BMW X5 vs Lexus GX

What's the difference?

This is a luxurious prestige five-seater brimming with BMW’s latest design and technology that’s not only practical for weekly family duties but can also embrace spirited driving with the push of a button. A great all-rounder for families that like a sporty edge. 

Talk about nailing the brief. If you can live with the fuel bill, the Lexus GX won’t just drag you up from a Prado, but sideways from an LC300. I still think the Overtrail looks the best, but if yours is a city life, you can’t go past the entry-level model for its value proposition.

The latest front-end design features subtle revisions to BMW’s signature 'kidney' grille theme, highlighted by slimmer matrix LED headlights with chevron-shaped DRLs that incorporate the turn indicators.

There’s also an ‘iconic glow’ function, which illuminates the twin-grilles at night in-sync with the external courtesy lights when approaching and departing the vehicle. Lower front air-intake and tail-light treatments have also been revised.

The dash features a new curved instrument panel. Based on BMW’s latest generation 'iDrive' operating system, it consists of a 12.3-inch driver’s info display and 14.9-inch control display presented across the same seamless glass surface.

The control display’s touchscreen functionality has allowed dash buttons and switches to be minimised.

This new design dash has a blend of synthetic leather trim and dark brown/high-gloss woodgrain surfaces, along with new LED ambient lighting and gear-selector design.

The rear seat is sumptuous and spacious, even for someone my height (186cm). There’s ample knee and headroom and it can seat three kids in comfort, but for adult passengers wanting that 'business class' feel it would be ideal for two.

My only criticism of the new instrument display is that with more than 30 applications displayed on the expansive control screen, it can be distracting at times trying to visually locate and operate these functions while driving.

And, depending on sun angle, there were also complaints from different front seat passengers on different days about blinding glare caused by the dash’s high-gloss woodgrain inserts. Fortunately, the driver is unaffected by these reflections.

I reckon Lexus has nailed the brief with this GX, especially in the deep 'Graphite Black' which makes it look even tougher.

It’s worth pointing out there are two distinct looks on offer with this Lexus, the Overtrail fitted with smaller wheels, off-road rubber, more aggressive arches and unique bumpers.

The Luxury and Sports Luxury are more street style, and I think the GX Overtrail looks ace. There’s no over-the-top grilles or design flourishes, just a big, blocky SUV that looks plenty tough.

Inside, it’s a high-tech and premium feeling space. The seats are lovely, the tech is big clear and easy to use, the cursed Lexus 'Remote Touch' track pad has been consigned to the history books in favour of a touchscreen and the lovely cabin materials extend to the back tows, too.

With its 2165kg kerb weight and maximum allowable weight of 2885kg, our test vehicle can legally carry up to 720kg.

That should be ample for five adults (even better for kids) and their luggage, of which up to 100kg can be carried on the roof rails using a rack or roof box (both in BMW's accessory range).

Powered upper and lower tailgates provide good access to the luggage area, which is carpeted and equipped with a roll-out privacy screen, load securing hooks, a 12-volt accessory outlet and a first-aid kit stored behind a removable side panel.

The space-saver spare and tools are stored below the hinged load floor, so all luggage must be removed to access them.

Internal luggage space with the rear seat upright is 650 litres (0.65 cubic metres) which expands to 1870 litres (1.87 cubic metres) with the rear seat folded flat.

A useful load-carrying feature when the rear seat’s backrest is upright is a hinged centre section that folds forward and flat to carry long and narrow items.

These can stretch all the way from the tailgate to the dash if need be, which could be handy for carting anything from skis to home hardware purchases (firmly secured, of course).

It’s also rated to tow up to an impressive 3500kg of braked trailer, which matches the class benchmark for one-tonne utes.

However, given that tow-ball download (TBD) is usually around 10 per cent of trailer weight, the X5’s maximum TBD rating of only 140kg could be a challenge if 3500kg towing is required.

Front of cabin storage includes a big bottle-holder and bin in each front door, a glove box and on the right-hand side of the dash a pull-out driver’s bin, both of which are felt-lined.

The centre console, in addition to its wireless phone-charging pad, USB-A port and 12-volt outlet, has two small-bottle/cupholders up front and a large box at the rear, housing a USB-C port and topped by a padded dual 'brochure fold' lid that double as an elbow-rest for driver and front passenger.

Rear seat storage includes a large-bottle holder and bin in each door and pockets on each front seat backrest. The rear of the centre console has two storage nooks for small items in addition to its air-vents, two USB-C ports and a 12-volt outlet. There’s also a handy tablet-mount and USB-C port on each front seat backrest, which is great for long trips.

