2020 BMW X5 M/X5 M Competition
PRICE $106,095-$115,095
LAYOUT Front-engine, AWD,
5-pass, 4-door SUV
ENGINE 4.4L/600-617-
hp/553-lb-ft
twin-turbo DOHC
32-valve V-8
TRANSMISSION 8-speed auto
CURB WEIGHT 5,450 lb (mfr)
WHEELBASE 117.0 in
L X W X H 195.0 x 79.3 x 68.9 in
0-60 MPH 3.7-3.8 sec (mfr est)
EPA FUEL ECON 13/18/15 mpg
ENERGY CONSUMPTION,
CITY/HWY259/187 kW-hr/100
miles
CO2 EMISSIONS, COMB 1.31 lb/mile
ON SALE Spring 2020JUNE 2020 MOTORTREND.COM 67eager to kick down a gear or two.
Punch the accelerator at highway
speeds, and the X5 M will slingshot
effortlessly well into the triple digits.
Once you’re there, the optional active
cruise control can be used at up to 130
mph. If those delusions of grandeur aren’t
enough, the M Driver’s package permits
a top speed of 177 mph. You also get a
voucher for a day at the M Driving School
near the BMW factory in Spartanburg,
South Carolina. (Honestly, for a nearly
three-ton SUV that can speed you into
felony territory in the time it took you to
read the previous sentence, that single
day should be extended to several, and
attendance should be mandatory.)
Back in the real world, the X5 M reveals
the unavoidable compromises of making a
heavyweight dance. Significant tire noise
punctuates an otherwise hushed cabin. A
staggered setup of 295/35R21s up front
and absolutely massive 315/30R21s in
back (optional rear 315/30R22s come
standard on Competition models) offer
little cushion in the way of sidewall
profile. Every road imperfection shoots
directly through the rubber and straight
up into the chassis, where the stiffly
sprung suspension passes it along unfil-
tered into the cabin.
It’s the suspension tuning that provides
the biggest conundrum of the X5 M
experience. Even the Comfort driving
mode delivers a harsh ride on all but the
smoothest surfaces, and Sport and Sport
Plus both conspire to offer the kidney
detox of a lifetime.
But it’s a sports car, right? Chuck the
X5 M into a bend, and the most unnatural
sensation occurs: All of that high-cen-
tered mass is held at bay by the active
suspension’s electric servos, heroically
keeping body roll to a minimum. There’s
the distinct feeling of two opposing forcesduking it out for lateral supremacy, like a
giant trying to right a leaning skyscraper.
And with steering that offers little in
the way of reliable, tactile feedback, the
overall effect is an illusion of performance
rather than a direct connection to the
real thing. Make no mistake: The X5 M is
supremely capable, with extraordinarily
high limits. But there’s not as much fun in
approaching them.
On the flip side of things, the X5 M
offers 8.3 inches of ground clearance, so
technically it’s capable of going off-road.
But do you really want to with such skinny
ribbons on the wheels? Perplexingly,
the X5 M test drive featured no track
driving but required the crossing of three
vigorous creeks with rocky floors—not the
most confidence-inspiring endeavor when
shod with low-profile summer tires.
It might not be a sports car in the tradi-
tional sense, but the new X5 M demon-
strates just how well BMW engineers have
been able to transform this brute into
a wickedly quick and capable machine.
If they could incorporate some natural
reflexes into the driving experience, that
would be an accomplishment as worthy as
breaking the 600-hp ceiling. QLeft: Visible changes on the X5 M
Competition include blacked-out grille
surrounds, fender vents, badging, and side-
view mirror caps. Right: Program the red M
buttons behind the steering wheel for easy
access to your favorite two drive settings.