2019 Audi Q5 vs BMW X4

What's the difference?

The Q5 50 TDI is good value, it’s practical and the 3.0-litre turbo-diesel V6 makes it the choice for those that need to tow, or who just want a tough, quick-accelerating, medium-sized luxury SUV. Small families will find the Q5 50 TDI a willing and helpful weapon in the suburban warfare that is daily life.

This is the X4 I wish BMW started with in 2014 – it feels a far more complete SUV and looks confident in its identity, with a thoroughly modern and cool interior. The M40i feels almost like a completely different car to the xDrive20i in the way it drives. Which reminds me, the X4 M will be here soon – now that is going to be a little monster.

As far as value goes the sweet spot in the range is the xDrive30i – a good price, a great engine, plenty or equipment.

The Q5 is arguably the best looking of the all Qs – not too big or too small, it appears to be the most perfectly proportioned of Audi’s SUVs. More of a dimensions type? The Q5 measures 4663mm end to end, 1893mm across and 1659mm tall.

Picking a 50 TDI from lower grades is tricky because the 40 TDI and 45 TFSI come with almost identical exterior features, and also the grey and matt aluminium silver grille.

The Q5 50 TDI isn’t as blingy as the Benz GLC or as sporty-styled as the BMW X3, but it has a solid, confident look and I adore the so-called Tornado Line, which twists itself over the wheel arches and traces an edge right around the car, through the tailgate and bonnet.

The cockpit is typically Audi: stylish and modern, but also restrained. While I admire the simplicity and quality of the build, with its outstanding fit and finish, I think Audi needs to make its cabins dazzle more. This isn’t just a Q5 thing, it’s across the board. 

The X4 is all about the design, well maybe not all but a large part of the appeal of this SUV is its styling,  which can polarise opinion more than a dinner party conversation that turns to politics. These opinions don't matter anyway, because it seems the reason some people don’t like it is exactly why some do. 

Like the X6, the X4 is an in-your-face SUV with fastback styling. The X4 does look like a ‘Mini Me’ version of the X6, but it’s actually the X3’s twin under the skin, sharing the same platform and engines. But unlike the first generation this new X4 was built in conjunction with the X3 and not just a rebodied afterthought version of the X3.

While this second-generation X4 shape may appear to look a lot like the original X4 from 2014, there have been some big changes.

Let’s start with dimensions, because this SUV is now slightly bigger. At 4752mm end-to-end the length (4733mm for the M40i) has grown by 81mm and it’s 37mm wider at 1918mm (1938mm for the M40i), but 3mm shorter in height at 1621mm tall. 

Its profile is less humpy and more sleek, too. Edges have been smoothed especially around the tailgate which now looks more minimalistic, while the big taillights have been replaced by thin blade-like units.

The headlights have been redesigned and the kidney grille is now enormous – and possibly too large, with structural supports behind it being clearly visible. Have a look at the video above – when the SUV is driving towards the camera they are hard not to see, and once you notice, it’s hard to unsee.

You can tell the sporty top-of-the-range M40i by its grey grille treatment and side vents,  plus a trapezoidal dual exhaust. The front bumper is more aggressive than the lower grades, but there’s not much in the way of a tough body kit – even the roof spoiler is low key.

The changes to the X4’s cabin are just as significant. See, there’s only so much cosmetic surgery a car company can do to slow the aging of a cabin before a new generation is needed to start fresh.

The previous X4’s cockpit was starting to date with its small-ish touch screen, analogue instrument dials and older styling, but the new X4’s cabin is impressive with a large dash-top display, a fully digital instrument cluster and modern styling. BMW owners will still find it familiar, with the layout of controls almost identical to every car in the BMW line-up.

Have the interior dimensions grown as well? Is there more legroom? And how does that roofline affect anybody with a head in the back seats? Skip forward to practicality or keep reading to find out what you get for your money.

The previous Audi I reviewed was an Audi A3 35 TFSI Sedan and while I loved the look of that little four-door saloon, I deemed the car too small for somebody my size, or anyone with the demands of a young family.

Yep, at CarsGuide we test the cars in the real world with our families, which means one week you’re in a small A3 35 TFSI Sedan and the next it’s a Q5 50 TDI. Moving from one to the other immediately highlights what’s been missing.

Just installing a child seat can tell you a lot about practicality. In the A3 Sedan I had to kneel on the side of the road to install the child seat, but I hardly had to bend at all to put it into the 50 TDI. The tall back door openings, the seating height, the top-tether hook, which is accessed from the kick-open tailgate, all made life easy.

And yes, the kick-open tailgate is brilliant, and it can even be opened without having to unlock the rest of the car. The standard proximity key is also a Godsend. Then then there’s the load-height-lowering function, which comes with the optional air suspension and can make the Q5 50 TDI effectively kneel down for you, to make getting bags into the boot easier.

The cargo capacity of our 50 TDI was 550-610 litres – the reason for that range is because of the optional sliding second row.

There are only two rows of seating in a Q5 – this is a five-seater car only. If you need a third row you’ll have to step up to the Q7 to get seven seats.

