BMW X5 M Competition 2020 Review

Priced from $209,900 plus on-road costs, the BMW X5 M Competition would be the most expensive SUV ever sold in Australia by the Munich-based brand if not for the closely-related $213,900 X6 M launching at the same time.

This is the third-generation X5 M. The first was priced at $172,900 in 2009 and the second at $185,900 in 2015.

BMW has sold 683 X5 Ms here across the first two generations, so it’s fair to say this has been a pretty exclusive vehicle. It does outsell the X6 M though, which has found 437 buyers locally.

In each generation, the fundamental X5 M concept has been the same. Fettled by the speed merchants at BMW M, this is a wound-up version of the standard X5 featuring a 4.4-litre twin-turbo V8 feeding all four wheels via an automatic transmission – originally a six-speed and now an eight.

Following the recent trend of other full-house M models in Australia, the BMW X5 M comes here only in the top Competition specification – in the same way that Mercedes-AMG models in Australia are all ‘S’ versions.

Compared to the standard BMW X5 M, the Competition spec adds 19kW of extra power (we’ll wrap all the engine and performance details up below), staggered 21 and 22-inch alloy wheels, an M Sport exhaust, bicolour full leather Merino upholstery, Alcantara headliner, M seat belts, knee upholstery in the centre console, high-gloss black exterior elements and a track setting within a new M Mode function.

Also included in the package are new multifunction sports seats that are comfortable, supportive and adjustable, the chubby steering wheel from the M5 Competition, four-zone climate control, dual 12.3-inch digital displays for the instrument panel and infotainment screen run by BMW’s latest operating system 7, BMW’s Connected Drive service, a harmon/kardon surround sound system, a panorama glass sunroof, wireless phone charging, Apple CarPlay, a power-operated split tailgate and ambient interior lighting.

There is no Android Auto connectivity – that’s still some months away in BMWs – but there is a space-saver spare tyre. The excellent Michelin Pilot Sports employed by the X5 M are not run-flats.

So what is the logical competition for the X5 M Competition? The Porsche Cayenne Turbo and the Range Rover SVR are here now, while coming soon are the Mercedes-AMG GLE 63 S and Audi RS Q8, with 441Nm and 800Nm.

The BMW X5 M Competition is supported by a three-year/unlimited km warranty and conditions-based servicing. BMW offers service packs that guarantee pricing out to five years and 80,000km. The basic pack costs $4134, the comprehensive version $11,188.

One good thing about the BMW X5 M Competition is it comes with a proper autonomous emergency braking (AEB) system that actually pulls you up to a full stop when an obstacle is detected. Some cheaper BMWs will slow down but leave it to you to complete the deal.

Also included in the driver assist pack is adaptive cruise control, front and rear cross traffic warning, steering and lane assist, side collision warning and a bunch of parking aids including a reversing assistant that backtracks the last 50 metres of your journey hands-free. That’s actually pretty helpful … and a cool way to startle someone unaware of this party trick.

Other safety gear includes a full suite of airbags, tyre pressure monitoring, head-up display, Laser headlights and an array of front, rear, side and surround camera views,

One thing the BMW X5 M can’t offer is an ANCAP safety rating. Only standard turbo-diesel X5s are covered by the five stars awarded in 2018.

The powerhouse engine in the BMW X5 M Competition comes with two hot vee-mounted twin-scroll turbochargers and 460kW of power at 6000rpm and 750Nm of torque between 1800 and 5800rpm.

That’s 37kW up on the second-generation X5 M while torque is unchanged (incidentally, no iteration of the 4.4 – M or no M – offers more than 750Nm). Compared to the original 2009 X5 M, power’s up 52kW and torque climbs by 70Nm.

The eight-speed auto can be left to its own devices or manipulated manually by the lever or shift paddles.

At the core of the all-wheel drive system is an electronically-controlled multi-plate clutch. While set-up is rear-biased, drive can be shuttled virtually all-front or all-rear depending on the circumstance. Further, an electronically-controlled diff lock apportions torque between the rear wheels as required.

There are no less than 10 different coolers servicing all this. The over-sized inlets for some of them at the front of the X5 M are the key visual differentiator with the standard model. In fact, to divert for a second, the X5 M probably doesn’t look overt enough for some people.

All these mechanical bits mesh with a not-too-complicated launch control to propel the X5 M to 100km/h in 3.8 seconds – 0.4sec better than the old model. It’s a velvet experience – explosive yet seemingly effortless. It’s a hint of what’s to come.

