New BMW X5 M and X6 M Competition revealed

Power and then more power will be the order of the engine bay for the next-generation BMW X5 M and X6 M super-SUVs.

Both big new performance SUVs run updated versions of BMW M’s 4.4-litre twin-turbo petrol V8, this time with different outputs for an entry-level model and a Competition model with even more power.

Even the most modest of the X5 M and X6 M models will have 441kW of power at their disposal, while the faster Competition versions will slam down 460kW, though all models deliver 750Nm of torque.

Based on the new-generation BMW X5, the new BMW X5 M and X6 M Competition will keep their 250km/h top-speed limiters, but are claimed to rip to 100km/h in 3.8 seconds.

That makes them quicker than the Mercedes-AMG GLE 63 S, which will soon be renewed, and as quick as the Porsche Cayenne Turbo S E-Hybrid, as well as the smaller Alfa Romeo Stelvio Q and Mercedes-AMG GLC 63 S (but not the 3.7sec Lamborghini Urus).

The standard X5 M and X6 M are both just a tenth of a second slower to reach the benchmark 100km/h figure.

BMW says the X6 M Competition will even blast out the 0-200km/h sprint in 13.2 seconds and, like its more conservative-looking X5 M running mate, it can be refettled with the M Driver’s Package to hit a 290km/h speed-limiter. That 0-200km/h figure slices 0.3 seconds from the X6 M’s time.

The X6 versions are both slightly faster to 200km/h than the X5 variants, with the X5 M hitting 200km/h in 13.7 seconds and the Competition honing that down to 13.4.

While the BMW X5 M and X6 M will both be on sale in Europe by the end of this year, the Competition versions – which may be the only variants offered in Australia -- won’t be ready until after Easter next year, meaning a mid-2020 local release at the earliest.

They’ll all be big cars, with the X5 M reaching out to 4938mm long and 2015mm wide. The X6 M is 4941mm long and 2019mm wide, and slightly lower at the roofline than the X5, at 1685mm for the base version and 1687mm for the Competition. All four cars share the 2972mm wheelbase.

The powertrains in the X5 M and X6 M are identical, and so are those in their Competition big brothers.

That means a hot-vee V8 with a pair of turbochargers nestled in the vee angle of the two cylinder banks, plus a cross-bank manifold that other hot-vee aficionados don’t use.

The base versions reach their torque peaks at 1800rpm and hold them until 5600 revs, while the power arrives at 6000 revs and the engines spin out to 7200 before their acceleration is reined in by the electronic limiters.

Meanwhile, in Big Boy land, the torque peak remains for 200rpm longer, until 5800 revs, though the power peak remains at 6000rpm.

Fuel consumption is listed at 12.7L/100km for all four models.

The engines are stiffly mounted to their front subframes and the exhaust gases disappear through a pair of 100mm exhaust pipes.

All four models use eight-speed automatic transmissions, reworked from lesser BMW fare to cope with the extra torque and rev figures and for the sharper shifting usually demanded by M drivers.

The rest of the powertrain features an active all-wheel drive system that combines with an active rear differential and a skid-control system that is programmed only to intervene in extreme situations.

All four of the new M models are designed to run with rear-biased power delivery, and typically bring the front axle into play when the rear tyres have run out of longitudinal capacity.

Even then, the drivers will be able to switch the setup menu around so they can split the torque delivery towards the axle they prefer.

That won’t apply for the 4WD Sport mode, though, because its extra intensity pumps even more drive to the rear wheels, allowing the big rigs to drift.

Underpinning all of this is a chassis and suspension setup heavily tuned by M, and now including almost rock-solid subframe mounts to the body for the double-wishbone front-end and five-link rear suspension.

M has fiddled its front geometry to give all four models considerably more front camber angle than the standard X5 and X6 models, with the front wheels all connected with a twin-wall torque arm and forged upper control arms.

There’s a shear panel beneath the front axle to add stiffness, and there is even more bracing at the top of the engine bay, including diagonal struts running from the strut towers to the front of the bulkhead and multi-piece tower-to-bulkhead struts as well.

The rear-end is stiffened up with a new strut, with thrust arms, above the exhaust pipes.

Electromagnetic dampers govern the ride and handling package and all four models have active roll stabilisation, with high-torque electric swivel motors governing the body movement.

The dampers can be ranged in to Comfort mode for smoothness, Sport mode (which is the as-tested setup for the Nürburgring) and a Sport Plus mode for race tracks.

Yes, race tracks. At 2295kg for, curiously, all four models.

This all requires huge braking power, and the cars are all fitted with 395mm front discs with six-piston fixed callipers and 380mm discs with single-piston floating callipers at the rear.

The base versions ride on 21-inch wheels, with 295/35 R21 rubber up front and 315/35 R21 tyres at the back, while the Competition versions up that at the rear to a 315/30 R22 package.

All that weight must go on something, so the four are fitted with stuff like leather multifunction seats, heated steering wheels, head-up displays, specific M graphics and information in the infotainment screen, 40:20:40 split-fold rear seats and 650 litres of luggage capacity in the X5 versions and 580 litres in the X6.

They can also be optioned with a Bowers & Wilkins surround sound audio system and laser long-range headlights.