Second-row room is excellent. Even at 191cm tall I can sit behind my driving position with about 50mm between my knees and the seatback, while headroom is great, too. Back passengers have air vents and climate control, two cupholders and big door pockets, while up front there’s a decent sized bin under the centre armrest and a deep storage area by the driver’s right leg – I could fit my shoe in it. Don’t ask.

Along with Qi wireless phone charger, you’ll find two USB ports and a 12V outlet up front, and two charging USB ports and 12V outlet in the second row.

I was afraid you were going to ask this. Even though the X4 shares so much of the X3’s engineering the body itself limits space inside – which is just the price you pay for the coupe roofline.

So, while the boot capacity may sound good at 535 litres (and that’s only 25 litres less than the X3) the sloped rear window and roof will limit you from carrying taller items. With the rear seats folded down you have 1430 litres at your disposal.

Legroom in the second row of the previous X4 was pretty good, but it’s been improved further now that the wheelbase of has been increased in this second generation. At 191cm tall I can sit behind my driving position with 30mm to spare, thanks also to the cleverly designed front seatbacks, too.

Headroom is where it starts to get ‘iffy’. If you’re as tall as me, you’ll be ok, just, but that roofline drops towards the back so quickly that anybody taller is going to be uncomfortable, especially if there’s a sunroof, which lowers ceiling further.

Up front there are no space issues. BMW says it’s a driver-orientated car which I have a feeling is a diplomatic way of saying only the driver will have the plenty of space and comfort, that and all the dials and control are angled in the pilot’s direction. I was the front passenger for a couple of hours and can report that leg, head and shoulder room was fine for me during my time riding shotgun. 

Cabin storage isn’t bad, but could be better. There are large bottle holders in all of the doors, and there are two cup holders up front, but there aren’t cupholders in the back and the  bin under the front centre armrest isn’t huge.

How much does an X4 cost? It depends which one you get – there are four grades in the line-up. The range starts with the petrol xDrive20i with a list price of $76,900 and there’s its diesel twin, the xDrive20d for $79,900. 

Both come standard with a 10.25-inch touchscreen with sat nav, reversing camera, digital radio, six-speaker stereo, cloth-leather seats, auto parking, a head-up display, adaptive suspension, LED headlights, M leather steering wheel and 19-inch alloy wheels. If you want Apple CarPlay you’ll have to option it for $623. Like all BMW's, there's no Android Auto available.

The next grade up is the xDrive30i and it looks to be the best value in the range with a list price of $83,900. It adds full leather upholstery, a 12.3-inch virtual instrument cluster, proximity keys, adaptive LED headlights and 20-inch alloys.

At the top of the range is the M40i at $109,900, and it brings adaptive M suspension and an M Sport differential. There’s a 16-speaker Harman/Kardon stereo, panoramic sunroof, wood trim, heated front seats, ambient lighting and 21-inch M alloy wheels.

The optional Innovations package adds wireless charging, proximity keys and the 12.3-inch virtual instrument cluster for $2200 on the 20i and 20d. 

There’s also the $2800 Comfort package which brings heated seats with lumbar support, ambient lighting and wood trim.

As for colours only Alpine White is free – the rest you’ll pay for. Carbon Black, Glacier Silver, Sophisto Grey, Flamenco Red and Phytonic Blue cost $1950, while Sunstone Metallic is $2300.  

How does the X4’s price compare to rivals? As a model comparison there’s the Mercedes-Benz GLC Coupe which starts at about $70,000 and heads north to a bit more than $100,000; also check out Jaguar’s F Pace which lives in the same price range and Porsche’s Macan is more expensive at $80-147,000 but did you consider you can step into a Porsche for $10,000 more than the base X4?

The 50 TDI may look just like the lower grades in the Q5 range, but its 3.0-litre V6 turbo-diesel is what really sets it apart. Its 210kW of power from 3750rpm and 620Nm of torque from 1500rpm not only make it the Q5 with the most grunt, but also the quickest accelerating, with a 0-100km/h time of 5.8s.

That low-end torque makes the 50 TDI the natural choice for those who tow, too. The braked towing capacity is 2000kg.

Shifting gears almost seamlessly is an eight-speed automatic, rather than the seven-speed dual clutch that does the honours in the lower grades.   

As with all Q5s, the 50 TDI is all-wheel drive.

There are four grades in the X4 line-up, a different engine for each and the most affordable is the least powerful.

The xDrive20i has a 2.0-litre four-cylinder turbo petrol and makes 135kW and 290Nm. The xDrive20d has a 2.0-litre four-cylinder turbo diesel and produces 140kW but an impressive 400Nm of torque. 

The xDrive30i is also a 2.0-litre petrol four but makes 185kW and 350Nm, which should be enough for most people but if it isn’t then there’s the six-cylinder turbo petrol xDriveM40i which puts out 265kW and 500Nm.

All grades are all-wheel drive and come with an eight-speed torque converter automatic transmission. You’re not going to find a manual here.

