a conventional wall-box is said to be about four hours but, interestingly, the XM has no provision for DC fast-charging.

Fuel consumption (combined cycle) is an EV-typical 2.7 litres per 100km, which equates to a low 61g/km of CO2.

Once you’ve depleted the battery on a highway journey, expect the petrol V8 to consumer somewhere between eight and nine litres per 100km at cruising speed.

Using EV mode means zero-emission operation but, as with any electric car, how the power is generated to recharge it determines its real-world green-ness.

While it hasn’t been confirmed by Ford, the Federal Government's Green Vehicle Guide has the Mustang GT rated at 12.8L/100km. And while that’s quite a thirst for unleaded petrol, it shouldn’t come as a surprise given it’s a 345kW 5.0-litre V8 engine.

If you value efficiency in your American muscle car, the four-cylinder turbocharged EcoBoost is rated at 9.4L/100km. But based on previous evidence, Mustang buyers are likely to opt for power over saving petrol.

The claimed consumption figure translates to a driving range between fills of around 650km.

While any M car is supposed to be rapid and dynamic, it’s also true that the over-arching perception of big SUVs is that they’re comfortable and plush. None of which explains the ride in the XM.

Regardless of how you fiddle with the settings, the ride is always brittle. Those big tyres with their minimal sidewall somehow manage to find every crack and join in the road, and it’s these sharp-edged imperfections that thump through to the cabin the most vocally.

It’s enough to make you wonder who this car is going to appeal to. Will it take to race tracks? Almost certainly not. So the whole point of these suspension settings might be a bit lost on some people.

Performance, meanwhile, is insanely rapid for something that could pass as a bulk carrier. The biggest giveaway to the mass is the transmission’s earnest attempts to keep everything moving by feeling a bit hyperactive on downshifts.

Using the ratios is always going to be the strategy, but with all that torque, maybe it’d be nice sometimes for the trans to hang on to a taller gear and let the boost blow it towards the next corner.

The sound track? Polarising. Even if it doesn’t convince you that Hans Zimmer (who developed the various electronically-synthesised noises the XM makes) should stick to winning Oscars, the augmented sounds are background noise rather than the main event here.

Even the petrol V8’s naturally stirring backing vocals have been electronically tweaked with debatable results.

That said, it’s nice to have something to listen to that isn’t the insistent tyre roar which becomes even louder on coarse-chip surfaces.

Steering effort is light but there’s not a lot of feedback in terms of actual feel. In fact, it’s borderline detached and only the sheer speed of the rack confers any athleticism.

Also, the rear steering seems to come in a few milli-seconds after the front has started to turn. And for all that all-wheel-steering agility, this is never a car that shrinks around you.

As promised earlier, here’s how the Mustang GT felt powering through the French countryside…

But first, it’s worth acknowledging that, in truth, it wasn't hard work getting through the traffic even in the manual Mustang. While the clutch is on the heavier side, it’s got a smooth action and the engine's torque and flexibility make darting in and out of gaps in the traffic a breeze.

However,  once out on the open roads the Mustang really could run free. The V8 engine sounded fantastic bellowing out across the fields and through the quaint little villages we passed through.

As you'd expect, the V8 provides plenty of grunt, it's an incredibly flexible engine pulling hard right across the rev range and makes us appreciate even more that this now remains the last of its kind since the demise of the V8-powered Chevrolet Camaro and Dodge Challenger.

Driving the Mustang in conditions like this makes you understand why it has been such a popular sports car not only in Australia but around the world for decades.

While the manual transmission has fallen out of favour with Aussie buyers, the truth is it's the pick for this GT. The fact it has less ratios to choose from than the 10-speed automatic means it feels more urgent and (again) the flexibility of the engine allows it to shine.

Not that the auto is bad, it does a fine job, it just lacks the buzz and engagement the manual ‘box provides.

What arguably impresses even more than the engine is the handling. Having driven the Dark Horse last year and being so impressed by its handling, particularly with the 'Performance Package', there was some concern prior to driving the GT that it would feel less impressive and, dare I say, duller.

But that's far from the case. Instead, the GT feels responsive and well sorted across a variety of road conditions. While it may lack the precise handling characteristics of a European sports car, it’s clear Ford has made this latest Mustang better suited for the rest of the world, not just America.

Not that Ford has made the Mustang too serious, as the introduction of the Drift Brake demonstrates. This rally-style electronic handbrake allows you to, as the name suggests, snap the car into a slide - when the circumstances allow.

Ford finally gave us our first (official) use of the Drift Brake when it paid us up with stunt driving expert, Paul Swift, who taught us how to slide the Mustang into a parallel park.

Obviously this is not designed for road use but for those who want to take their Mustang to the track it will no doubt lead to a lot of fun and some shredded tyres.

Full safety specifications haven’t been announced, but in the US, where it’s already on sale, all models are equipped with at least a reversing camera, rear parking sensors, auto high-beam headlights as well as front, side and driver’s knee airbags.

There’s also a decent level of active safety gear with pre-collision assist with autonomous emergency braking and lane departure warning all standard. But adaptive cruise control, lane centring assist and intelligent speed assist are all optional.

Frankly, after my French experience I’d be hoping the lane centring assist is an optional locally because the overly sensitive system drove us crazy on our French test drive.

Repeated warnings to ‘put our hands on the wheel’ when our hands were firmly affixed to the tiller moved from just frustrating to borderline dangerous as the only way to trigger the system to stop making its request was to quite violently tug on the wheel and jerk the car in the lane. 

It’s another case of poorly calibrated safety systems that make you question the value of the technology in the first place, especially when you find yourself turning it off because it’s safer to just pay attention as a responsible driver.

It will be interesting to see if ANCAP crash tests this new generation Mustang, especially considering how closely related it is to the previous model.

ANCAP famously (or infamously, depending on your point-of-view) crash-tested the previous Mustang and awarded it two from a possible five-star rating.

Despite the public criticism it didn’t seem to impact Ford’s sales of the pony car, which remained a best-seller. 

Since the Mustang, ANCAP has not tested any of its rivals, with sports cars including the Toyota Supra, Nissan Z and Subaru BRZ all unrated by the safety authority.

Like a lot of manufacturers, BMW knows consumers can be leery of EV tech when it comes to the cost of battery replacement. So, as well as the five-year/unlimited-kilometre warranty on the whole vehicle, there’s also eight years or 160,000km of cover for the high-voltage battery.

Servicing intervals are based on how the car has been used and it will inform the owner when a service is required.

A servicing package is included in the purchase price and BMW even throws in three years of roadside assistance.

There are no details confirmed at this stage but there’s no reason to believe the Mustang won’t be covered by Ford Australia’s usual five-year/unlimited kilometre warranty.

Similarly, service intervals are likely to be 12 months/15,000km.

For reference, capped price servicing on the out-going Mustang GT came in at $299 for each of the first four services, up to four years/60,000km. Not bad.