Words: Calvin Chan

Photography: BMW on location

Published: February 28, 2020

 

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PHOENIX, Arizona - Whoever made the business case for a high-performance 600-horsepower SUV with the heart of a BMW M5 was surely not in the right state of mind, but we would love to meet this person and send our deepest gratitude. Without them, we would not have these uber behemoths harbouring track-tuned suspensions, launch control, and bewildering exhaust notes. The BMW X5 M and X6 M don’t make any sense on paper but in reality, BMW gave birth to two of their most iconic and popular performance icons.

 

 

To ensure you’re not messing with the wrong SUV, BMW has made it easy to differentiate the new M model apart from its more civilian counterparts. That includes the double-bar kidney grill, larger front aprons, flared wheel arches with a fender vent, C-shaped door mirrors, quad exhausts, and a rear spoiler to seal the deal. The interiors also receive the signature M treatment, with sculpted seats embedded with an illuminated badge below the headrest, steering wheel from the M5 flanked by red M shortcut buttons, leather gear shifter from the M8, and unique instrument cluster graphics which slightly remedy our previous complaints of its non-linear gauges and difficult-to-read fonts. Elsewhere, the interior is swimming with top-shelf materials. Carbon fibre and Alcantara meet quilted leather, sown together to produce a sturdy and robust cabin design. 

 

They don’t come cheap, though. Going on sale in April 2020, the X5 M will start at $116,250, with the Competition model at $124,500. The X6 M carries a small premium at $119,950, and $128,200 for the Competition. 

 

 

We flew to sunny Arizona to get our first taste of the new X5 M and X6 M, and while there were only Competition models available for testing, we’re not one to complain about 617 horsepower. We grabbed a Mineral White X6 M Competition and raced off. The 4.4-litre twin-turbo V8 unit is a free-revving darling. Lagless and pinpoint reactive, these heavy SUVs accelerate in a way that makes you forget about their inherent weight penalties. We found ourselves marvelling less about the fantastic mountainous roads just north of Scottsdale, and more of how BMW has managed to make 2,438 kg feel like half that amount. 

 

 

Much like the outgoing X6 M, there is a lot of weight to manage but the way the new Competition shakes its hips makes you forget it’s even an SUV. It stays flat in corners where most mid-size sedan cars would exhibit heavy body roll. That’s in its stiffest Sport Plus mode, where outstanding performance meets reassuring sure-footedness. In any of the other chassis settings, you will feel the roll, and summoning Comfort Mode for our highway journey back to the hotel was met with praise. Even with its large performance tires, the X6 M was nearly as comfortable as the M50i despite its more purposeful setup, but does not come with an air suspension like the standard X6. And while you can’t disconnect the front axle like you could in the F90 M5, its rear-biased AWD system is enough to keep the grins and smiles coming all day long. 

 

 

Speaking of which, the sheer number of customizable modes can and will be overwhelming for most drivers. With the ability to tailor the steering, engine response, brake feel, chassis, stability system, traction control, and on top of that three further modes that determine driver assistance intervention (Road, Sport, and Track), it amalgamates into a confusing experience where you end up spending hours trying to find the Goldilocks balance. Pro tip: set your favourite settings onto the red M1 and M2 buttons on the steering wheel and you will never have to dive into the menus again. 

 

 

Sadly, there was no track time available to us but that’s just a testament to how few of these performance SUVs will ever chase lap times. Still, we persisted to find the limits of these BMWs, and serendipitously stumbled onto an abandoned stretch of tarmac where we could finally utilize launch control. While the procedure to engage it is not very straightforward, my prior experience with BMW systems made it as easy as entering an N64 cheat code. And boy is it quick. We blew past every speed limit in the country faster than I want to admit, and the resulting dizziness from the rapid acceleration had me on the brakes rather quickly. Sure, there are faster sports cars out there but it feels inherently different when what is essentially a colossal piece of brick tries to slice through the air at neck-breaking speeds.

 

 

Only when we stopped for lunch and talked to one of the BMW engineers did we realize the X6 M utilizes brake-by-wire technology, meaning aside from a failback mechanical linkage, there is no direct connection between the brake pedal and the actual brakes. All of it is controlled via an electric motor, and lets drivers adjust between a Comfort and Sport pedal setting. While on the road there was not a lot of contrast in terms of braking feel, it does not take away from the fact that pedal progression is incredibly linear and predictable. There is a gradual build-up in resistance and it has got to be one of the best brake-by-wire systems on the market, good enough to fool me into thinking it was mechanical.