Folding down the rear seat’s centre armrest reveals two pop-out small-bottle/cupholders. And under its hinged lid is a hidden felt-lined compartment that’s ideal for storing slim screened devices away from prying eyes.

The GX is a big truck, though admittedly not Lexus’ biggest , stretching just over 5.0m in length, a little more than 2.1m in width, around 1.9m in height and riding on a 2.85m wheelbase.

Only the Overtrail is a five-seater, with the more road-focused trims providing seating for seven. It also means the Overtrail gets more boot space, while the seven-seaters gets 291 litres of room behind the third row, growing to 1138 litres and 2177 litres when you start lowering the seats.

All models weigh in excess of 2.5 tonnes, by the way, and will tow a 3.5-tonne braked trailer. And for reasons known only to Lexus, there are 12 cupholders included, which means each passenger can bring 1.7 drinks.

The big question with seven-seaters is how much room you have in the back, and the GX is pretty generous. I enjoy plenty of room for my 175cm frame behind the driver’s seat, and climbing into the back is relatively easy, too.

The middle-row seats collapse and fold right away, meaning you can climb into the third row without too much grunting. And once there, you’ll find room for adults along with two of the five USB connection points dotted around the cabin.

Believe it or not, the shiny beast you see in this review is the entry-level Lexus GX, the 550 Luxury, which lists at $116,000, before on-road costs.

Now be warned, according to Toyota’s website, that translates into more like $128,000, drive-away (in NSW). It’s also a long way above the entry-level Toyota Prado, the GX, which lists at $72,500.

But something, something, something ‘premium’, I guess. And besides, you do get a whole lot of stuff — and a whole lot of engine — for your money. 

The entry-level GX nabs 20-inch alloys with a full-size spare, LED lighting all around (including DRLs and fog lights), front and rear scuff plates, roof rails and a powered tailgate hinged at the top, rather than the side.

Inside, there’s seating for seven, wrapped in synthetic leather, heated and ventilated front seats, and heated window seats in the second row. There's also three-zone climate, a 14-inch central screen with wireless Apple CarPlay and Android Auto, a 10-speaker stereo, a 12-3-inch driver screen, a head-up display and wireless device charging.

The Sports Luxury is the most expensive GX at $128,200, before on-roads, and it gets 22-inch wheels, adaptive suspension, better lighting and a fixed glass roof with a sun shade. Inside, there’s a 21-speaker Mark Levinson stereo, leather seats with a massage function for the front row and a digital rear-view mirror amongst other added goodies. 

Then smack-bang in the middle of the GX range is the Overtrail, which lists at $122,250, and is designed to be the most off-road-focused model of the lot.

It rides on 18-inch alloys, gets special 4WD-focused bumpers and provisional mounts should you want to install rock rails. There’s also an electronic rear diff lock and what Lexus calls its 'Kinetic Dynamic Suspension System', which automatically disconnects the front and rear sway bars for serious wheel articulation when off-roading.

Inside, it’s a five-seat-only deal, with a synthetic suede seat material and unique design treatment.

The X5 xDrive40i is powered by BMW’s legendary 3.0-litre DOHC 24-valve in-line six with state-of-the-art technology.

This includes twin-scroll turbocharging, variable valve/camshaft timing and 48-volt mild hybrid technology (delivering up to 9.0kW and 200Nm) using an electric motor integrated with the transmission.

The combined effect is optimised power and throttle response (0-100km/h in 5.4 secs) with minimal fuel consumption and Euro 6d emissions.

It produces 280kW between 5200-6250rpm and 520Nm of torque (this can reach 540Nm with hybrid input) across a remarkably wide and flat peak torque band between 1850-5000rpm, which showcases its flexibility. There’s also auto start-stop and selectable drive modes.

This is paired with BMW’s smooth and sharp-shifting eight-speed torque converter automatic, which combines the best characteristics of a dual-clutch and traditional torque converter transmission.

There’s overdrive on the seventh and eighth gears to optimise fuel economy and the choice of rapid manual-shifting using the steering wheel paddles.

Power reaches its wide tyres through the xDrive intelligent all-wheel drive system, which actively varies the engine’s torque distribution between the front and rear wheels to optimise traction at all times.

BMW’s ‘Efficient Dynamics’ also includes brake energy regeneration with recuperation display and many other standard features to enhance driving safety and efficiency.

This is a pretty straightforward choice, as you get to choose from exactly one engine option. Every GX scores a very punchy 3.5-litre, twin-turbo V6 engine, along with a 10-speed automatic that feeds the power to all four wheels.