While the X4 is all-wheel drive, dirt and gravel roads are as adventurous as you should probably get in this SUV. Ground clearance is 204mm which is better than most regular cars.

Audi says that if you’re driving a combination of urban and open roads the 50 TDI will use 6.3L/100km. Our test car wasn’t too far off that claim, with an average of 7.6L/100km, measured from the trip computer.

The day that we shot the video above saw me driving continuously around the same hilly suburb for a couple of hours, and the mileage, according to the trip computer, afterwards was 14.2L/100km.

According to official combined figures, the four-cylinder diesel engine in the xDrive20d uses the least fuel of all X4s at 5.8L/100km. The most fuel-efficient petrol engine is the 2.0-litre four-cylinder in the xDrive20i and the xDrive30i, with both rated at 7.8L/100km. The six-cylinder petrol in the M40i is the thirstiest at 9.2L/100km.   

The 50 TDI is one of those SUVs that feels like an Iron Man suit, in that it goes, turns and stops like you’re wearing it rather than driving it. Truly, it responds that well to whatever you ask of it.

Our test car had the optional adaptive air suspension and I recommend it if the roads you’ll be driving it on are as bad as the potholed streets of Sydney.

While the 50 TDI isn’t an SQ5, the handling is still excellent, with minimal body roll, and the steering is precise and well-weighted.

That 3.0-litre diesel V6 is a gem, providing great acceleration, and is well suited to towing, but if you’re not in the Dynamic drive mode, you’ll find that turbo lag rears its head occasionally. That issue can be solved almost instantly by shifting down a gear, using the steering-wheel paddles.

The V6 diesel is also quite loud from the outside, but you’ll be happy to know the excellent cabin insulation keeps most of the clatter out.

My main takeaway from the original X4 launch in 2014 was that the suspension seemed to be over sprung, which resulted in a jittery, pogo stick-like ride. 

This has been fixed for the new X4. The ride is outstanding, even on the giant 21-inch wheels of the M40i.

Helping achieve this is the M40i’s M Sport adaptive suspension – you can either lock it in Comfort or Sport, but adaptive will adjust the dampers on the fly by ‘reading’ your driving style.

I only had the chance to drive the M40i and the xDrive20i – so the top and bottom of the range. The pick for me is surprise, surprise, the M40i. While it’s not a hardcore M car, it comes under BMW’s M Performance banner, or somewhere in between mild and wild.

Its straight six is a beautiful engine. The sound, the grunt, and the power delivery through the eight-speed auto is wonderful, with great acceleration. BMW claims it will do 0-100km/h in just 4.8 seconds.

Don’t get me wrong, the 2.0-litre four cylinder in the xDrive20i isn't flawed, but to me it just doesn’t have the bark or power to match those fighting-dog looks. Or the handling. The M40i feels taut, planted and confident in the corners despite it being an SUV with a high centre of gravity. That M Sport differential is there to reduce under and oversteer, too. The xDrive20i handles well, but more body roll reminds you that you’re not in a Z4.

What didn’t I like, about the driving experience? Visibility out the slim rear window from my driving positition is terrible, but the auto parking system and reversing camera partially solves that problem. Also, the steering in the xDrive20i feels a little numb – it’s accurate and well weighted but I like more feedback. The M40i has the same issue, but to a lesser degree.

The new-generation X4 is based on the X3 which was given the maximum five-star ANCAP rating in 2017. Coming standard across the range is AEB, but in the xDrive20i and xDrive20d it’s a city version which only operates at lower speeds. Step up to the xDrive30i and you’ll get the full AEB which also operates at highway speeds and brings adaptive cruise control and lane keeping assistance. All grades come with LED headlights, lane departure warning and auto parking.

For child seats you’ll find two ISOFIX mounts in the second row and three top tether anchor points.

All grades come with run-flat tyres rather than a spare.

I gave the X4 a better score here than the first-generation car I reviewed earlier in 2018 because of the increase in advanced safety technology. That said, the new X4 did not score an even higher mark because the AEB offered on the 20i and 20d is limited to city speeds. They also miss out on blind spot warning and lane keeping assistance. Also, considering the poor rearward visibility, all X4s should be equipped with reverse AEB and rear cross traffic alert.

The Q5 50 TDI is covered by Audi’s three-year/unlimited-kilometre warranty. Servicing is recommended every 12 months/15,000km.

Audi has two servicing plans for the 50 TDI: three-year coverage for $2040 and five-years for $3070.

The X4 is covered by BMW’s three-year, unlimited kilometre warranty, which is in line with its German luxury competition but lags behind the five-year status quo among mainstream brands.

Servicing is condition-based but you can pre-purchase a variety of service packages to add a bit of certainty to the maintenance bills. Terms range from three years or 60,000km to 10 year or 200,000km, and are available in Basic or Plus levels, with the Plus adding brake pad and disc, clutch and wiper blade replacement. 

As an example, the Basic pack costs $1495 for five years/80,0000km, while the Plus package costs $2680 for the same terms.

I'm giving the X4 a fairly low mark here based on the short warranty and the need to pre-purchase the service packages.