BMW_Dude

The original BMW X5 made quite a splash when it hit UK showrooms in 1999. It wasn’t the world’s first upmarket 4x4 – the Range Rover preceded it by nearly 30 years – but its arrival, more than that of any other model, helped to kick-start the surge in popularity for full-size SUVs. The X5’s blend of desirability, sporting attitude, BMW quality and class-leading road manners made it the first choice for more than 50,000 British buyers.

Environmental concerns mean the SUV sector is less fashionable now than it was eight years ago, but that hasn’t stopped BMW predicting great things for its second-generation X5. The larger newcomer is cleaner and more efficient than its predecessor, has revised front suspension to improve dynamics and, perhaps most importantly, now offers family buyers the option of seven seats. However, the premium 4x4 market is flooded with talented machinery – such as the Audi Q7. The manufacturer took its time to jump on the SUV bandwagon, but its seven-seat offering aims to be all things to all men, combining space, comfort and quality with real driver appeal. Yet it’s unlikely the Germans will have everything their own way in this test. Our current class champion is the Land Rover Discovery. It makes no pretence at being sporty, but its sheer versatility has won it a legion of fans.

Here the three meet for the first time. Will the BMW X5 sink
or swim in this key UK test?


1st place:


Meet the odd one out. It’s British, unashamed of its off-road roots, isn’t even on speaking terms with the concept of sportiness and is squarer than a breeze block. So what is it about the Land Rover Discovery – winner of the 4x4 Off-Roader class at Auto Express’s New Car Honours for two years in a row – that makes it so good?

This is no luxury SUV – it has an almost military layout with squared-off edges and bare plastics, plus a driving position a tank commander would be happy with

Part of the reason for its success has to be its honest approach. This isn’t a car that tries to deceive buyers. From its cliff-like nose to its flattened tail, what you see is what you get with the third-generation Discovery. Neither rival would be dare be spotted with black plastic body mouldings or door handles, yet this car wears them with pride – an early indication of the big Brit’s utilitarian approach.

For further proof of that, simply open the asymmetric two-piece tailgate. No matter how much luggage space you need, the Land Rover will cope. Even with all seven seats in position there’s room for nearly 300 litres of kit, while those occupying the last pair of seats enjoy palatial accommodation – there’s virtually as much legroom as in the middle row, where the three individual chairs all slide independently.

Unlike in its opponents, you see a lot of bare metal while operating the seat mechanisms, and the handles aren’t as simple to use. But once you are familiar with it, the seating can be dropped flat quickly and easily to create a concert hall-sized load area 808 litres bigger than the BMW’s.

Step up into the driver’s seat – and make no mistake, it really is a step up – and you’re struck by three things: the panoramic view out, the endless amounts of stowage space and the relatively unsophisticated design.

This is no luxury SUV – it has an almost military layout with squared-off edges and bare plastics, plus a driving position a tank commander would be happy with. What’s more, the thin pillars,
vertical sides and visible bonnet make the Land Rover very easy to place on the road, so urban driving is not as intimidating as you might expect.

It helps that the TDV6 engine is immaculately behaved. The surprisingly soft engine note is barely audible, there are no vibrations and the gearbox is faultlessly smooth. But there are two major downsides. The 2.7-litre powerplant has only 189bhp and 440Nm of torque, which has to push along 2.7 tonnes of 4x4.

Its weight means the Discovery is slow and inefficient, even by SUV standards. But it makes no pretence at offering strong performance, and you soon find yourself adapting to the Land Rover’s more relaxed driving style.

OK, the engine is relatively lazy and lethargic, but don’t forget this is a versatile family car, not a hot hatch. So you shouldn’t be surprised to learn that after the German pair, it feels ponderous when changing directions, leans heavily around corners and has inert steering.

However, we’d argue comfort and refinement are of far more importance – and in those areas, the Discovery is peerless. Although the 0.41Cd aerodynamics mean it barges through the air, very little wind noise filters into the cabin, and the air-suspension does a great job of covering up the worst surfaces British roads can throw at it.