 

 

Both of these M SUVs drive quite similarly to their predecessors, in that they’re insanely quick for what they are, and they surprise you with their athleticism at every corner. Sure, there are more customizable options this time around but the mind-warping speed, physics-defying body control, and snorting exhaust, are all familiar territory. They are usable SUVs too, with adequate ride comfort, wonderfully contoured seats, and though the tire noise is noticeably louder than that in the M50i, as is vertical movement when hitting road imperfections, it’s nothing you can’t get used to.

 

 

And the sublime V8 exhaust will make you forget about the negatives. It idles with a satisfying gurgle, and it does not emit those obnoxious pops on throttle overrun and downshifts like the M2 Competition or M3 CS. Instead, the X6 M keeps it mature yet emotional, with deep growls on revs and a similar soundtrack to the M5 Competition. BMW engineers said it should be slightly louder than the M5 Competition thanks to a uniquely developed exhaust but we did not detect much of a difference. Both are great, both are loud, and both are worth the money. There is no particulate filter equipped here in Canadian models either, so it will sound louder than its European-spec counterparts. There is also a dedicated exhaust button on the center console to control the intensity of the noise, meaning you can cruise in comfort but have a loud exhaust to keep your spirits running high. Have a listen to our Exhaust Notes video below to hear it for yourself. 

 

 

We spent around seven hours split between the X5 M and X6 M Competition, and driving wise, it’s quite difficult to notice any variation. The X6 M is more expensive, more aerodynamic thanks to its sloping roofline, and weighs 23 kg less than the X5 M, but blindfold me and I probably would not be able to tell. They dish out the same amount of power, and accelerate at the same speed. Aesthetically and ergonomically however, the differences are tangible. The X6’s cabin feels like a dark and gloomy place with its narrower windows and bunker-like rear windshield, and our migration over to the X5 M made us feel like we finally had room to breathe, especially when sitting in the back. The X5 M not only has more rear-seat legroom but outward visibility is exceptionally better from all seats and from all sides, with more natural light seeping into the cabin. The X5 M also comes equipped with rear window sunshades and actual grab handles on the headliner whereas the X6 M makes do with an integrated grab handle next to the window switches.

 

 

But the beauty of these uber-SUVs is how it marries the best of performance with that of utility and comfort. The M badge does not penalize cargo space or rear seat headroom, both of which are the same as their non-M variants. And its overwhelming list of engineering feats compound together for a remarkable driving experience. Not only are the X5 M and X6 M Competition affable and approachable, but they are stable, grounded, and sharp enough to give even dedicated sports cars a run for their money. They are the best SUVs to come from the blue roundel, now with more power, more presence, and more driver customizability than ever before.

 

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Photo Gallery (X5 M Competition and X6 M Competition):

Photo Gallery (X5 M Competition):

Photo Gallery (X6 M Competition):

Specifications:

Model: 2020 BMW X5 M Competition

Paint Type: Mineral White / Tanzanite Blue
Base Price: $124,500
Wheelbase(mm): 2,972
Length/Width/Height (mm): 4,956 / 2,015 / 1,749

Curb weight (kg): 2,461
Engine: 4.4-litre twin-turbo V8 (S63)
Horsepower: 617 hp @ 6,000 rpm
Torque: 553 lb-ft @ 1,800 - 5,690 rpm
Transmission: 8-speed automatic
Engine & Drive Configuration: Front engine, AWD

Tires: Michelin Pilot Sport 4 S; 295/35ZR21 front; 315/30ZR22 rear

 

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Specifications:

Model: 2020 BMW X6 M Competition

Paint Type: Mineral White / Ametrine
Base Price: $128,200
Wheelbase(mm): 2,972
Length/Width/Height (mm): 4,953 / 2,019 / 1,693

Curb weight (kg): 2,438
Engine: 4.4-litre twin-turbo V8 (S63)
Horsepower: 617 hp @ 6,000 rpm
Torque: 553 lb-ft @ 1,800 - 5,690 rpm
Transmission: 8-speed automatic
Engine & Drive Configuration: Front engine, AWD

Tires: Michelin Pilot Sport 4 S; 295/35ZR21 front; 315/30ZR22 rear

 

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