BMW X6 M Competition 2020 Review

Priced at $213,900 plus on-road costs, the new BMW X6 M Competition is the most expensive SUV the German luxury brand has ever sold in Australia.

It’s been a steady rise for the X6 M. When it launched here in 2009 the first generation was $179,900. Generation two was $194,700 when it debuted in 2015.

Even so, the new X6 M is still cheaper than competitors such as the Porsche Cayenne Turbo and should also undercut the upcoming Audi RS Q8 and the new Mercedes-AMG GLE 63 S Coupe.

And the BMW X6 M’s still a much cheaper way to get into the version of BMW’s 4.4-litre twin-turbo petrol V8 tuned by its in-house M horsepower heroes than any traditional low-riding passenger car. The BMW M5 Competition will set you back another $20,000 and the M8 Competition an extra $130,000…

Of course, there is one less expensive way to experience this M version of the engine and that’s the X5 M Competition. It’s only $4000 cheaper than the X6 M and they not only share drivetrains but all the other key mechanical bits and equipment.

The big difference is the shape of the two US-assembled X Ms. Just like their mainstream donors, the 5 is the traditional block-of-flats SUV, while the 6 goes for the hatchback-on-stilts look. After all these years the latter still looks odd and contrived. Sadly, even big wheels don’t do much for it.

The BMW X6 M is a tiny bit longer (+3mm), lighter (-15kg) and lower (-55mm) than the X5 M. It also has less luggage space (580 litres versus 650 before the rear seats are collapsed) and less headroom in the rear seat. Having said that, both comfortably fit two 180cm adults, it’s just they’ll feel more enclosed in the 6.

Being the top Competition specification, the X6 M comes with the full-fat 460kW engine (+19kW over standard), staggered 21 and 22-inch alloy wheels (shod in Michelin Pilot Sports), 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 are new multifunction sports seats, the 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, a harmon/kardon surround sound system, a panorama glass sunroof, wireless phone charging, Apple CarPlay, a power-operated tailgate and ambient interior lighting.

There is no Android Auto – that’s still some months away in BMWs – but there is a space saver spare tyre. Remember no M models use run-flats.

The BMW X6 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.

The BMW X6 M Competition comes with the full swag of driver assist systems including autonomous emergency braking that actually pulls you up to a full stop. Remember, not all BMW AEB systems offer that capability.

In addition. there 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.

There is also a full suite of airbags, tyre pressure monitoring, head up display, piercing, Laser headlights and an array of front, rear, side and surround camera views.

And if you’re wondering about an ANCAP safety rating, don’t bother. The X6 range has not been crash tested by the local authority. Or Euro NCAP, for that matter.

The fundamental technical specifications of the BMW X6 M Competition are familiar. Twin-turbo 4.4-litre double overhead cam V8 engine attaches to automatic transmission and variable all-wheel drive system.

Since generation one in 2009, the power level has gone up 52kW and 70Nm and two gears have been added to the auto bringing it to eight speeds.

From generation two to three there’s been an extra 37kW found in the S63 engine, bumping it to 460Nm produced at 6000rpm. Torque remains unchanged from generation two at 750rpm, albeit produced in a wider range from 1800rpm to 5800rpm.

It’s worth pointing out the M version of the 4.4 offers no more torque than mainstream N63 version fitted to vehicles like the X6 M50i (although it gets ‘only’ 390kW).

The S63’s outputs come courtesy of two twin-scroll turbos, direct injection, variable valve and camshaft timing and cross-bank exhaust manifolds.

The result is a launch control-assisted 0-100km/h time of 3.2 seconds, which is 0.4sec faster than generation two. Top speed is rated at 290km/h, while the fuel consumption average is claimed to be 12.5L/100km on 98 RON unleaded. In turn these claims are believable, unverified by us and optimistic in the extreme. On the latter score we saw mid-teens in the real world.

All those numbers need to be taken in the context of a 2295kg unladen kerb weight. That makes the acceleration all the more impressive and the consumption all the more understandable.

