BMW X5 M50d v Range Rover Sport Supercharged 2014 Comparison

BMW X5 M50d v Range Rover Sport Supercharged Autobiography

These prestige performance heavyweights are the top of their respective kinds. In both performance and price, the BMW X5 M50d and Range Rover Sport Supercharged are kings of their domain, and command a serious level of respect. The M50d is motivated by a high-tech tri-turbo diesel six-cylinder, while the Sport Supercharged uses a supercharged petrol V8. Regardless of this fact, both are seriously quick and seriously expensive, at $147,900 and $165,145 respectively (plus on-road costs). But which is better? And why?

Top-shelf luxury SUVs like the BMW X5 M50d and the Range Rover Sport Supercharged are about two things: prestige and performance. Sure, each delivers its significant output via different means, but essentially the formula is identical.

But when it comes to laying down your hard-earned just which of these heavy-hitting haulers are most worth the coin? After all, the Range Rover is almost 12 per cent dearer in standard form.

It’s arguable that application and personal taste will dictate most of that decision, though the esteem expected of SUVs at this end of the price spectrum is also not without consideration.

Starting with the Sport we find an interior that has a real sense of occasion about it. The blend of leather, wood, metal and plastics melds with pride and uniformity to create an opulent and inviting space. It’s comfortable, and beautifully presented, though the upright driving position feels less sedan-like than that of the M50d, despite its generous levels of electronic adjustability.

By contrast, the M50d’s interior is starker and more linear in its presentation. It’s well assembled, sure, but there’s less creativity in the design, and the repeated dark tones create a disconsolate feel that lacks the affluence of the Sport. On the plus side, the seating is more athletic in its focus with a lower, more supportive position that’s better suited to spirited driving.

Technology levels between the pair are nearly on par. The M50d benefits from the addition of a digital radio receiver, and we like that it allows for driver selection of the level of suspension damping availed.

The Sport on the other hand does feature ventilated seats, a vastly more capable climate-control system and adjustable ride height. Sadly, the model is let down by patchy Bluetooth audio streaming, poor reception on the AM band and an absence of a head-up display.

Compared to these trivialities, the dynamism and athleticism of the duo is harder to differentiate. There are differences in the delivery and ability of each, but not so severe as to adversely favour one over the other.

The Land Rover Range Rover Sport Supercharged Autobiography Dynamic (to impart its full title) is powered by a 5.0-litre supercharged and intercooled V8 developing 375kW of power between 6000 and 6500rpm and 625Nm of torque from 2500 to 5500rpm.

It utilises an eight-speed automatic transmission driving all four wheels via an electronically-controlled multi-mode, dual-range all-wheel drive system Land Rover calls Terrain Response 2.

Combined with all-corner wishbone adaptive air suspension, torque vectoring, speed-proportional electrically-assisted steering and a suite of electronic driver aids, the Sport is remarkably confident for its considerable size. It handles better than it has any right to, and even prior to calling on its electronic nannies is tenacious of its hold on the road, and remarkably agile.

But it’s off-road where the Sport excels. It’s quite plush and offers superior grip on loose gravel surfaces. That said, the massive 21-inch wheels do tend to exaggerate large rocks and abrupt surface discrepancies, which is perhaps a fault of the low-profile 275/45-series tyres.

The X5 offers a good compromise from its double wishbone (front) and multi-link (rear) arrangement, while its adaptive dampers worked comfortably to quash lumps and bumps and opposing cornering forces with aplomb. The irony is that the X5 lacks any real off-road ability and possesses lower-profile tyres with a significantly wider cross section at the rear.

BMW employs 20-inch alloys on the X5 M50d, with 275/40-series rubber at the front and massive 315/35 hoops at the rear. OEM tyres are Dunlop SP Sport Maxx GT on the BMW and Continental Cross Contact on the Range Rover.

Like the Sport, the M50d drives all four wheels and is likewise endowed with an eight-speed automatic transmission. BMW’s xDrive system does not offer a range of electronic modes to suit various surfaces, it doesn’t have low-range and nor does it raise and lower itself.

