BMW X5 vs Mercedes-Benz GLE vs Range Rover Sport: here's our winner!

The original BMW X5 was a pioneer in the premium-SUV market segment, and it just keeps getting better with every new generation. Buyers love them, too, with strong aspirational value in the marketplace. We decided to pitch the current X5 against two other hot favourites, to see how it compares to two of its principal opponents.

Martin Pretorius

21 Feb 2020 · 18:17Buying a Car

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Destination: Luxury

It’s probably time that we forget about the potential off-road capabilities of luxury SUVs. Sure, you could add some options to each of the contenders in this comparison to make them fairly capable off-road, but what’s really the point of doing that? These vehicles are meant to convey status in the urban jungle, much more than they’re meant to conquer new terrain. It’s about transporting 5 people in a spacious and opulent cabin, instead of crossing continents with jerrycans strapped to the rear fender.

The Range Rover Sport does have a certain advantage when the going gets tough, mind you, because it builds on a legacy of very well-regarded go-anywhere luxury conveyances. Meanwhile, the Mercedes-Benz ML-Class predates the BMW X5 by a few years, and was a “proper” off-roader in its first generation, with its body-on-frame construction and low-range transfer case. But, in the more than two decades since the ML-Class (since renamed the GLE-Class), they’ve all turned onto the tarmac and settled into their roles as status symbols and plush kid-conveyors. Which one would we recommend? Read on to find out...

BMW X5 xDrive30d xLine

Barely a year old on our market, the BMW X5 30d made a big impression when we reviewed it. This is perhaps one of BMW’s most-accomplished current products, with a spread of abilities that’s frankly astounding, especially with the optional “Off-Road Package” (which adds chunky all-terrain tyres, air suspension and an extra traction management setting). It won’t go everywhere a modified Jeep Wrangler might go, but it will be a lot more competent than you’d expect.

But that’s not how the majority of buyers would use them, so we chose an entry-level “xLine” variant instead, and considered its basic specification. And, while the range encompasses diesel-, petrol- and hybrid powertrain options, the diesel engine offers a near-perfect blend of power and efficiency.

Engine, performance and consumption

Under the bonnet is BMW’s lovely 3.0-litre inline 6-cylinder turbodiesel engine, seen here in its most basic trim. There’s only one turbocharger: the high-output variant of this engine uses no fewer than 4 turbos to produce quite monumental power- and torque figures, but it’s not like the single-turbo version is exactly a slouch, either: 195 kW and 620 Nm is ample to move the big and heavy X5 with plenty of conviction.

Paired to a ZF 8-speed torque converter automatic and full-time all-wheel drive, the entry-level X5 is capable of sprinting from standstill to 100 km/h in a claimed 6.5 seconds on the way to a governed top speed of 230 km/h. Its claimed average fuel consumption of 7.0 ℓ/100 km is a tad optimistic, however, because we achieved a still-commendable 8.6 ℓ/100 km over a week’s worth of mixed-cycle driving. That’s very impressive for a very large vehicle which weighs nearly 2.2 tons, let alone one with this kind of performance potential on tap.

Standard equipment

Seeing as the X5 sits in the upper echelons of BMW’s model range, it has a pretty comprehensive equipment list. X5s come standard with adaptive LED headlights, digital dashboard, 4-zone climate control, keyless entry with push-button start, electric front seat adjustment, and the latest iDrive infotainment system.

But, as is the German way, you can load an X5 with options as well: the LED headlights can be upgraded to laser units, an opening panoramic sunroof and/or head-up display can be added, and the seats can incorporate heating-, cooling- and massaging functions. You can also tick the “Off-Road Package” option, which adds an extra level of all-terrain versatility. None of these items are really necessary, although those laser headlamps are quite spectacular indeed.

Safety

This is a high-end German luxury SUV, so its safety specifications are bound to be first class. A 5-star Euro-NCAP crash test rating, ABS, 6 airbags, automatic emergency braking, stability- and traction control, and ISOFIX rear child seat anchors lay the foundation for excellent safety credentials, while a host of optional driver aids include blind-spot monitoring, cross-traffic alert, surround-view cameras and parking sensors all round as well as a self-parking system, and semi-autonomous cruise control with traffic jam assistance. In short, the X5 will protect its occupants really well even in basic trim, and will actively try to avoid collisions when the appropriate options are selected.

Practicality

Given the X5’s large footprint, it’s only logical that there will be oodles of cabin space at hand, with a capacious boot at the back. There’s enough room inside to carry 5 large adults in comfort, and the luggage compartment measures 650 litres with all seats in use. For its intended use as a family vehicle or executive transport, the X5 does everything any reasonable buyer would expect, and a little bit more besides.

Price and value proposition

If you want a cheap(er) BMW SUV, you’d be better served lower down the model range with maybe an X1 or X3, because the X5 has a pricetag befitting its position in the BMW hierarchy. Of course, those who want to spend even more can always opt for the (even more-expensive) 7-seater X7, but the X5 is more than adequate for most usage cases.