Of course, the engine and transmission don’t do the job alone. The M xDrive all-wheel drive system is based around an electronically controlled multi-plate clutch and is fully variable. But it favours the rear wheels where possible. In addition, a limited-slip diff varies drive across the rear axle.

The chassis fundamentals include adaptive dampers, active roll stabilisation, electric assist steering tuned by M and massive brakes – the fronts combine 395mm discs with six-pot callipers. BMW claims the X6 M can pull up from 100km/h in 32 metres. That’s believable.

Overlaying the hardware is a heap of software that enable an enormous amount of adjustability.

There are three engine maps, three gearbox settings for both manual and auto, three for suspension, three for stability control and two for steering, AWD system and brakes. Yes brakes can be set to comfort or sport. Either way, they worked.

In addition, the driver assist systems can be detuned via the new M Mode through road, sport and track settings. Stability control still has to be turned off separately though.

Your preferences in all this stuff can be stored behind M1 and M2 triggers on the steering wheel. Once you figure everything out they are handy shortcuts.

Wow. Driving the BMW X6 M Competition is just a wow experience. In fact, it’s a WOW experience.

What makes it even more impressive is being aware how far full-size, huge-horsepower SUVs have come since they first started appearing on the scene in the early 2000s.

Tall, heavy, rock-hard and overpowered lead-tipped V8 arrows, they were all straight-line show and no cornering go.

Sure, the BMW X6 M still tells a gloriously impressive story when accelerating. Launch control starts are cocooned and fuss-free yet tremendously violent. The engine sings an increasingly ferocious song as speed builds just as ferociously.

But it’s the dynamic prowess that leaves an even greater impression. A vehicle this heavy and this high has no right to carry speed through a corner like it does. The anti-roll system’s swivel motors keep the body flat, just as AWD and the rear diff ensure the right wheels are being accelerated or braked at the right time.

And all of this achieved without having to wear a kidney belt or fear for your teeth. Even in their most aggressive Sport+ setting, the dampers still provide a liveable ride. In fact, wind back to comfort mode and a bumpy, winding road can be attacked with incredible confidence.

The curiosity in all this is the transmission. Through all its options it never became truly aggressive, certainly not in the way Jaguar’s F-PACE SVR’s eight-speed punches you in the head. Manual shifting is the best way to extract the best sporting experience from this auto.

Not thinking about sport? Then the beauty of the X6 M is it can all be dialled back to be everyday liveable. Yep, commuting, shopping, school drop-offs, trips to the tip, the beach-house, the snow. It’s all doable.

You’ll make all these trips in a luxuriously presented interior. Anyone who has been near a top-spec recent BMW will see many elements that are familiar. It’s amazing to think just a few years ago BMW interiors were being lambasted for their drab cost-cutting.

The M seats are fantastically supportive and adjustable; the chubby steering wheel is power-adjustable to ensure you find the right seating position.

But the wheel is also as busy as hell with buttons, triggers, flaps and stalks to operate. In fact, there is lots to operate all over the dashboard and you can use gesture, voice, touch or dial to control all those functions.

And in the traditional of annoyingly fiddly M gear levers, the one in the X 6 M is no exception. M people, please let’s simplify all this a bit!

As previously mentioned, the rear seat is pretty enclosed in the X6 M, but there is still adult-friendly space. There’s also rear air-con adjustments, but no USB plugs. Storage is more than adequate front and rear.

Finally, the exterior. Yep, styling’s subjective and beauty’s in the eye of the beholder. Well, this beholder struggles with the X6 M... and every other X6 to be honest. If they lowered it and shrunk it then it would look better. But then, I guess, it would be an X4 M.

So is the BMW X6 M Competition worth all that money? Of course not: we’d be hard-pressed to justify any vehicle at that price.

However, it’s still a wonderful vehicle to drive, a real quality act that defies – or at least resists – the issues associated with turning high, heavy and wide into small, lithe and light (feeling).

It’s easy to suspect it will be just too weird-looking for some buyers no matter how well it drives. But remember, you can’t see the exterior from the driver’s seat!

How much does the 2020 BMW X6 M Competition cost?
Price: $213,900 (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