Although the Land Rover has the highest list price, the range-topping HSE model is generously equipped. And let’s not forget that when it comes to off-road ability, the Discovery is unstoppable.

2nd Place:


The new X5 is an SAV, not an SUV. So says BMW, which insists its off-roader is a Sports Activity – rather than Utility – Vehicle. This seems like a minor point, but it highlights the fact the German company is targeting a lifestyle audience rather than families alone.


Its damping is more absorbent, despite the standard run-flat tyres, yet it doesn’t steamroller bumps nearly as well as the Discovery
In reality, the firm knows it can’t afford to alienate those who will be filling all the chairs on a regular basis. That’s why the new X5 is 187mm longer and features the option of seven seats – although it’s much shorter than the Q7, and the extra pair of chairs costs £1,320.

That looks poor value when you find out how small, hard and cramped they are. With only 510mm of legroom, adults shouldn’t even try to negotiate their way into the rearmost seats. At least all the handles that tilt and slide the middle row are chunky and easy to use, and the bench provides ample space for three.

The X5 is not only BMW’s first-ever seven-seater, but also boasts the firm’s largest luggage capacity – 1,750 litres with all the chairs folded flat. That sounds good until you learn the Disco’s load bay totals 2,558 litres. In fact, the BMW’s boot is smaller all-round than either rival’s – although people coming from the existing X5
will be impressed that the capacity in five-seat mode has grown from 465 litres to 620 litres.

It doesn’t offer quite the space and flexibility of its opponents, but BMW has done enough to improve matters without making the X5 too big and bulky. In fact, it appears smaller and more athletic than its predecessor, with sharp creases and a more aggressive nose. Externally, it undoubtedly looks more similar to the X3, but there’s no evidence of corner-cutting inside.

The design is a fusion of old X5 and current 5-Series, with an extra splash of user-friendliness. There are plentiful cubbies, a space-saving joystick-style gearlever and electric parking brake, and apart from the confusing iDrive cabin control dial, the switchgear is both legible and logical.

But from behind the chunky wheel, the X5 doesn’t feel that much like an off-roader – it’s luxurious rather than utilitarian, although the superb seats, which give you a commanding view of the road, are welcome.

The 3.0-litre diesel is one of the world’s best oil-burners, and has been tweaked to produce 235bhp and 520Nm of torque. So even though the X5’s weight has climbed by nearly 150kg, it’s far from slow. The six-cylinder unit is eager and more responsive than the Q7’s, as well muffled as the Discovery’s and is linked to a smooth and fast new six-speed auto box.

Even though the X5 has always traded on its performance, it’s good to know that the power is backed up by strong brakes and crisp, involving handling. With a bodyshell that’s five per cent stiffer and double wishbone front suspension, the BMW feels stable in corners and has great poise and traction. It’s nimbler and more wieldy than the Q7 and the ride is improved, too.

Its damping is more absorbent, despite the standard run-flat tyres, yet it doesn’t steamroller bumps nearly as well as the Discovery. Stiff suspension settings mean you’re much more aware of what’s going on underneath the car – good for driver confidence, but not for comfort.

The X5 isn’t cheap (prices have risen by over £3,000), yet that’s justified by the improvements the second-generation model offers.


3rd Place:


Size matters. Or at least that seemed to be Audi’s philosophy when it came to developing its first off-roader. The Q7 is massive: 250mm longer and 68mm wider than the Discovery with a wheelbase of more than three metres. It only looks small when parked next to the Land Rover in our group shot because it’s comparatively low at 1,737mm.

The well insulated cabin and raised seating does a decent job of distancing you from the world outside, but the suspension undoes that good work

Trouble is, unlike most other Audis, which tend to be neat and handsome, the Q7 isn’t particularly well executed. The heavy flanks and tall nose make it look big, bulky and cumbersome, while its sheer size means the styling comes across as clumsy – BMW’s decision not to follow suit and build an equally large machine seems to be a clever move.

