Porsche Cayenne vs BMW M5

What's the difference?

There is a lot riding on this new Cayenne Electric, it is the sales leader for the German brand and if it suffers the same sales decline as the Macan, that will be a big concern for Porsche.

The good news is it’s an impressive all-rounder, with an incredible breadth of capability. But so is the electric Macan.

Going electric hasn’t diminished its trademark Porsche elements, and instead has amplified them in many respects. The speed is nothing short of staggering in the Turbo, but across the range the on and off-road driving ability is impressive. 

Plus it has the kind of spacious, well-considered and premium appointed cabin you should expect for a luxury SUV.

There are two key differences that could see it succeed where the Macan has faltered. Unlike the Macan, Porsche’s decision to give Cayenne buyers the option to stick with internal combustion if they prefer, is likely to ensure it remains a popular member of its line-up for years to come.

And while the Macan was perhaps too much, too soon, the Cayenne arrives at a time when Australians are embracing electric cars more than ever before. Although the luxury and performance end of the EV market is growing more slowly than the mainstream.

As for the pick of the range, as mind-blowing as the Turbo is, the truth is (like pretty much every Porsche model) the entry-level Cayenne is arguably the pick of the bunch. It has all the performance you’ll reasonably need and offers a good blend of capability and luxury for the lowest price.

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

Let’s get one thing out of the way: the new M5 is a very good car. Considering the emissions limitations and size increase of its base model, it is an impressive bit of engineering. 

What’s trickier is deciding whether the new car is really better to drive. Less edgy but supremely comfortable and quiet; BMW leaned into the daily usability of the plug-in hybrid M5 rather than amping the petrol-electric system for maximum thrills. And do you know what? That’s fine with me. 

The new M5 still performs on road and track and does an incredible job of hiding its weight (most of the time). Perhaps the G90 is a little more Audi RS6 than F90 in its demeanour but some would argue that’s no bad thing. 

The concept of the BMW M5 is not static, it evolves with the times, and the G90 is no exception. Expect future Competition and CS variants to unlock some extra lunacy. 

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

For all the positives of continuing to offer the previous generation Cayenne alongside the new one, it does come with some downsides too. The most obvious is unmissable design differences between the older generation and this newer one.

This new electric version has the same basic silhouette of the previous Cayenne, but the details give it a distinctive look. Being electric it needs to cut through the air as efficiently as possible, so this new model is longer and lower than the internal combustion versions.

The details of the design also give it a sharper, more modern look too. Not that the previous Cayenne suddenly looks old and outdated, but if you stick with petrol power you will be sacrificing the latest styling.

Another surprising design element with this new model is an optional off-road package, which includes a unique front bumper for greater off-road clearance and approach angle. It’s unlikely that too many Cayenne Electric owners will head deep into the bush, but for those who want to, the unique bumper will help them go further. 

However, it does create a rather unusual look, as it has quite a pronounced undercut, or what I referred to as an ‘overbite’ that definitely doesn’t look as well-proportioned as the standard bodykit.

Inside, for all the hype around Porsche performance, one of the brand’s standout features has always been interior design. 

This new Cayenne looks really interesting inside, with curved screens for the digital instrument display and the multimedia system, as well as the option to add a third screen in-front of the passenger. 

The overall level of fit and finish, the detail and quality of the materials is exactly what you’d expect from a premium brand and an SUV at this price point.

The M5’s raw size is what you notice first. The G90 M5 is a whopping 113mm longer, 67mm wider and 37mm taller than the car it replaces, with the wheelbase stretched 24mm.

It is also the most pumped M5 yet, compared to a 520i it is 70mm chubbier at its flared wheel arches. The ‘M5’ insignia on the C-pillar means you’ll know this is the fast one. 

Presence is not in question, then, but beauty? Not the right word. The G90 makes its predecessors — especially the original ‘E28’ — look demure. 

The cabin layout builds on the concept debuted by the iX electric SUV, with twin integrated screens and focus on technology and minimal buttons. Materials are mostly high quality and feel fitting for the M5’s asking price.

As for the space and practicality, once again Porsche showcases that it’s not a one-trick pony brand. As fast as the Cayenne Electric is - and is very fast - the designers have also ensured it is a genuinely spacious vehicle for a family.

The second row space is good, enough to take two adults in comfort and easily accommodate three kids.

The SUV is obviously the more practical of the pair, with the Coupe losing some rear headroom.

As for the boot, space varies between 781L for the Cayenne SUV and 747L for the S and Turbo SUVs, while the Coupe looks sleeker but comes at the expense of cargo capacity, dropping to 534L for the Coupe and Coupe S and just 500L for the Coupe Turbo. 

