Porsche Cayenne VS BMW X6
- Bonkers performance
- High-end interior
- (Somewhat) affordable pricetag
- Questionable rear styling
- Limited rear-seat headroom
- Firm suspension
Since the Porsche Cayenne turned the automotive world upside down in the early noughties, it has continued to evolve and has grown to become one of the brand's biggest sellers.
One size up from the mid-size Macan, it's problematic for hardcore Porsche-philes, but there's no doubting this five-seat SUV's success, or the fact that it helps keep the famous German sports car maker well and truly in the black.
And this is the new, third-generation version, with an all-new chassis, fresh engines, and a bunch of dynamic, safety and multimedia tech enhancements.
Read More: Porsche Cayenne Turbo 2018 review: snapshot
Read More: Porsche Cayenne S 2018 review: snapshot
Read More: Porsche Cayenne 2018 review: snapshot
|Engine Type||4.1L turbo|
The BMW X6 has long been the ugly duckling of the Bavarian brand’s SUV family, often cited as the genesis of the swoopy, coupe crossover trend.
But look back at its 12-year history, and it's clear that the X6 has resonated with buyers around the world with more than 400,000 units produced.
Now in its third-generation form, the X6 has shed the awkward and even sometimes dorky image of its progenitor and evolved into a much more mature and confident model.
Crowing the new line-up, however, is the flagship M Competition grade that shoehorns a sporty V8 petrol engine to match the bulky and brawny exterior.
Is this a recipe for success, or should BMW go back to the drawing board?
|Engine Type||4.4L turbo|
|Fuel Type||Premium Unleaded Petrol|
The Cayenne may be the Porsche of SUVs, but you can't have family car size and practicality without a few concessions.
It's fast, beautifully built, and engineered with a special eye for detail, and the well specced Cayenne S is the pick of the bunch for performance and value.
But it's worth remembering the SUV bit. This Porsche is more everyday enjoyment than track day excitement.
Is the Cayenne your kind of premium family truckster? Tell us in the comments below.
SUVs are so hot right now, and BMW’s X6 M Competition is the hottest high-riding coupe you can get until its German rivals bring in their high-powered equivalents.
In a lot of ways, the X6 M Competition is one of the most BMW-iest models available today; it's covered head to toe in luxurious features, its performance puts most sports cars to shame and it oozes a don’t-care-what-you-think swagger.
What more could you want from a modern BMW? Maybe high safety standards and a practical interior space? The X6 M Competition has those too.
Sure, you could go for the slightly cheaper and more conventionally styled X5 M Competition, but if you are spending more than $200,000 on a performance SUV, don’t you want to stand out from the crowd? And stand out the X6 M Competition certainly does.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
The design is new yet familiar. Longer (+63mm), wider (+44mm), lower to the ground, and lower overall (-9mm), yet the wheelbase is unchanged at just under 2.9m.
All models feature LED headlights, and the Cayenne and Cayenne S are identified by their silver grille slats, with the Turbo featuring matt and high-gloss black surfaces plus larger air intakes at the front.
Car-spotters will also notice narrower side windows with a sharper decline at rear (Porsche calls it the Flyline) and the C-pillars tilting forward for a racier look.
A full width horizontal light strip across the tail sits under a clear covering above a three-dimensional version of the Porsche logo.
And wheels now range in size from 19-inch on the Cayenne, 20-inch on the Cayenne S, to 21s on the Turbo, plus optional 22s, presumably for those who drive on billiard table smooth freeways at all times.
And the Cayenne now features staggered or mixed tyres for the first time, that is fatter rubber on the back than the front.
Inside, the biggest change is the adoption of the Panamera's 'Advanced Cockpit', with the central tachometer in the iconic five-gauge instrument cluster flanked by twin 7.0-inch screens to create a blended analogue/digital version of the classic Porsche five dial layout.
Plus, there's the sleek 12.3-inch screen in the centre running everything from nav and vehicle settings to audio control and phone calls, through touch and voice.
Again, it's a direct lift from the Panamera, and the screen layout can be customised to personal preference, with Apple CarPlay standard (but no Android Auto).
The X6 has long been a love-it-or-hate-it model for BMW, and in it’s latest third-generation form, the styling is as polarising as ever.
Maybe it’s the fact that more coupe-like SUVs have hit the market since the original X6's debut, or that we’ve had time to get used to the idea, but the latest X6 looks … good?
