BMW X5 vs Ram 1500

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. 

New engine or not, the facelifted Ram 1500 continues the theme of big US pick-ups by being capable of extreme towing feats as well as offering interior and cargo space that the mid-sized dual-cabs can only dream of.

That said, if you don’t need to tow 4.5 tonnes or seat five large adults, then maybe the 1500 and its ilk are overkill. Certainly, that’s the mood among many consumers who simply find them too much of a good thing.

Our pick would probably be the Laramie Sport for its superior ride quality, more sensible 20-inch tyres and reduced price. It can also tow a little more than the Limited, if that’s important to you.

On paper, of course, the Limited with its stonking engine tune should get our vote, but there’s absolutely no way the less powerful Laramie is anything but a powerhouse in its own right. But either version manages to carry off the feeling of being a high-end product, with refinement levels lacking in a lot of diesel-powered alternatives.

Yet, there are still compromises: The Ram is unlikely to be especially compatible with the average Aussie bush track (in width terms, anyway, on tracks formed by Toyota LandCrusiers and Nissan Patrols). And even though efficiency is up with the new engine, this will still not be a cheap vehicle to run day to day. Nor is the purchase price any less scary than its competitors’.

And of course, as with any of these full-sized trucks, buying them for the right reasons rather than a fashion statement is crucial to their viability once the new-car shine has worn off and car spaces begin to look smaller and driveways narrower than they ever have.

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

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.

There’s not much point releasing a new model if your neighbours can’t pick the difference. So, Ram has revised the front and rear fascias of the pick-up with new grilles and a specific bonnet for the Limited. There are also new head and tail-light assemblies, a new front bumper and alloy wheel designs.

The Limited is a little sportier looking thanks to blacked-out door handles, grille, mirror covers, and the headlights that include an animated welcome when the vehicle is unlocked.

Ram calls this black-out stuff the Night Edition and it’s been made standard on all Australian Limiteds. The flagship version also gets a more sculpted bonnet for a more aggressive look. Strangely enough, though, all those black-outs somehow make the base grade look a little more high end to some eyes.

The rest of the deal remains the usual biscuits and gravy of big pick-ups, including the two-plus metre width and the requirement to often find two adjacent parking spaces before the grocery shopping can commence. What did you expect?

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.

Inside, the 2025 Ram 1500 is also updated with a larger 14.4-inch infotainment touchscreen with wireless Apple CarPlay and wired Android Auto, supplemented by a 10.5-inch passenger screen and dual wireless smartphone chargers.

The passenger’s screen is a big deal, too, as it allows the passenger to upload navigation way-points and destinations, watch a movie, or search the internet via a connected phone. And the driver sees none of it thanks to the blackout screen tech.

Even though Ram has obviously gone to a lot of trouble to make the right-hand-drive conversion seamless and perfect, we still wonder why the indicator stalk wasn’t moved to the right of the column. Cost, probably, and the placement of the rotary dial for gear selection is less than perfect, too. What we’d really like to see would be a column-mounted gear-shift, as well as paddle shifters which are brilliant when towing big loads.

The front-seat area is home to no less than three USB-A and three USB-C charging ports, while there are also two of each in the rear seat.

There’s a storage area under the rear seat which also flips up to form a large load area. There’s even a secret cubby-hole under the carpet in the rear capable of storing a laptop or small bag.

In place, the rear seat is another of the Ram’s big selling points compared with conventional dual-cab utes. The foot and leg room is strides ahead of the mid-sized pack and the seat itself is also a better class of perch. The dual-pane panoramic sunroof keeps it all light and airy, too. Plenty of grab handles and those automatic side-steps make getting in and out a pretty civilised process.

Despite the change in engine, the six-cylinder pick-up retains its 4500kg maximum braked towing capacity – at least in Laramie Sport form. That, however, is contingent on the use of a 70mm tow-ball, while towing drops back to 3500kg with the standard 50mm ball. All Aussie Rams have a tow-bar as standard.

The Ram 1500 Limited drops 300kg in its maximum braked towing capacity rating to 4200kg. That, says Ram, is purely because the Limited is a high-performance vehicle first and a load-lugger second, although one suspects the 22-inch Pirelli Scorpion tyres might be a factor in that as well.

As for payload, the 2025 Ram 1500 Laramie Sport features an 863kg capacity, while the Limited comes in at 782.5kg – 20kg and 17.5kg more than the pre-facelift version.

The tub features a spray-on liner and a cargo divider. There’s also a standard tri-fold tonneau cover for Australian 1500s, not to mention a fold-out step for accessing objects at the bottom of the tray. Powered side-steps are also standard on our Rams, backing up the prestige price-tag.