The technology integration is well-considered too. One highlight is the new curved central multimedia screen, which has a palm rest that extends out from the centre fascia to make it more ergonomic to use the screen. 

The intuitive menu, as well as the physical controls for the volume and climate control, plus the ability to integrate the smartphone apps, means the key non-driving functions are incredibly easy-to-use, even on the move. 

Integrated into that palm rest is a large centre console space between the front seats, which has both wireless smartphone charging as well as four USB-C ports and two cupholders. It means there is plenty of small item storage space to go with all the room for people.

BMW has persevered with its twin-screen, minimal-button approach for its 'Operating System 8.5' in the M5. 

The 14.9-inch central touchscreen is bright, responsive and high resolution but the software remains a little strange. The main interface is classy but when looking for settings to adjust you’re presented with a Windows 95-esque panel of small square touch targets. It’s not intuitive. 

Wirelessly mirroring Apple CarPlay or Android Auto works a treat, at least. Digital climate controls keep temp adjustment persistently on screen and a shortcut to fan speed. The nipple-like vent direction adjustment grows on you, as do the digital vent sliders. 

The 12.3-inch digital driver’s display still doesn’t have the freedom of customisation and clarity of Audi’s interface. 

The M5 has two cupholders, a deep central storage cubby, door bins that swallow two 600mL plastic bottles and twin wireless charging pad that resolutely grips smartphones even under the sort of tummy-churning G-Forces this M5 can manage. 

Setting the M5 apart from the regular sedan is a unique centre console bunching 'M Drive' modes, 'M Hybrid' modes and other shortcut functions together next to the gear toggle and M-engraved crystal 'iDrive' controller.

Comfortable front seats are power adjustable with in/out, up/down lumbar support and have two memory positions. 

The 5096mm long M5’s back seat is very spacious. Headroom is good for those beyond 182cm (six-foot), the bench is extremely supportive, while leg and toe room are adequate.

A fold-down centre armrest has two cupholders and there are USB-C charge ports in the back of each bucket seat for a total of four. 

You can buy an accessory mount that holds tablets or smartphones for rear seat passenger entertainment, too.

When you look in the boot, BMW offering a Touring version of the latest M5 makes even more sense. The load aperture is big but the usable space is narrow; the sides intrude on load space. 

The 466-litre space will make fitting suitcases for an airport run tricky and, even with the 40/60 split-fold rear bench, you will struggle to fit a bike in the back. There’s no spare tyre, either.

The last M5 was well equipped but the new car is wanting for nothing. Australian cars have just about every option for $259,900, before on-road costs.

Australian M5s wear staggered 20-inch front and 21-inch rear alloy wheels paired with standard metallic paint, 'M Carbon Exterior' package (including carbon roof and rear lip spoiler), adaptive LED headlights and BMW’s 'Iconic Glow' illuminated kidney grille surrounds. 

Keyless entry, a heated steering wheel, heated and ventilated front seats, interior camera, powerful 18-speaker Bowers & Wilkins sound system, M seatbelts, four-zone climate control and a power tailgate are the cabin highlights. 

Optional extras are thin on the ground; you can choose from (eight) no-cost paint colours and all manner of 'Individual' shades (from $4100), four interior trims including classy 'Dark Oak' wood and four leather colours. There’s classic black ‘Merino’ leather, or you can have it dyed with a mix of 'Silverstone', red or 'Kyalami Orange'. 

Aside from that, the only major option is carbon ceramic brakes at a staggering $18,500, and an M5 Touring wagon costs $263,900. 

Though the M5 is more expensive than Audi’s closest rival, the RS6, the gulf isn’t huge considering you get a lot more punch in the BMW. Mercedes-AMG does not have an E-Class answer, yet.

Good value, then? Well, an equally potent Porsche Panamera is twice the price. So yes, in a sense.

As mentioned earlier, there are three initial Cayenne Electric variants and each offer a different powertrain option. All are dual-motor, all-wheel drive but the power levels vary greatly depending on what you spend.

The standard Cayenne Electric comes with 300kW (325kW on Overboost), which is enough for this five-seat, family friendly SUV to launch 0-100km/h in just 4.8 seconds, which is genuinely impressive.

However, stepping up to the Cayenne S raises the power level to 400kW (490kW on Overboost) and drops the 0-100km/h time to 3.8 seconds.

Finally there’s the Cayenne Turbo, with up to 850kW of power and a claimed 0-100km/h capability of just 2.5 seconds. Which is borderline crazy for such a big SUV. 