Completing the other key numbers, the claimed top speed is 290km/h – we’ll take BMW’s word for it. The claimed average fuel consumption average is 12.5L/100km and that’s rather optimistic. We averaged mid-teens at best.

The other big number to consider is kerb weight. At 2310kg the X5 M is a porker. So the acceleration figures are impressive, the fuel consumption figures understandable. It’s kinda commendable the latest generation is only 5kg heavier than the original.

The chassis of the BMW X5 M includes electric assist steering, adaptive dampers for the double wishbone front and multi-link rear suspension, electronically-controlled roll stabilisation, extra-large brakes – 395mm internally vented and drilled front discs clamped by six-pot callipers – that BMW claims can stop the X5 M from 100km/h in an outstanding 32 metres. Our braking tests felt like it was pulling the tarmac up off the road.

There’s also beefy bracing in the engine bay and under the rear axle to aid rigidity. Massive Michelin Pilot Sport 4S tyres complete the package and are superb. Sure there’s some rumble and some tram tracking, but the grip level is worth that.

As has become typical of BMW M of late, a massive amount of adjustability has been dialled into the X5 M Competition.

There are three engine maps, three gearbox settings for both manual and auto, three for suspension, three for stability control and two for steering, brakes, AWD system and brakes. Brakes? Yep, you can have your pedal feel in comfort or sport. Sorry, couldn’t feel the difference folks.

All that sounds a bit boggling, but then consider the many ways you can combine and implement them.

You can go through and individually select each preference via the set-up button on the centre console. Or you can store two lots of preferences behind the M1 and M2 triggers on the steering wheel.

Alongside that you can hit the new M Mode button which offers the choice of road, sport or aforementioned track mode. As you get more aggressive so driver assist systems such as cruise control are deactivated. But even in track mode you still have to separately switch off stability control.

M Mode also alters the instrument panel and HUD presentation, with the tacho becoming more prominent.

Given so many choices and so many ways of storing them I’m not sure I was always in the modes I wanted. It is needlessly complex.

Having been disappointed by the smaller BMW X3 M and X4 M last year, I have to admit approaching the BMW X5 M Competition with a little trepidation.

As it turned out there’s no need to worry. The new X5 M is the complete package. It can be relaxed and comfortable, it can be alert and responsive and it can be wound up and aggressive.

Which means it can be driven all day every day and be used for everything from the work commute to a razz on a mountain road. Of course, it’s no off-roader, which just emphasises what strange creations these super-SUVs are.

Like the best of them nowadays, the BMW X5 M can stop and turn with great dexterity and adjustability. You can carry speed through the corner, not just up to it and out of it.

The engine is sharp, smooth, broad, loud and hugely responsive. It’s a gentle giant which can be riled up to deliver quite stunning performance from almost zero revs to its redline somewhere north of 7000rpm.

The transmission is great for cruising in any of its auto modes. It is far more responsive in manual for sports driving.

The chassis is superb in Comfort. There is tautness and flat body control yet it still provides ride comfort. It gets increasingly firm as the modes are wound up, but it never becomes offensive like the X3 M.

Steering is best in comfort mode – in sport the Servotronic system just adds weight. The AWD’s sport system is even more rear-based than standard, but requires the disabling of stability control, which is a no-no for us. It works fine in comfort. Brakes? We’ve already dealt with that.

We’ve already dealt with the front seats too, which incidentally have illuminated badges in the headrests – handy at night. There’s plenty more to get attuned to in the cockpit as the X5 M offers iDrive, touch, gesture and ‘Hey BMW’ voice control of many of its features.

Head to the back seat and there’s plenty of seating space for adults. In both rows there’s no shortage of storage options, including temperature-controlled cup-holders up front. Behind the seats there is a generous 650-litre luggage area.

The new BMW X5 M Competition is a great all-rounder.

It continues the recent run of inspiring BMWs and makes it clearer than ever the X3 M and X4 M are aberrations.

As hideously expensive as it is, the BMW X5 M Competition is still among the most cost-effective of the super-SUVs. It’s genuinely exciting to drive, yet also useable day-to-day.

How much does the 2020 BMW X5 M Competition cost?
Price: $209,900 (plus on-road costs)
Engine: 4.4-litre V8 turbo-petrol
Output: 460kW/750Nm
Transmission: Eight-speed automatic
Fuel: 12.5L/100km (ADR Combined)
CO2: 286g/km (ADR Combined)
Safety rating: N/A