A powered tailgate is another nice inclusion which can be raised and lowered by touch or via the key-fob.

Fortunately, the twin storage bins along the top of each side of the tub remain, complete with their drain holes just perfect for adding ice and cool drinks.

The first thing to know is that the cut-price, $120,000, Bighorn variant of the Ram 1500 has not made it to the other side of the transition to the facelifted Aussie range. Instead, the range now kicks off with the Laramie Sport which, at $141,950, before on-road costs is exactly the same price as the outgoing Hemi-powered version.

The only other grade in the current line-up is the flagship Limited which now carries a sticker of $159,950, which is $3000 up on the previous Limited. If you can wait until very late this year (according to Ram) there should be a Bighorn replacement available to bring the price of 1500 admission down considerably.

However, it’s worth remembering that the previous Bighorn model missed out on some important safety kit, so until we’ve seen the specifications, we’ll reserve judgment.

There’s no getting around the landed cost of these vehicles (thanks to the typically dreadful exchange rate plus the cost of converting them locally to right-hand drive) puts them at the premium end of the price scale. So, to fit with that, Ram has made a lot of gear standard on Australian examples - gear that is not standard in the US, for instance.

That includes things like the panoramic twin-sunroof, the Night Edition graphics on the Limited, but across the board, these are highly specified vehicles.

For instance, the entry-level Laramie Sport (which uses the standard output version of the new engine) gets all the driving modes and all-wheel-drive functionality, LED lighting, the 14.2 inch, portrait-oriented central screen, Harman Kardon stereo, 20-inch alloy wheels, dual wireless phone charging, wireless connectivity, powered tailgate, reversing camera and parking sensors.

Leather trim is standard and so is the overall interior look that suggests high-end finishes and fittings. Heated and ventilated seats in all five positions are also standard.

Move up to the Limited and things get even swisher. The front seats now have a five-way massage function, there’s extra safety in the form of traffic sign recognition, the headlights feature an animation function, there’s proximity lighting, a switchable digital rear-view mirror, surround cameras and 22-inch alloy wheels. Crucially, there are also mechanical upgrades including the high-output version of the Hurricane engine and air suspension. The fuel tank also grows from the Laramie’s 98-litre unit to a full 125 litres.

What’s missing? At this price-point, an electrically adjustable steering column and a head-up display for the driver, not to mention a network of smart towing cameras and electronic towing-assistance programs that at least one of the Ram 1500’s major competitors boasts as standard.

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.

Here’s where the Ram world gets flipped on its head.

The new inline six-cylinder engine for the 1500 measures 3.0 litres which sounds like a relatively small unit for a vehicle this size. But don’t be fooled, because with twin turbochargers it really comes out swinging.

There are two states of tune for the engine dubbed Hurricane, starting with the basic tune that develops 313kW and 635Nm of torque. That’s a good chunk more than the old V8, in fact, 22kW and 79Nm more.

But it gets better. If you pony up for the higher-spec 1500 Limited you’ll find the engine bay now contains what Ram calls the 'high-output' version of the Hurricane. In that form, it cranks out an impressive 403kW and 707Nm. In old-school horsepower terms, those 403kW equal 540 ponies.

The extra power and torque comes from more turbo boost and, to cope with that, the High Output version of the engine sports a little less compression but twice the number of fuel pumps (two) to deliver the fuel.

Both versions of the inline six also use an intercooler with its own cooling system, rather than relying on the engine’s coolant reservoir.

In each case, the turbocharged engine sends its outputs through an eight-speed conventional automatic transmission.

The Ram also features four-wheel drive with a two-speed transfer-case for low-ratio off-road gearing. As well as two-wheel drive and a low-range four-wheel-drive setting, there’s also 4WD auto mode that allows the Ram to be driven on bitumen in all-wheel drive which is a huge bonus when towing in wet conditions.

The updated pick-up also offers five drive models, selectable via the steering wheel buttons. They include Normal, Sport, Towing, Off-Road and Snow.

Mechanically, the main difference between the two grades (engine output aside) is underneath where the Limited gets air suspension rather than the Laramie Sport’s conventional steel coil springs.

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.

Because of the classification the Ram 1500 falls into, there’s no compulsion for the manufacturer to state an official fuel consumption figure in Australia. And in this case, Ram doesn’t.

The most definitive statement we could get was that the 313kW tune is 12 per cent more fuel efficient than the outgoing Hemi V8, and the high-output engine is closer to 3.4 per cent more efficient. Although whether that extrapolates directly to a 12 and 3.4 per cent fuel saving respectively is not clear.