It is worth explaining that the 850kW claim for the Cayenne Turbo is only available for short bursts of performance when you activate Overboost, and the ‘standard’ output for the two electric motors is 630kW, which may sound like a lot less but is actually more than enough to make the Cayenne Turbo feel fast anytime you need more performance.

Unlike the Mercedes-AMG C63, BMW has kept the M5’s eight-cylinder heart and this has proven to be a good decision. 

The 4.4-litre twin-turbo petrol engine has been optimised with “a cross-bank exhaust manifold and optimised oil separation”, says BMW.

The V8 spins to 7200rpm though it isn't a screamer, outputting a full-bodied 430kW (5600-6500rpm) and 750Nm (1800-5400rpm).

Augmented with a transmission-mounted 145kW electric motor that can produce up to 450Nm, thanks to pre-gearing, maximum combined outputs are 535kW and 1000Nm. 

Weight blunts punch, though, so despite nearly 100kW and 250Nm more, the new M5 is a tenth slower to 100km/h than its predecessor (claimed), at 3.5 seconds for the sprint.

You can thank a 220kW/tonne power-to-weight ratio, worse than the old car's 233kW/tonne figure. The new G90 claws some time back with brute force, hitting 200km/h in just 10.9 seconds and goes on to a limited top speed of 305km/h.

You can choose from five powertrain settings, starting with 'Electric' and 'Hybrid' for everyday use, while 'eControl' lets you store battery power for urban use.

'Dynamic' provides the best balance, says BMW, while 'Dynamic Plus' is like a qualifying mode. Think maximum combined punch for up to 10 minutes, at which point you’ll have drained the battery. 

Driving in pure electric mode, the take-off can be a little jerky but the quietude and decent power make it pleasant. Power sources are combined expertly in Hybrid and giving it some stick in Dynamic is more than enough to make your passengers feel queasy.

The Cayenne is Porsche’s third electric model, after the Taycan and Macan, and it shows. The brand has taken battery production in-house for the Cayenne, producing the 106kWh unit at its own factory in Eastern Europe.

Range is rated at 542km for the Cayenne, 571km for the Cayenne S and 537km for the Cayenne Turbo.

Thermal efficiency is the key selling point for Porsche, as it unlocks not only the peak performance but also the repeatability that allows the Cayenne to launch so quickly over and over again. It’s notable, that unlike most other EVs that get slower the more time you extract peak performance out of them, Porsche was happy for us to undertake multiple acceleration runs in the same vehicle.

But that’s not the only trick Porsche has up its sleeve. It will be introducing inductive charging with the Cayenne. This means you’ll be able to buy a charging pad you can place on the floor in your garage, and simply drive it, park on top of it and the Cayenne will charge wirelessly.

This has the potential to be a game-changer for EV buyers as it removes the need to plug in to replenish the batteries, making life even easier for owners. It’s not available in Australia at the time of publication, but the company says it will be available from the fourth quarter and all Australian-delivered models, even those sold now, will be able to be retrofitted to take advantage of the technology.

Electric-only range is rated up to 69km in WLTP testing, but the 18.6kWh battery is more likely to give you around 60km in real-world driving. It can be topped up in about two hours using an 11kW AC charger, or overnight on a three-pin socket. 

BMW includes both Mode 3 (public) and Mode 2 (home) charging cables with the M5. 

The M5 uses 3.2L/100km of 98 RON premium unleaded in ADR testing, corresponding to just 72g/km of CO2, so it should sail through the first rounds of Australian emissions regulations. 

Indulging in what the V8 has to offer sees that consumption spike, though. An enthusiastic road drive saw the M5 gulp 12.4L/100km, according to the trip computer.

Porsche Australia invited us to drive the new Cayenne Electric in Port Lincoln, South Australia. While a picturesque part of the country, it seemed like an unlikely venue to test drive a new Porsche, as it’s typically Ford Ranger/Toyota HiLux country.

But one of the reasons Porsche launched the Cayenne Electric in regional South Australia was because they had managed to find a small airstrip we could use to fully explore the acceleration potential. 

Even some operator error, which meant my launch was using ‘just’ the 630kW, the acceleration was sickeningly fast and had me hitting more than 170km/h in just 200m. With the full 850kW unleashed the Cayenne is actually faster 0-100km/h than Porsche’s hero sports car, the iconic 911 Turbo S. 

That alone is a remarkable achievement, but Porsche had a few more reasons for taking us to Port Lincoln. After a drive on some sealed roads, which demonstrated the SUV's on-road composure, we found ourselves heading off-road… more off-road than I thought possible (or at least sensible) in a Porsche.

After surviving some of the gnarliest rocky roads, we found ourselves in some stunning sand dunes. We were driving the Cayenne S with the optional off-road package but the only other modification was to let down the tyres.