The engine produces 260kW and 650Nm and it feels sprightly.

BMW claims combined average (WLTP) fuel consumption of 9.9-8.5L/100km. Our 415km test comprised a mix of suburban and highway driving and when we stopped to refuel the dash display was showing 10.2L/100km which was line-ball with our own 10.6L/100km figure, calculated from fuel bowser and tripmeter readings.

So, based on our figures, you could expect a realistic driving range of around 780km from its 83-litre tank using standard 91-octane petrol.

It is thirsty, the GX. It has a big 80-litre fuel tank and the official fuel consumption figure for the combined (urban/extra-urban) cycle is 12.3L/100km.

That translates to a theoretical range of 650km. But I don’t love your chances. We were using more like 20 litres per hundred kays (though that was in the city) which drops the range figure to more like 400km.

It’s supremely comfortable, with front bucket seats that offer powered-adjustment of height, reach and backrest angle along with side bolsters that can tighten their grip of your upper torso.

There’s also two-way lumbar support, that adjusts not only how far it pushes your spine forward but also allows that pressure point to be raised or lowered.

Combined with its power-adjustable leather-rimmed steering wheel, it would be hard not to find a comfortable driving position.

Eyelines to all mirrors are good and over-shoulder blind-spots are minimal. Front and rear occupants can talk without raised voices thanks to low engine, wind and tyre noise at highway speeds.

As you’d expect, it has high build quality and a tangibly solid feel as though it was machined from a single block of steel, from the satisfying thuds of its closing doors to the absence of shudders or rattles on a variety of roads.

It also has two personalities, which can be switched in an instant. In 'Comfort' mode it will happily cruise around city and suburbs as a mild-mannered family car, fulfilling daily duties like work commutes, school drop-offs and pick-ups, supermarket shopping and the like.

However, flick the drive mode to 'Sport Plus' and you awaken, well, if not ‘the ultimate driving machine’ then something close.

Its optimised drivetrain and handling settings feel more like a sports sedan than a family car, which can turn any winding mountain road into an engaging experience.

It has impressive reserves of cornering grip and braking force, combined with sparkling engine response and fast sequential manual-shifting at your fingertips.

It feels impressively agile, with all-round response that belies its 2.0-tonne-plus kerb weight, backed by a symphony of sounds from its sublime in-line six.

Piloting a big 4WD with genuine off-road aspirations in the city is always a lucky dip, but the Lexus GX falls on the more car-like side of that equation.

Sure, it never feels quite as tight as a true road-focused SUV, but nor does it feel overly floaty and hard to manoeuvre. In fact, should you never venture off the tarmac — which I suspect is a category many of its owners will fall into — you can pretty easily forget you’re driving a Prado-based 4WD.

The steering feels a little vague, and the manoeuvrability isn’t terrific, but the tech on board makes navigating tight spaces pretty breezy, and I found it easy enough to drive and park in town.

That engine, by the way, is a gem. Sure, you can feel your child’s trust fund evaporating every time you flatten the accelerator, but the GX doesn’t want for grunt, and you’ll have no problem getting going and up to speed.

The transmission is seamless in the way it goes about its business, and while not particularly quiet, the drivetrain feels like it perfectly suits the nature, and size, of the GX.

In short, it's an off-roader that won't sap your will to live should you never venture off the tarmac, and it looks damn good doing it, too.

The GX features a long safety list (think AEB, lane keeping assist, rear cross-traffic alert, etc), and while not yet ANCAP tested, I’d be surprised if it didn’t nab a strong rating.

But I want to call out one feature you’ll love, especially if you’re nervous about driving a bigger vehicle.

It’s technically an off-road camera, which fills the 14.0-inch central screen with exactly what's happening beneath the tyres, but it also comes in plenty handy when parking.

Basically, the GX disappears from the 360-degree bird's-eye view, meaning you can see exactly where the parking lines or lane markings are.

The airbag count runs to nine, including full-length side curtains and there are three top tethers and two ISOFIX anchors across the second row for securing child seats and/or baby capsules.

BMW covers the X5 with a five year/unlimited km warranty and offers several service plans to suit different budgets and requirements.

For example, the 'Service Inclusive Basic' package covers all scheduled services over five years/80,000km for a total of $3450, or an average of $690 per year.

The GX is covered by Lexus' five-year/unlimited kilometre warranty, which is good. And there’s five years capped-price servicing, which is also good.

But less good is the fact service intervals are every six months, which is annoying, and they cost $595 a pop, which means you’re looking at almost $1200 a year to keep this on the road - or almost six grand over the first five years.