![]() While it doesn’t offer the 48V onboard electrical system and belt-driven starter-alternator used in the Mercedes GLE rival, the BMW’s conventional stop/start system is still so smooth you hardly notice it. Plus it’s quieter – a key issue for urban buyers who perhaps don’t need a diesel’s longer range and superior towing ability. It’s not as ‘relaxed’ as the 30d, but certainly sharper off the mark. The 40i’s engine offers plentiful grunt and rolling response, and hints of that sonorous note typical of Bimmer’s inline sixes thanks to our car’s fitted $1000 M Sport Exhaust. So, you have a ballpark of what fuel use to expect, my 386km combined loop with a mixture of driving and two occupants with weekend bags returned us 11.1L/100km. Both are licensed to lug up to 3500kg braked if fitted with the right tow package. However, its sprightly 5.5-second 0–100km/h sprint time is a full second quicker than the 30d. The petrol model’s combined-cycle fuel consumption is 9.2 litres of premium petrol per 100km, which is 22 per cent higher than the more frugal diesel. ![]() While the 30d’s 3.0-litre turbo-diesel six-cylinder makes 195kW of power and 620Nm of torque, the 40i’s 3.0-litre six-cylinder twin-scroll turbo petrol produces a brawnier 250kW of power but an inferior 450Nm of torque, between 15rpm. At a list price of $115,990, it commands a $3000 premium over the aforementioned 30d, and is around $4000 pricier than the newly launched Mercedes-Benz GLE450 petrol – its most obvious competitor. ![]()
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