“The policy of being too cautious is the greatest risk of all.” The words of former Indian Prime Minister Jawaharlal Nehru ring true with BMW and Porsche designers alike, each of whom took a huge chance by introducing SUVs in recent years. Neither were thought to be logical sources of sport utilities, yet both successfully marketed and filled the streets with their vehicles, contrary to most predictions.
BMW was first to take the plunge for the 2000 model with their X5 SUV -- ahem, SAV, for sport activity vehicle. The BMW-born classification initially came across as pretentious marketing, but turned out to be an accurate description. It’s a luxurious, great performing, all-weather, people-mover. Just don’t harbor dreams of hauling 4x8 sheets of plywood with it.
The same goes for the Cayenne, which was brought to market for 2003. “Utility” takes a back seat to “Sport,” and holy heck, does it have sport. Porsche insisted the 911 and Boxster needed a sibling to strengthen the family and struck while the SUV iron was hot.
Both vehicles are refined to levels above those of the average SUV, both drive better than many cars, and both have all-wheel drive and are available with standard V6 power and optional V8s, which we’ll use for our comparison. So with all the sameness, how do they differ?
Each will be judged in the areas of performance, interior and exterior design, sound system and other goodies, bang for the buck, and driving experience. The winner will be determined based on total score out of a possible 100 points. Will the X5 mark the spot or will the Cayenne be hotter? Read on to find out.
BMW X5 4.8i
MSRP (Base): $55,195Engine: 4.8-liter DOHC 32V V8
Horsepower: 350bhp @ 6300rpm
Torque: 3
Performance - 18/20
With a 0-to-60 time of 6.4 seconds and an electronically limited top-speed of 150 from the new 4.8-liter V8 and six-speed automatic transmission, the X5 is worthy of the roundel on its hood. One of the most impressive traits is the steering. As a luxury SUV, one might expect the X5 to have over-boosted power steering. Considering it’s a BMW, one should know better. Steering feedback is clearly transmitted, and the new optional variable-ratio Active Steering is helpful at all speeds.Another BMW hallmark, braking, is alive and well here. To compensate for the new model’s extra heft (now at 5,355 pounds, up 408 from before), bigger brakes at all four corners slow the standard 18-inch wheels (19s with the optional sport package). Handling and balance are superb, thanks in part to near 50-50 weight distribution and, for the first time since 1961, a double-wishbone front suspension rather than one with struts.
Exterior design - 19/20
Since its 1961 debut on the 1500 Sedan, the Hofmeister Kink -- that little bend in the C-pillar -- has been a fixture on BMWs. The twin kidney grilles and quad headlights are natural elements as well. With these and other harmonious family design cues, the first-generation X5 was clearly a stylish seller and BMW wisely didn’t mess with this success. Second-generation changes here are all positives in our eyes, giving the new X5 a more aggressive look with sharper lines. If it seems larger, you’d be correct. Length is up by 7.4 inches, plus height and width have grown a tad.Interior design - 7/10
From the driver’s seat, the revised X5 interior looks and feels a lot like many other BMWs. The layout is purposeful and intuitive.The only exception for some would be the addition of iDrive to the X5. After several years in BMW’s cars, the system is at least operable for most of us, if not a sheer pleasure. Some still won’t embrace it, though. Another of the interior’s few disadvantages is its diminutive appetite for cargo -- only 62 cubic feet. To accomplish this, the second- and third-row seats fold flat. Yes, three-row seating is now an X5 option (for a puzzling $1,200). Before you check that option, you should give some consideration to occupant size. The seats don’t have proper latch fitments for car seats, and BMW doesn’t recommend that anyone over 5’5” plant their butts there.Sound system and goodies - 8/10
Credit BMW for offering a standard sound system with 12 speakers, which includes two subwoofers, a seven-channel digital amp and surround sound. The good vibes continue in the X5 with a host of luxury options. The former eight-way power front seats are now 10-way thanks to power-adjustable head restraint height.With an optional $2,600 package, a head-up display of pertinent information is projected on the windshield. A rearview camera and navigation system are also included in the package. Second-row seating is comfortable and passengers can be entertained with an optional DVD system.Bang for the buck - 17/20
Among affordable SUVs, the Beamer is not inexpensive, but it is one of the better values in its class. The option packages do ring up the total price rapidly, but most drivers would be perfectly content even without any of the extras.Driving experience - 18/20
Considering the manufacturer, it’s little wonder we were impressed by the X5’s overall driving experience. The previous model drove well under most circumstances, but occasionally felt loosely planted. That beef has been addressed, as it’s more powerful and looks even better than before.Overall score - 87/100
The Spartanburg, South Carolina-built X5 was a bold move for BMW, but was a strong choice from day one. Several years later, the 2007 redesign is poised to pick up where the 2006 model left off. Some manufacturers begin with a lesser platform, pile on some extras and call it a premium SUV. SAV or SUV, the X5 is its own vehicle.
Porsche Cayenne S
MSRP (Base): $57,200Engine: 4.5-liter V8
Horsepower: 340bhp @ 6000rpm
Torque: 310lb-ft @ 2500rpm
MPG (city/highway): 14/18
Performance - 18/20
With a turn of the ignition, which is mounted on the left side of the dash in true Porsche tradition, the 4.5-liter V8 comes to life with an enthusiastic growl; set it free. Through smooth transitions from the six-speed Tiptronic automatic, the Cayenne is capable of going from 0 to 60 in 6.8 seconds on its way to a 150mph, electronically limited high end. At 4,949 pounds, it’s lighter than others in its class and feels well-balanced. It rides on standard 18-inch wheels (19s and 20s are optional) and is hauled to a stop by huge-diameter brakes, nearly 14 inches in front and 13 inches in back.The Cayenne electronically senses performance and stability levels at all times, intervening only when danger is imminent. This has worked well on other models, allowing plenty of fun without letting things get out of hand. It’s called Porsche Stability Management (PSM). Given the abbreviation, we’re grateful it isn’t known as Porsche Management of Stability.
Exterior design - 15/20
If some DJs have a face made for radio, the Cayenne has an exterior design best appreciated from the driver’s seat. Trademark Porsche cues are strong in the front-end, but the look doesn’t translate as seamlessly into an SUV. Viewed head-on, you know it’s a Porsche, but it looks a little too hiked-up. From the side, the Cayenne flows better visually, yet it doesn’t distinguish itself enough from the shared platforms of the Audi Q7 and Volkswagen Touareg. Them’s fightin’ words to Porsche and especially to Cayenne owners, but that’s the impression we get. Mind you, none of the three are awful-looking vehicles, but how many times have you glanced at one and mistaken it for another? Enough said.Interior design - 7/10
It’s hard to fault the Cayenne on its ergonomics, except for the scores of small buttons on and around the optional Porsche Communication Management (PCM) system, which is a $3,070 option ($3,275 if you include navigation). Otherwise, the interior gets high marks. The wheel, dash and console are all very Porsche-like in appearance and feel. We love the chunky grab handles on the center console, offering your passenger a better hold for the ride.As mentioned earlier, the ignition may be in the correct place, but don’t expect a large, front-and-center tach in the gauge cluster. Instead, a moderately sized unit is nestled to the left of the speedometer. Truth be told, a prominent rev counter isn’t needed here anyway. Cargo room is rated at 63 cubic feet, immense by Porsche standards, but only modest for an SUV of this size. The driver’s 12-way power seat is nearly perfect, and the other four riding along remain reasonably comfortable too.
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