But can the Q7 win back points inside? There’s no denying it’s spacious – not even the Land Rover could match the Audi’s 2,040mm maximum load length, while the X5 fell 155mm short. The one-piece tailgate makes the area more accessible, too – were it not for the high load sill. Even with the air-suspension lowered, the boot floor is 830mm above the road, and when you combine this with the low roofline, the height of the cabin is limited. That hampers maximum load volume, and is also bad news for headroom.

The rearmost seats are standard in the Q7, and they undoubtedly offer more knee clearance than the X5’s – although adults will still be sitting with their legs splayed. Access is awkward, too, but more puzzlingly the middle row features a shorter, narrower and harder centre chair, which quickly becomes uncomfortable.

The front seats aren’t particularly well padded, either – this S line model features sports chairs that increase support, but aren’t so cosseting. As with the X5, there are few reminders that you’re sitting in an off-roader – the layout is similar to the A6’s – yet Audi hasn’t overlooked its legendary construction standards while building the cockpit.

Unfortunately, it didn’t put enough thought into the view out. The combination of swept-back A-pillars and vast door mirrors means forward visibility is a real weak point. This, combined with the Q7’s sheer size, makes it extremely tricky to manoeuvre around town.

Urban settings don’t exactly give the engine much space to breathe, either – and the 3.0-litre V6 diesel is at its best when allowed to stretch its legs. At low speeds, there’s too much noise intrusion and the sluggish throttle response is more noticeable, but with 500Nm of torque at 1,750rpm, the Q7 has impressive overtaking ability – provided the road is wide enough.

Yet the engine isn’t as cultured and well mannered as either rival’s, and similar criticisms can be aimed at the suspension set-up, too. Equipped with 20-inch alloys and low-profile tyres, it’s no wonder the Q7 has a lumpy, thumpy ride. Even with the air-suspension in comfort mode, it’s not very cosseting.

The well insulated cabin and raised seating does a decent job of distancing you from the world outside, but the suspension undoes that good work. It’s not as if the Q7 handles brilliantly, either. Admittedly, it’s far more responsive than the Disco, with limited roll and precise turn-in, but it feels skittish – unlike the BMW, it doesn’t seem to have a proper grip on the tarmac.

The Q7 range starts from £37,285, so it undercuts the X5. But both models have costly and extensive options lists – the extras added
to our Audi raised the price by nearly £7,000.

Source = Auto Express

Mr. M

Heh, what an incredible sight seeing the Q7 swim in the river - haven't got time to read the review, but the pic sure is amusing...

Yannis

Only a British car magazine would put the Land Rover in first place when compared to Q7 and X5.

merve_extreme

the reason why BMW lost is because they considered offroading abilitites as well,the only comparable German SUV's that can go offroading are the Mercedes GL and ML with offroad pack,but GL too expensive for the test and the ML doesn't seat 7.

i think Q7 is a overhyped SUV,as it dosent offer anything special.it isnt good offroad as an GL or ML with O/P or it is not as good as the X5 on the road,so what is the hit point of this SUV.

Centurion

The Cayenne is a very good off roader but pretty expensive though.

merve_extreme

yes i agree,the Cayenne is very good offroad but then it doesnt have a diesel,so its more of a sports SUV that goes offroad well,not a one that you buy for practical reasons and its expensive compared to this trio.

Yannis

The Q7 is nearly as good as X5 on the road and nearly as good as GL/Touareg off road so it's the best compromise between on and off road.
Also the interior space and quality are superior to X5's.

shonguiz

Sorry yannis but there's a clear gap between X5 and Q7 on road.

Yannis

I 'm not so sure. All the reports praise Q7's handling.

atuv

My thoughts exactly.
And where the heck is the ML? a ML550 would've been awesome