BMW X5 and Land Rover Range Rover Sport reviews

BMW's X5 and Land Rover's Range Rover Sport share a lot of appealing characteristics, as they should while carrying $70,000 sticker prices. Both combine the hushed, well-appointed interior of a high-end sedan with the roominess, versatility, and all-wheel-drive practicality of an SUV. They have many of the latest comfort, convenience, and safety features. And both can carry up to seven people, although the optional third-row seat in each is very snug and best suited for kids.

It's what you feel from behind the steering wheel, however, that really defines their distinct personalities.

The current X5 has evolved into a luxurious vehicle that's more refined and easier to live with. It has a more comfortable ride and a super-quiet cabin. And it provides impressive fuel economy of 21 mpg overall, which makes it among the most efficient vehicles in its class. All of those qualities helped it earn a road-test score of 84, which places it securely at the top of its well-to-do peers.

The Range Rover Sport is a smaller, more spirited, and less expensive vehicle than the familiar Range Rover. And it has a sportier demeanor than the X5, with faster responses, quicker acceleration, and surprisingly agile cornering. Yes, that may seem counterintuitive to those familiar with these brands. But the flip side to this sporty attitude is a stiff ride and a loud exhaust bark that can seem a bit over the top. In addition, the electronic controls are fussy and complicated, and the gas mileage of 18 mpg overall is nothing special for this class.

Another trade-off: The standard summer high-performance tires help the Sport's handling on pavement, but as we found during the many storms last winter, they're all but useless in snowy conditions. Swapping tires for the winter will be mandatory in snow country, which just isn't right for an all-wheel-drive SUV.

Both of these redesigned models are too new for us to have reliability data. The reliability of the previous X5 has been average; we don't have sufficient data on the previous Range Rover Sport.

With the X5's redesign, BMW has dialed back the sharp handling and taut ride of previous models, trading some of their sporty feel for a cushier ride that makes it seem, well, less BMW-like. The cabin is now more luxurious, solid, and quiet. Fit and finish are impeccable, and it's loaded with an array of up-to-date electronic features. The result is a very comfortable, refined, and high-tech SUV, although one that's less engaging to drive than previous X5s.

The generous list of standard equipment doesn't include a backup camera, which is inexcusable at this price. Our X5 had the optional Driver Assistance Plus package, which includes several active safety systems that can even brake the vehicle when needed to avoid an accident.

The standard 300-hp, 3.0-liter turbocharged six-cylinder engine and eight-speed automatic transmission deliver silky-smooth, effortless performance with plenty of reserve power. And it can tow up to 6,000 pounds. With its commendable fuel economy of 21 mpg overall, the X5 is tied with the Lexus RX 350 as the most efficient nonhybrid luxury SUV we've tested.

For those craving more power, a 445-hp, 4.4-liter twin-turbocharged V8 comes in the xDrive50i. A 255-hp, 3.0-liter six-cylinder turbodiesel, which arrives later this year, should provide even better fuel economy.

The X5 may no longer be one of the sportiest luxury SUVs to drive, but it remains extremely competent and composed. Steering effort is much lighter than before, making parking and low-speed maneuvers eas­-ier, but there is less tactile feedback. When pushed to its handling limits, the X5 was stable and secure, and it posted a commendable speed in our avoidance maneuver.

Though the ride is still firm and jiggly at low speeds, partly because of the run-flat tires, it is much improved. Gone is the constant choppiness of the previous X5, replaced with more isolation and gradual body motions that make this one feel more settled.

Inside, you'll find a plush and well-constructed interior, with padded surfaces and handsome wood and brushed-chrome trim. There's plenty of room for the driver, as well as a standard power-adjustable tilt-and-telescoping steering wheel. The front seats are very comfortable and supportive, and passengers get the same 10-way power-seat adjustments as the driver. Visibility is refreshingly good, which is something we can't say about many new vehicles.

The second-row seat is firm, well-shaped, and supportive, with good leg and head room. But the cushion is a bit low, which reduces thigh support. Opting for the $1,700 third row adds two folding jump seats, but the space is super-snug.

Large doors and ample rear floor space help access, but it's a bit of a step up to get into the X5, and the wide rocker panel can soil clothing.

Gauges are large and easy to read, and an optional heads-up display helps keep your eyes on the road. The iDrive control system takes some getting used to, but BMW moved the central lock switch to the doors and labeled a few controls better. Electronic and connectivity features have also improved, with faster response time and better voice controls. Pairing a phone is easy, and iPhone users can access a variety of Internet radio stations and apps using the X5's screen.

Best version to get. We would choose the standard six-cylinder engine to get the best blend of performance and fuel economy. Most X5s come with the optional Premium package. The $400 backup camera is the only option we consider a must-have, which brings the sticker price to $61,925. Getting blind-spot and forward-collision warnings requires $3,300 more in option packages.

Although the name can cause con­fusion, the Range Rover Sport is distinctively different from Land Rover's familiar flagship, the Range Rover. It's shorter, lower, sportier, and more affordable, with a starting price that's about $20,000 less than its big brother.

Its engaging character is reminiscent of its German competitors, but the Sport lacks the Range Rover's comfy, refined ride. Another appeal for families is an optional but tiny third-row seat.

The Sport gets the same weight-saving aluminum construction and choice of two supercharged engines as the Range Rover. A 340-hp, 3.0-liter V6 is standard; a fire-breathing 510-hp, 5.0-liter V8 is optional. Either way, you get an eight-speed automatic transmission and all-wheel drive. The V6 delivers effortless power as well as 18 mpg overall, which isn't outstanding but isn't bad considering the Sport's potent performance. Towing capacity is a hefty 7,715 pounds.

Handling is quite responsive, with quick turn-in response, and the Range Rover Sport is taut and hunkers down in corners. The steering is on the heavy side but doesn't transmit much feedback.

When pushed to its limits, the Sport was secure, although its stability-control system intervenes quite early to keep this heavy vehicle out of trouble.

The Range Rover Sport's biggest shortcoming is its stiff, choppy ride.

For off-road use, the Sport provides various electronic modes for driving on sand, mud, and gravel. It managed to scale our rock hill, but low-range capability is available only as an option.

Interior fit and finish is excellent in the Sport. Drivers sit up high, with plenty of room and very good visibility to the front and sides because of large windows and a low dashboard.

Chairlike front seats are comfortable and accommodating, with a wide range of power adjustments. Large bolsters offer plenty of lateral support, but bigger drivers might find them somewhat confining. There is ample rear-seat room, with firm, well-shaped cushions that provide good support. The optional third row can hold two kids, but it's cramped and a chore to access.

The controls are mostly complicated and frustrating, with the electronic shifter and central touch screen being notable sore points. The unintuitive shifter makes it easy to select the wrong gear. And the touch screen, which controls many basic functions, has small fonts and is slow to respond. There's a shortcut for the seat heaters. Pairing a phone isn't as easy as in most systems. Voice controls can be used for a number of functions, but they require a specific sequence of commands rather than natural speech.

Best version to get. The Sport comes well equipped, even in base trim. The only must-have option is the $2,100 Vision and Convenience Package, which includes blind-spot monitoring and a surround-view camera system. Going with a higher trim or adding other options quickly inflates the price for features that most buyers can probably do without.