2018 Audi Q7 vs BMW X5

What's the difference?

It's difficult to pick between the 160 and the 200. Neither are particularly cheap but this is another of those occasions where it would be a waste of money to bring in a comparatively stripped-out entry level that nobody would buy.

If pressed, I'd say spend the extra on the 200 - it's got a fair bit more gear for the extra outlay and in both the theoretical and real worlds, it doesn't really use that much more fuel for the decent performance boost.

The e-tron is a long shot for a bigger wad of cash and is really only for those keen on a plug-in hybrid Q7. The limited competition isn't any better.

The Q7 is a belter of a large SUV - quiet, refined and reasonably capable off-road, despite its decidedly on-road focus. It goes about its business quietly, confidently and with a minimum of fuss . You know it's big, but it doesn't shout about it and, crucially, it doesn't feel like it from behind the wheel. That's a neat trick.

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 second-generation Q7 is a familiar sight on our roads. I remember the change from the first to second iterations clearly - I wasn't a fan of the old one's overbearing looks and it always looked as though it rode too high, especially on smaller wheels. As its long model cycle wore on, it became ever more bejewelled and the basic shape was lost in bling.

Thankfully, the second generation went light on the chrome and flashiness. Always riding on big rims, it looks less imposing than the original. There are some off-road nods, like vestigial wheelarch extensions, but anything with a rear diffuser is meant more for tarmac than gravel.

This Q7 is more a high-riding wagon (or higher-riding of you take the A6 Allroad into account) and seems more optimised for passenger space and utility rather than shouting 'Look at my massive car!'. Like the bulk of the current Audi SUV range, it's quietly elegant.

And inside, it's tremendous. The now de rigueur 'widescreen' feel to the interior means an airy, light space. Materials are spot on, the design coherent and sensible and the ergonomics are close to faultless. You'll want for nothing in here, with plenty of space, gadgets and style.

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 size of this car is undeniable - interior images confirm loads of space and comfort for passengers and cargo. The interior dimensions match the huge exterior (the Q7 measures 5052mm long, 1968mm wide, and 1740mm high).

The diesel-only Q7s are seven-seaters, with access to third-row seating provided by tumbling the middle row forward. You can change how many seats by specifying it with just five as a no-cost option. The e-tron is available as a five-seater only.

Rear legroom in the middle row ranges from almost zero if you slide the seats all the way forward, to 'limousine', and that obviously affects the back row. The four-zone climate control (optional in the 160) also means third row passengers don't have to sweat it out when it's hot, which is a nice touch.

Boot space starts at an already-massive 770 litres with the third row stowed, and up to 1955 litres with the middle row down. The e-tron, with its underfloor gubbins, has a slightly reduced capacity with 650/1835 litres. The bottom line is, luggage capacity is excellent when the third row is out of the way.

The car comes standard with a cargo cover, roof rails (but no roof rack, although I'm certain a dealer will sell you one from an extensive accessories list). A net-style cargo-barrier can be erected either behind the middle or front rows of seats.

Storage space is good - the interior features a shallow centre console up front, a cupholder each for up to six passengers, a good glove box and bottle holders in each door.

Gross vehicle weight is rated at 2940kg for the 160 and 200 while the e-tron, with its higher kerb weight as a result of the electric gear, is rated at 3185kg. Double the turning radius and you have a turning circle of 12.4 metres. Ground clearance is 245mm unladen and wading depth, if you're game, is 535mm.

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.

There are 12 different types of X5 in the range, not counting special editions, and pointing out where the xDrive40d sits in the scheme of it all would be like showing you a picture of the Milky Way, with an arrow indicating where Earth is located.

It's not very helpful, and you're left more confused than ever. So, all you need to know is the xDrive40d is the most powerful diesel X5 before you step up to the next level, into BMW's high-performance M-badged X5s.

The $124,990 list price also makes it one of the most expensive X5s. For exactly the same price you can buy its petrol-electric plug-in hybrid twin, the xDrive40e. I've road tested it and you can read all about why I'm an environmental failure here, or you can also stick with me for now and I'll explain why I reckon the diesel version is a better option.

First, the standard features. For all this money, you'd expect the whole costume box of features and you won't be disappointed. There's a 10.25-inch touchscreen display with surround view camera, 'Professional' sat nav, 16-speaker, 600W, harman/kardon stereo, leather upholstery everywhere (including the instrument panel), power adjustable sports front seats, a head-up display, panoramic sunroof, adaptive bi-xenon headlights, proximity unlocking, a power tailgate, front and rear parking sensors, and 20-inch alloy wheels.

Our test car was fitted with the $1700 'M Sport Package' which adds double-spoke 20-inch alloys (see them in the images), adaptive dampers, an M aerodynamics body kit, leather M Sport steering wheel and aluminium interior trim.

The heated front seats option box had also been ticked ($700), and the no-cost option 'Innovations Package' had been selected, bringing adaptive cruise control, 10.25-inch virtual instrument cluster and a soft-close function for the doors.

'Alpine White' is the only no-cost paint colour. Our X5 had the 'Carbon Black Metallic' paint which will cost you $2000, so will 'Black Sapphire', 'Atlas Cedar', 'Space Grey', 'Glacier Silver', 'Imperial Blue', 'Sparkling Brown' (I know, gross) and 'Mineral White'.