The X5 range starts at R 1 233 096 before any optional extras, and runs all the way to R 1 553 090 for the (current) top-trim X5 M50i. A higher-output, full-fat X5 M is set to arrive soon, and its pricetag will likely pass the R2-million mark with ease. As it stands, our entry-level X5 30d xLine has a lot going for it, but value-conscious buyers should always remember that no X5 will ever be considered a high-value bargain car. Add some options, and even an 30d xLine can quickly shoot past the R1.5-million mark. However, we suspect that these sky-high pricetags simply add to the allure of owning a premium-brand product...

The competition

Mercedes-Benz GLE300d 4Matic

Once again, we’re dealing with an entry-level luxury brand product, but there’s something different about this particular GLE variant: it’s the only one in this trio to use a 4-cylinder engine. Available since the new-generation GLE’s arrival in 2019, this is an all-new engine with some staunch outputs: 180 kW and 500 Nm falls well short of the BMW’s levels, but are nonetheless mighty impressive for a 2.0-litre turbodiesel “four”. Partly as a result of that smaller engine, the GLE300d is a bit lighter than the X5 30d, but the difference is smaller than you’d expect (only about 30 kg). Sending this power to all four wheels is Mercedes-Benz’s lovely 9-speed automatic gearbox, which finally enables the GLE to take on the X5’s slick-shifting 8-speeder.

As a result, the GLE300d is a bit slower than the BMW, needing 7.2 seconds to get to 100 km/h, and with a slightly lower top speed. It’s claimed to be quite a bit more economical, though, with an official claimed average consumption of 6.4 ℓ/100 km, but we still can’t see it dropping below the 8.0 ℓ/100 km barrier in normal driving. Open freeways should see some improvement on this number, however.

Standard equipment is again fairly comprehensive, with the base GLE matching the base X5 in the comfort- and convenience stakes. It also has a similarly-extensive optional extras list, with blind-spot monitoring and adaptive cruise control only available at added cost, although the X5 is the only one here to feature night vision as a further option. But, overall, these two are about even in their toy counts.

Safety is also fairly equally matched, but the Mercedes-Benz has the upper hand in its airbags: standard equipment features 7 airbags (front-, front side-, curtain-, and driver’s knee ‘bags), but can be upgraded through the inclusion of rear side airbags at extra cost. Their other active- and passive safety features are very similar, though, so the GLE snatches a narrow victory here, purely thanks to its higher airbag count (both standard and optional).

Because of the similarities in their dimensions and packaging, the practical aspects of the X5 and GLE are very evenly matched as well. However, thanks to its slightly wider body, the X5 has the upper hand in rear-seat width and luggage space: the X5 can handle 650 litres in the load bay, while the GLE can accommodate 630 litres. Sure, there are some differences between the GLE and the X5, but they were clearly designed by engineers working within very similar design parameters - a nice example of convergent engineering.

The Mercedes GLE has another disadvantage in the value stakes, too: its base price of R 1 252 187 is almost R20 000 dearer than that of the X5. And in spite of that higher price, it has to make do with a less-powerful (if still very impressive) 4-cylinder mill instead of a straight-6. Let’s face it: buyers who can afford to buy or lease one of these machines probably expect more than a 4-banger under the bonnet, especially in this rarefied price bracket. Yes, it has more airbags and better fuel efficiency, but is that enough to justify trading a sonorous 6-cylinder for a highly-tuned 4-cylinder?

Range Rover Sport S TDV6

This is the least-expensive diesel Range Rover Sport in our market, and actually costs a fair whack more than the much more powerful (but less torquey) supercharged petrol V6 variant. The “S” badge denotes the base trim in the Range Rover Sport range, so it obviously has less toys in the cabin and bling outside than its more-expensive siblings. That said, it’s quite remarkable that you could get a RR Sport at this price point at all, let alone one with such a nice engine – this model has historically been much more expensive relative to their opponents, so having a semi-affordable RR Sport makes for a nice change.

In fact, this isn’t even the cheapest Range Rover Sport, because there are both 4-cylinder and V6-engined petrol variants slotting in beneath this TDV6 derivative. In the engine room, you’ll find a 3.0-litre turbodiesel V6, with outputs that come within spitting distance of the BMW’s straight-6 unit. It’s paired with the 8-speed XF transmission, and also sends power to all four wheels.

Peak outputs of 190 kW and 600 Nm are competitive, especially given the RR Sport’s kerb weight (the lowest of this trio). The 0 – 100 km/h dash is dispatched in a claimed 7.7 seconds (strangely, much slower than either of the others, in spite of its strong power delivery and lower weight), and the top speed is only 209 km/h. Based on this information, both the X5 and GLE out-perform the RR Sport, and their claimed average consumption figures are much lower than the 7.8 ℓ/100 km claimed by Land Rover. In general use, the Range Rover Sport TDV6 should consume around 9.0 ℓ/100 km, based on prior experience with this drivetrain in other Jaguar-Land Rover vehicles.