Carving through sand dunes like you’re in the Dakar Rally is likely to be a rare job for the Cayenne Electric, but the fact it is capable is immensely impressive and helps to demonstrate the breadth of capability that this electric SUV has.

But Porsche wasn’t finished showing off just how multi-talented the Cayenne is. 

They had a Cayenne Turbo attached to a trailer, carrying the previously beaten 911 Turbo S, to prove that it can live up to its claimed 3500kg towing capacity.

Towing a nearly $600k sports car with a $260k SUV is an expensive way to demonstrate the point, but the Cayenne didn’t miss a beat. Certainly the battery was dropping more rapidly than it was unladen, but the electric Cayenne underlined that it can do everything the petrol versions can manage (at least over a short distance).

The three M5 elements start with daily usability. We trundled out of Bathurst in electric mode, with the adaptive dampers (and other myriad settings) in Comfort. 

The M5 has steel springs, double wishbone front suspension and a five-link rear axle, all of which has been heavily reworked by the boffins at M. Naturally, the ride is firm, though in Comfort the body moves through its motions smoothly. 

The M5 is an effortless tourer, its eight-speed automatic shmoozing through ratios as it climbs and descends steep gradients. Wind and tyre noise insulation is good on coarse chip tarmac, though a bit more burble from the V8 would be appreciated. 

The M5 has nine adjustable parameters to wake it up: 'Drivetrain', 'Energy Recovery', 'Drivelogic' (gear shift aggression), 'Chassis', 'Steering', 'Brake', 'M xDrive', stability control settings and 'M Sound'. Favourite settings can be stored to the wheel-mounted M1 and M2 buttons. 

With the dampers still in Comfort the M5 remains fantastically capable with power delivery from the xDrive mighty rewarding on corner exit. Sport dampers sharpen the experience up further, amplifying the M5’s surprising agility. Thank the rear-wheel steer for this big sedan’s switchback performance. 

Step beyond the limit of grip, brake too late, or get on the power too early, though, and the M5’s mass reveals itself rapidly. It doesn’t help that the accurate steering is devoid of feel. The brake-by-wire pedal is too numb and light, as well, making it tricky to judge grip levels on the road.

Feel is less of an issue on a dry Mount Panorama circuit, where the M5 turns out to be a total pussycat. The all-wheel drive, consistent dynamics, strong brakes and well-tuned stability control make for an approachable but seriously fast sedan.

The responsive transmission will hold gears to redline and is eager on the downshift in its most aggressive setting while tactile shift paddles make commanding ratio changes yourself that bit more engaging. 

Prodigious punch out of corners is matched by the impressive consistency of the carbon ceramic brakes. The M5 pulled up for The Chase every time with minimal fuss, even from above 250km/h.

Similar credit goes to the 285mm front and 295mm rear Hankook S1 Evo tyres which remained consistent and predictable all day despite reaching temperatures over 130 degrees, according to the tyre pressure monitor.

The regular BMW 5 Series range scored a maximum five stars in 2023 ANCAP safety testing but this does not apply to the M5.

The M5 features nine airbags and a host of active safety systems, including auto emergency braking (AEB), blind-spot monitoring, rear cross-traffic alert, lane-keep assist, auto parking and speed limit assist. 

Lane-keep can easily be turned off via two taps but the other systems require more menu navigation, though are mostly unintrusive. A 'Track' mode disables lane-keep, AEB and other systems along with switching the central display off. 

The Cayenne Electric is covered by Porsche’s usual three-year/unlimited kilometre warranty, and the battery gets eight years of coverage.

Both of these are fairly standard by historical terms, but with so many luxury brands - including Audi, BMW, Lexus and Mercedes-Benz - all now offering five years of coverage, it does leave Porsche lagging behind.

Servicing intervals are every 12 months or 15,000km, whichever comes first, which is standard for an internal combustion engine vehicle.

Porsche doesn’t offer capped-price servicing, so prices may vary from dealer to dealer. However, the brand does sell a special EV-focused ‘Porsche Scheduled Maintenance Plan’ that costs $1995 for three years, $3695 for four years and $3995 for five years of servicing. 

In Australia, BMW has moved to match other manufacturers in offering a five-year/unlimited kilometre warranty on all its cars. 

Servicing is recommended on a condition basis, with the M5’s multimedia system prompting a visit to the mechanics. BMW offers pre-paid service packs for five years/80,000km at a price of $5059 for the basic offer and $8152 for 'Inclusive Plus', which covers brake pad and rotor replacements. 

It is expensive next to a regular 5 Series but when you consider the purchase price and performance level, the M5’s service pricing is not astronomical.