Rivals to the X5? If you want to run a model comparison there's the Mercedes-Benz GLE 350d for $125,500, Porsche Cayenne Diesel for $110,100 or a Range Rover Sport SDV6 HSE at $134,700.

All Q7s are available with same engine size - a turbo-diesel 3.0-litre V6. In the base model it spins up 160kW/500Nm. Step up to the second spec and with a bit of extra turbo boost and some software tweaks you have 200kW/600Nm. 

The e-tron plug-in hybrid runs the same diesel engine with an electric motor added. The diesel specs come in at 190kW/600Nm while the electric motor brings 94kW/350Nm to the party. It's not as simple as adding the figures together, however - Audi quotes the combined specifications as 275kW/700Nm. The battery is a 17.3kW/h lithium-ion pack under the boot floor.

Charging times vary from 2.5 hours from a 400V/16-amp supply to 10.5 hours from a household socket. 

All Q7s ship with an eight-speed automatic transmission (from ZF) with power going through all four wheels. All Australian Q7s are all-wheel drive.

Towing capacity is 750kg for unbraked trailers and 3500kg braked - the ratings are identical across the three trim levels. A tow bar is on the optional features list.

The 0-100km/h acceleration times are an impressive 6.2 seconds for the e-tron, 7.3 for the 160 and 6.5 for the 200. These are good performance numbers for a 2000kg-plus SUV with decent fuel mileage.

The question of whether the engines use a timing belt or chain has a simple answer - the Q7's engines all use a chain. The engine also features a diesel particulate filter and the turbocharger is inside the engine V for quick response. The oil type is listed in the owner's manual.

There is no manual transmission or LPG version.

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.

For the 160kW, claimed consumption is listed at 5.8L/100km, while the 200kW is barely more at 5.9L/100km. Our time with a 200kW with a few options on board resulted in an average of 8.2L/100km.

On pure electric, Audi says you can shift the e-tron Q7 up to 56km with a top speed of 135km/h. This is purely academic - after a full charge we managed about 20km on pure electric, which isn't terrible but a fair way off the claimed range.

The e-tron's claimed combined consumption figure is 1.9L/100km but we got 4.5L/100km.

The fuel-tank capacity is a hefty 85 litres with the exception of the e-tron, which carries 10 fewer litres at 75.

As the Q7 is available only as a diesel or diesel PHEV, petrol consumption is a non-issue.

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.

Hit the start stop button (like most cars, carefully hidden from view behind the steering wheel) and the 3.0-litre V6 starts quietly (or not at all in the e-tron). As soon as you're out driving, you realise how little road noise invades the cabin, even with the fat tyres all Q7s wear.

Acceleration is good in all of them, even the 160 feels quick. At speed, the cabin is super-quiet and with the air suspension the ride is almost supernaturally good. With the steel springs, you do feel the weight of the car more than with the air suspension, but it handles the bumps and grates of Sydney roads very well indeed.

The e-tron feels heavier, but the standard air suspension copes nicely with the extra bulk. In all other ways it feels extraordinarily similar to the 160 and 200, with the predictable penalty in handling. While the pure EV range might be a little disappointing, the stats tell a rosier story. Around town, you might see 0km in the digital display for electric range, but stepping off from a standstill - a big contributor to city fuel consumption - is electric, with the diesel quietly intervening at around 20km/h. All up, the MMI system told us electric drive accounted for half of city running.

From the day this Q7 landed on our roads, we've praised it for its overall refinement, good steering and handy chassis. Ride is excellent on the standard and air suspension, although the latter is clearly better but does add weight (and cost). 

This isn't an off-road review, but the capability of Audi's SUV range surprised me last year on a trip to the Audi Driving Experience where I put Q5s and Q7s through a reasonably tricky set of obstacles and alarming angles, all without the aid of off-road tyres.

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.

This current X5 has not be crash tested, but the previous generation which shares the same platform scored the maximum five-star ANCAP rating.

Advanced safety equipment includes vehicle, pedestrian and cyclist detection with radar-based AEB that will brake to avoid a collision at speeds under 60km/h.

The X5 shows its age again in the safety tech department with it missing out on reverse AEB.

The 'Innovations Package' is a no-cost option adding blind-spot warning and adaptive cruise control.

The X5 shows its age again in the safety tech department with it missing out on reverse AEB.

For child seats you'll find three top tether anchor points across the second row plus two ISOFIX mounts.

Audi offers a three-year/unlimited-kilometre warranty along with roadside assist. An extended warranty is available from your dealer.

The maintenance cost of the Q7 is controllable if you purchase an Audi service plan. This covers the basic service costs for three years/45,000km and at the time of writing costs $1900.

The stocks of Q7s appear reasonable, particularly during the current dip in the luxury market, so unless you have a weird set of options, your waiting time will be short.

Second-hand resale value stats appear strong. Audi certainly got on top of the common problems, complaints, faults and issues of the first-gen and the new car appears free of major reliability issues. The automatic-gearbox problems and diesel-engine problems of the past seem absent during my usual sweep of prominent internet forums.

Where is the Audi Q7 built? Same place as the forthcoming Q8 - Audi's Slovakian factory in Bratislava.

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.