But it does provide a resolute hold on the road, can transfer up to 100 per cent of its torque to the front or rear wheels, and is steadfast in its grip on even loose gravel surfaces.

As we noted at the outset, power delivery between this pair of prestige performance SUVs is quite different. In achieving its power output of 280kW between 4000 and 4400rpm and a mammoth torque hit of 740Nm from 2000 to 3000rpm, the M50d employs a triple-turbocharged and intercooled 3.0-litre in-line six-cylinder diesel engine.

Expectedly, the tri-turbo arrangement does present the M50d with a fraction of step-off lag, but once underway acceleration is importunate. The X5 just seems to keep accelerating as if the road ahead is never going to end, and though it doesn’t react to roll-on input with the same ferocity as the Sport, there’s a level of modesty about it less ostentatious drivers may prefer.

Conversely, the histrionics of the Sport are less than subdued. There’s a shove in the back when you sink the boot into it and the note from the exhaust is both ferocious and engaging. The more it barks, snarls and crackles, the more inclined you are to get carried away, and with so much supercharged power so readily available, getting carried away is easy to do.

From a standing start the M50d hit 60km/h in 2.7 seconds and 100km/h in 5.7. Roll-on acceleration saw it pop from 50-70km/h in 1.2 seconds and from 80-100km/h in 1.6. They’re impressive figures but, compared to the Sport, are a couple of tenths slower.

As tested, the Range Rover completed the urban dash in 2.6 seconds and hit triple figures in 5.1. Overtaking performance saw 50-70km/h covered in one second even while 80-100km/h took just four-tenths of a second longer (at 1.4 seconds).

Pulling up from speed was equally exhilarating and the braking action of both the BMW and the Range Rover was hard to fault. The huge discs fitted to both (Brembo in the case of the Sport) were immensely capable and presented a level of pedal feel as good as that found in most luxury sports sedans.

We tended to favour the steering of the BMW for its sharper levels of feedback and inclination to return to centre more quickly from lock. The Range Rover is said to offer a slightly tighter turning circle (12.7 v 12.5 metres), though in reality both are going to cover two-and-a-half lanes when performing a U-turn.

While the price difference between the Sport and the M50d is nearly $20,000, the optional extras took the price of ‘our’ Rangie to just north of $203k.

The additional kit list included adaptive cruise control ($4700), a panoramic sunroof ($4000), four-zone climate-control ($3200), blind-spot monitoring and wade sensing ($2220), metallic paint ($2100), park assist ($1490), soft door close ($1100), privacy glass ($900), grand black veneer finisher ($880) and a twin-blade sun visor ($150).

By contrast, the only option fitted to the Beemer was a ‘Panorama’ glass sunroof ($3700).

We’re sure that for most shopping the category price is not an issue, and ergo fuel use won’t be either. But it was interesting to observe how closely the Sport adhered to its combined average when compared to the BMW.

The X5 M50d is said to consume just 6.7L/100km on the combined cycle but on test averaged 11.4. The Sport Supercharged averaged 14.1 litres against its listed combined cycle figure of 13.8L/100km.

According to redbook.com.au, the resale value of each model after five years is around 47 per cent, though the BMW offers a slightly more generous warranty at three years/unlimited kilometres against the Range Rover’s three years/100,000km.

Neither model offers capped-price servicing; however, the service intervals of the X5 are condition-based, and may, depending on the way your drive, be further apart than the Sport’s fixed 12-month/26,000km intervals.

Whether your allegiances lie with diesel or petrol, turbocharged or supercharged, German or British, these prestige performance SUVs will not disappoint. The personality of the pair means the decision on which better suits you is largely a case of ‘horses for courses’, especially when you consider how close the real-world performance figures are.

But for our money the Range Rover Sport is the winner by a nose. It might be dearer and heavier on fuel, and it mightn’t be as car-like to drive, but the sense of theatre from both outside and in, the speed, and the way it stands out in a crowd just can’t be beat. After all, isn’t that what owning one of these beasts is really all about?