Our test drive included a stretch of gentle highway cruising, during which we saw an average of about 8.5 litres per 100km, which is about the best you can hope for, but remains a decent figure for such a machine.

In normal use, you can expect that to creep up, and seat of the pants says the standard-output engine should be good for a high 10 litres per 100km, and the high-output unit closer to a high-11.

Obviously, that will go to hell during off-road work or when towing any sort of trailer.

With the Laramie’s 98-litre fuel tank, that model should see an easy 700 to 800km between fills, while the Limited’s larger, 125-litre tank, should take it closer to a realistic 1000km range.

Bear in mind, though, that while the Laramie is happy with standard ULP, the higher compression and extra turbo boost of the Limited means it requires the more expensive Premium brew, which might be harder to find in the outback.

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.

If speed and acceleration were your only metrics, then the new Hurricane six-cylinder engine really delivers. Against a zero to 100km/h time of about 7.5 seconds for the outgoing Hemi V8, the standard-output Laramie Sport takes around 6.2 seconds for the same journey.

Point the high-output version down the same piece of hotmix, and the time to 100km/h falls even further to about 5.5 seconds and maybe even less if you get the perfect launch. Oh, and those figures were recorded with the transmission in 4-Auto, as trying the same thing in two-wheel drive will see the rear tyres turn into smoke bombs.

So, yes, it’s very fast for such a big truck. In fact, it’s fast by any standards, really. But does it feel 'right’ for a pick-up?

While it’s obviously not a V8, there is a huge sense of swelling, cresting performance on tap as well as a feeling that the turbo boost is available pretty much immediately. There’s very little lag, in fact, and, in the traditional manner of inline sixes, the Hurricane feels smooth and sweet all the way across the face of the tachometer.

What you can also feel is the eight-speed transmission really making its presence felt. Obviously, getting this much mass moving requires full use of all those ratios and even though the shifts themselves are crisp and silky, there is more evidence of the transmission at work than in a lighter vehicle with the same sort of torque. File this under `observations’ rather than `complaints’.

The steering is light but accurate and helps create the impression that the Ram is not as big to drive as it is to look at. That’s helped by the ride quality which, frankly, is superior in the base grade with its conventional steel springs. The Limited on its air springs feels a bit more lively and jiggly over patchy surfaces, but part of this is also surely the difference between the Laramie’s 20-inch tyres and the 22-inch Pirellis fitted to the Limited.

There’s a degree of tyre roar on coarse surfaces but, overall, if all you know about American picks-ups is hitching a ride in a 1976 F-100, you’re going to be very impressed at how these things have matured and become refined to the point where they’re a genuine high-end experience in many ways.

As well as all the driver aids seen when this model was originally launched a few years ago, the facelift has brought some important safety upgrades. Those start with a steering assistance system that works in conjunction with the new forward collision warning program.

There’s now also intersection-assist and a driver drowsiness monitor. The Limited adds to that with traffic sign recognition and a surround camera system.

Existing driver aids across the range include autonomous emergency braking (AEB), blind-spot monitoring, lane-keeping assistance and six airbags including curtain airbags.

A tyre pressure monitoring system is also a great safety feature in a vehicle like this that might be frequently hitched up to heavy loads. Throw in a reversing camera and front and rear parking sensors and it starts to look okay.

But the one thing that is missing is the equivalent towing assistant package that is so popular on the Ford F-150. With a range of cameras and electronics to guide the hitching-up process and then monitoring the load en route, the Ford’s system should be standard on all these big tow-rigs.

The Ram also has adaptive cruise control but, for those who don’t like these active cruise systems, a standard cruise control setting is available at the flick of a switch.

Three ISOFIX child restrain mounting points are fitted to the rear seat.

The Ram hasn’t been crash tested and, since there’s no compulsion to do so in this class of vehicle, don’t expect one to be hurled into the crash-lab wall any time soon.

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.

Ram probably needs to do a bit of catching up in this department, as the 1500 seems off the pace warranty wise.

The three-year/100,000km factory warranty might be okay in throw-away North America, but it doesn’t really send the right message here. For reference, the Chevrolet Silverado range also has three-year warranty, while both the Ford F-150 and Toyota Tundra run to five years of cover.

Service intervals are every 12 months or 12,000km, and Ram has no capped-price servicing for the pick-up, although previous experiences tells us that the Hemi version was quite reasonably priced to service. Let’s hope that continues with the turbocharged version.