Once again, standard equipment is about on par with the other contenders, with the notable addition of standard air suspension to the British car. The Sport does lose out on the others’ fully-electric front seat adjustment in “S” trim, however, which becomes an option at this spec level. Its cabin toys are otherwise similar to the others, and its extra-cost options also mirror these contenders, but that standard air suspension, excellent wading depth, and sophisticated traction management systems make all the difference as far as genuine off-road credibility goes.

Slap on a set of all-terrain tyres and you’re ready to tackle the bundu (just be careful not to scrape or dislocate any of those pretty plastic dress-up pieces when you do, though). Does it matter? To typical users, probably not. But it’s still nice to note that the Range Rover is the only one in the group with some proper off-road chops without having to pick any options.

While the current-generation Range Rover Sport hasn’t been hurled at a barrier by Euro NCAP yet, the closely-related “full-sized” Range Rover scored a full 5 stars, and there’s no reason why the Sport won’t perform just as well. It one-ups both of the Germans in the airbag race, however, with a full complement of front-, curtain- and side airbags giving it the upper hand on this front for a total of 8. For the rest, its safety equipment mirrors that of the other two, so it ends up as the safety leader purely based on its higher standard airbag count.

It scores a surprising win in the practicality stakes, with the largest luggage compartment (780 litres) of this trio. This could partly be ascribed to the RR Sport’s greater width, but it’s also a little shorter than the others, so the engineers managed to pull off some serious packaging magic. Rear-seat accommodation is perhaps not quite as generous as in the two Germans, however, but this is unlikely to have much of a practical impact when it’s crammed full of large humans – they’ll still fit quite comfortably.

The Range Rover Sport’s value proposition is fairly strong in this company, with a list price of R 1 239 806 putting it within spitting distance of the X5 (and a fair bit less expensive than the GLE). When the value of that adaptive air suspension is added into the equation, the RR Sport looks even better, and its warranty- and full maintenance plan, both for 5 years or 100 000 km adds peace of mind. That warranty also comfortably eclipses the ones on offer from the Germans: they both match the Range Rover’s maintenance plan, but their warranties only run for 2 years (with no mileage limit).

Facts and figures

Let’s recap the important numbers:

	BMW X5 xDrive30d xLine	Mercedes-Benz GLE300d 4Matic	Range Rover Sport S TDV6
Engine size (cyl/size)	6-cyl, 3.0-litre turbodiesel	4-cyl, 2.0-litre turbodiesel	V6, 3.0-litre turbodiesel
Power/Torque	195 kW/620 Nm	180 kW/500 Nm	190 kW/600 Nm
Length (mm)	4 922	4 924	4 897
Airbag count	6	7 (opt 9)	8
Towing capacity	3 500 kg	2 700 kg	3 500 kg
Luggage capacity (litres)	650	630	780
Top Speed (km/h) *	230	225	209
Ave Consumption *	7.0 ℓ/100 km	6.4 ℓ/100 km	7.8 ℓ/100 km
Warranty	2 yr/Unlimited km	2 yr/Unlimited km	5 yr/100 000 km
Price	R 1 233 096	R 1 252 187	R 1 239 806

* Manufacturer's official claimed figures.

Verdict

Newer is supposed to be better, so it’s strange that we have to eliminate the Mercedes-Benz GLE300d first. It’s a lovely vehicle, no doubt, and it can easily stand eye to eye with the best in this class as far as cabin ambience, comfort, and available features go. It’s also the most fuel-efficient, looks splendid even without AMG-like visual enhancements, and carries the gravitas of that shiny badge. Unfortunately, it’s also the least practical car here with the lowest braked towing rating, has the least power and lowest cylinder count, and its elevated pricetag calls its value proposition into doubt. Higher-spec GLEs will likely perform a lot better in comparisons, so buyers with larger budgets may find those more-expensive GLEs to strike a better balance of virtues.

It’s not so easy to decide which one should go next, though. The BMW X5 has the upper hand over the Range Rover Sport with its more-comprehensive standard spec level, and it’s the strongest performer of the lot. There are only two things which count against it in this company and context: its warranty can’t hold a candle to that of the RR Sport, and it’s not as capable a load-hauler on account of its smaller boot.

Choosing the Range Rover Sport as the winner was not a decision taken lightly, though, and it finally won through on its value proposition (you need to add expensive options to the others, just to get close to the Sport’s standard all-terrain ability), that massive cargo bay (a family car’s boot can never be big enough), and the strength of its warranty. This picture might change higher up in the X5 and Range Rover Sport ranges, but at the entry level, the British car takes the laurels. Putting it another way: Up-spec both the X5 and the Range Rover to achieve parity in each other's respective strong suits of creature comforts and off-road ability, and the Range Rover Sport will still be a better go-anywhere vehicle with a bigger boot at a lower price and stronger warranty. The Range Rover’s brand cachet obviously doesn’t hurt, either...

* Pricing was accurate at the time of writing, but may change without prior notice.

Recommended Next:

Shop for new and used BMW X5 cars for sale here.

Shop for new and used Mercedes-Benz GLE-Class cars for sale here.

Shop for new and used Land Rover Range Rover Sport cars for sale here.

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