OK, we’re as surprised as anyone, but, especially in this top-spec M Competition form, the athletic proportions, heavily sloped roofline and chunky bodywork don’t look all that awkward or unattractive.
What also helps set the X6 M Competition apart, is its sports body kit, fender vents, aerodynamically optimised side mirrors, arch-filling wheels and black highlights befitting the performance-honed flagship variant.
It certainly stands out from the usual SUV crowd and, with a volcano of an engine tucked underneath the sculpted bonnet, the X6 M Competition is not a case of all show and no go.
You could argue that the X6 M Competition’s exterior styling is a bit ostentatious and over the top, but what would you expect a large, luxury, performance SUV to look like?
Step inside the cabin and the interior balances the sporty and luxury elements almost perfectly.
The front sports seats are clad in soft Marino leather with hexagonal quilting, carbon-fibre detailing is peppered throughout the dashboard and centre console, and small touches, such as the red start button and M toggles, elevate the X6 M competition from its more standard siblings.
Practicality highlights are more storage around the cabin, and a slide and recline adjustable rear seat.
Up front, the glove box is cooled, there are storage compartments under both seats, plus two cupholders, decent bottle holders in the doors, a 12-volt outlet (under the glove box), as well as two USB charge and connectivity ports in a generous console storage box.
Jump in the back and you'll find door bins with space for bottles, map pockets on the front seat backrests, a pair of cupholders in the fold-down centre armrest, plus two USB charge ports and a 12-volt socket in the centre console.
The rear seat's tilt and slide party trick means there's plenty of leg and headroom in the rearmost, fully reclined position. But tweak a lever on the side and a pull handle under the cushion and you can move forward (in stages) to liberate as much as 100 litres of extra cargo space over the outgoing model, while maintaining seating for five (three without legs in the extreme forward position).
Porsche's official description of the rear bench offering “two comfortable seats outside left and right and one centre seat” accurately sums up the relatively squeezy plight of the centre rear passenger.
Cargo capacity is 770 litres with the 40/20/40 rear seat upright, and a handy 1710 with it folded forward. There are four tie-down anchor points, plus a netted storage area on the passenger side, two lights and yet another 12-volt power point.
An auto tailgate is standard on all models, and a 20-inch collapsible spare (with inflator kit) sits under the rear floor.
If towing is your thing the Cayenne's weight ceiling is 3.5-tonne for a braked trailer, and 750kg unbraked. Porsche's 'Trailer Stability Management' system is standard.
Measuring 4941mm long, 2019mm wide, 1692mm tall and with a 2972mm wheelbase, the X6 M Competition offers plenty of interior space occupants.
There is front-seat space aplenty for passengers, despite sports seats that hug and support in all the right places, while the rear seats are also surprisingly functional.
Even with my six-foot-tall frame positioned behind the driver’s seat set for my height, I still comfortably fit and had enough leg- and shoulder-room.
The sloping roofline however, doesn’t help the headroom situation with my head just grazing the Alcantara headliner.
It’s a different story for the middle seat though, which will only fit children due to the raised floor and seating positioning.
All in all, I'm actually surprised at how usable the rear-seat room is in the X6 M Competition – it's definitely more practical than the stylish exterior would suggest.
Storage options abound throughout the cabin as well, with a huge storage bin found in each door that is easily able to accommodate large drink bottles.
The central storage bin is also deep and cavernous, but it can be a bit difficult to retrieve your phone from the wireless phone charger there as it's tucked away under the shutter.
The 580-litre boot can expand to 1539L with the rear seats folded.
While that figure doesn’t quite match the 650L/1870L figure of its X5 twin, it's still more than enough space to take care of the weekly shopping and family stroller.
Price and features
There are three models offered initially, starting with the Cayenne, powered by a 3.0-litre single turbo-petrol V6 for $116,300 before on-road costs. Then the 2.9-litre V6 Cayenne S adds a second turbo and around $40k to the price tag, coming in at $155,100.
The powerhouse Turbo tops the line-up with a 4.0-litre twin-turbo petrol V8 under the bonnet, and cost of entry sitting at $239,400.
Not a diesel in sight (for Australia) for the time being, with an E-Hybrid variant due here closer to the end of this year.
As you'd expect in this part of the market the standard equipment list is solid, with the Cayenne featuring partial leather trim, cruise control, LED headlights, daytime running lights and tail-lights, rain-sensing wipers, dual-zone climate control, privacy glass, front seats with 14-way electric adjustment and memory settings, remote central locking with 'Keyless Go', the twin digital instrument displays, multi-function sports steering wheel (with gearshift paddles), auto tailgate, 'Porsche Active Suspension Management (PASM - with adaptive dampers), 19-inch alloy wheels, and 'Porsche Communication Management' (PCM) with the 12.3-inch screen controlling nav, phone and audio (10-speaker, 150 watt and digital radio).
