Having spent considerable time behind the wheel of almost every contender in the super SUV class, I’ve developed some strong opinions. The BMW X5m Competition consistently stands out, albeit with a unique set of trade-offs compared to its rivals.
Let’s dive into a head-to-head comparison. The X3M Competition, while sharing the agile handling DNA of the X5M, pushes the boundaries of harshness even further. It mirrors the cornering prowess of an Aston Martin DBX707 or Lamborghini Urus when driven aggressively, but sacrifices significantly in comfort and interior space.
The X5M Competition itself claims the crown for best overall handling and driver engagement, though not without compromises. Its ride comfort is arguably the worst in the segment, and it exhibits some awkwardness during transitions, lacking rear-wheel steering or advanced suspension trickery.
Contrasting sharply, the Bentley Bentayga prioritizes passenger pampering above all else. Its comfort is unmatched, but this comes at the cost of dynamism, feeling somewhat ponderous when pushed. The Porsche Cayenne Turbo GT aims for a different approach, attempting to channel the spirit of a 911. However, it ultimately feels somewhat sterile, lacking a distinct character until pushed to its limits on twisty roads, much like its sports car sibling.
The Audi RSQ8 presents a more balanced package. While prone to understeer, it offers commendable comfort, though it lacks the visceral connection found in its cousins. Upgraded sway bars and lowering links could potentially unlock greater handling potential. The Lamborghini Urus, while also exhibiting understeer and a sometimes jarring ride, boasts exceptional turn-in response. However, its association with a certain image might be a deterrent for some.
On the extreme end of the spectrum, the Rolls-Royce Cullinan delivers unparalleled luxury and isolation. It’s a “huge couch” in motion, yet surprisingly capable in corners despite its size and numb steering. The Aston Martin DBX707 emerges as a compelling alternative, blending the engaging character of the X5M with the refined steering and handling feel reminiscent of the Urus. Its air suspension also facilitates easy lowering adjustments, and it achieves a genuinely comfortable ride quality.
The Mercedes-Benz GLE 63 AMG S falls short of the DBX707, feeling like a less refined version. An unusual cabin echo detracts from long-distance comfort, and while it turns sharply and hints at a playful character, overly intrusive electronic aids quickly stifle any real fun beyond moderate speeds. The Tesla Plaid X represents the opposite end of the spectrum, failing to impress in almost every dynamic aspect. Its turning, handling, transitions, and traction management are all severely lacking, compounded by questionable software. The author expresses a wish for Tesla to prioritize hiring experienced suspension and handling engineers from brands like BMW to address these fundamental flaws.
Reflecting on personal experience, the author, a two-time X5M owner, reveals having passed on a Porsche Cayenne Turbo GT allocation after test driving it. The core issue lies with BMW’s apparent dilution of the X5M’s premium appeal, citing the removal of features like comfort access and rear seat folding levers, alongside the absence of carbon-ceramic brakes as factory options. The author explicitly states a willingness to pay for CCBs, highlighting a desire for enhanced braking performance rather than the perceived cost-cutting measures.
Looking ahead, the author expresses openness to an electric iX5M, provided it retains BMW’s signature handling prowess and boasts significantly enhanced power output, in the 1000-1500 awhp range, along with essential upgrades like carbon-ceramic brakes to manage the immense performance. Ultimately, unless BMW course-corrects and reaffirms the X5M’s position as a truly top-tier offering, the author is seriously considering a move to the Aston Martin DBX707.