As well as it's more powerful twin-turbo V6 engine, the Cayenne S adds 'Adaptive PASM' (with air suspension), 20-inch alloy rims, twin dual-tube tailpipes, dynamic (directional) LED headlights, a dual-pane panoramic sunroof, heated front seats, pedal faces in stainless steel, a 710-watt Bose 'Surround Sound System' with 14 speakers (including subwoofer), and metallic paint in any one of seven colours.
Then the Cayenne Turbo piles on the power and luxury with the twin-turbo V8 joined by 21-inch alloys (in dark titanium with highly polished surfaces) including wheel arch extensions in the exterior colour, 'Porsche Active Aero' (with adaptive roof spoiler), scrolling LED indicators, 'LED Matrix' headlights, 'smooth finish' leather upholstery, 18-way electronically-adjustable 'Adaptive Sports' front seats with unique trim and fatter side bolsters, front and rear seat heating (and ventilated/cooled front seats), exterior mirrors with kerb-view parking aid, a heated steering wheel, 'cross-brushed' aluminium interior highlights, and Alcantara roof lining (cloth on base and S).
If you're ready to stump up the big bucks, that's a heap of fruit to go with this car's comfort and performance potential.
The BMW X6 Competition wears a $213,900 before on-road costs pricetag, just $4000 more expensive than its more conventionally styled X5 twin.
While a $200,000-plus pricetag is certainly not chump change, things start to look a bit better when stacking up the X6 M Competition against other models that share the same engine and platform.
Also, consider that the X6 is an SUV, making it more appealing to those looking for a higher ride height and more practical storage options.
As standard, the X6 M Compettition is fitted with four-zone climate control, soft-close doors, automatic tailgate, electric front seat adjustment, heated front seats, Harman Kardon sound system, panoramic glass sunroof, adjustable exhaust, keyless entry and push-button start.
For the instrument panel, BMW has fitted its 12.3-inch screen, while the multimedia system is a 12.3-inch touchscreen unit with support for Apple CarPlay, gesture controls, digital radio and wireless smartphone charging.
However, it’s the attention to detail that we appreciate in a luxury SUV like this.
Take, for example, the spare tyre, which is stored under the floor of the boot. In any other car where this happens, you would just have to lift up the floor and then struggle to take the tyre out as you fight to prop up the floor. Not in the X6 – the floor panel has a gas strut to keep it from dropping when it's lifted. Clever!
The front cupholders are also fitted with heating and cooling functionality, both of which have two settings.
Befitting an M model, the X6 M Competition also scores an active differential, sports exhaust, adaptive suspension, uprated brakes to go with its potent engine.
Of note, there is no cooling option for the seats and the steering wheel misses out on a heating element.
However, the metallic paintwork and carbon-fibre interior flourishes as seen on our test car are no-cost options.
Engine & trans
The new car's engines are lifted from the Panamera, and not only feature more power than the outgoing Cayenne, but Porsche claims improved fuel economy and lower emissions.
All feature an alloy block and heads, the Cayenne's 3.0-litre, single turbo V6 delivering 250kW from 5300-6400rpm, and 450Nm from just 1340rpm all the way to 5300rpm.
This 'base' engine features direct fuel-injection, 'VarioCam Plus' (variable cam control on the inlet and outlet side, and valve-lift adjustment on the inlet side), as well as the turbo located in the engine's vee to help minimise lag.
The Cayenne S's 2.9-litre V6 adds a second turbo to deliver 324kW from 5700-6600rpm, and 550Nm between 1800rpm and 5500rpm. It's shorter stroke design helps lift the rev ceiling by 300rpm (to 6800rpm).
Then the Cayenne Turbo adds two more cylinders to pump out no less than 404kW (542hp) across a narrow plateau from 5750-6000rpm, and 770Nm between 1960rpm and 4500rpm. The V8 also locates the turbos in the 'hot vee', but drops back to 'VarioCam' (variable cam control on the inlet and outlet side) without valve-lift adjustment on the inlet side.
All models now feature an eight-speed 'shift-by-wire' 'Tiptronic S' auto transmission, with drive going to all four wheels courtesy of Porsche's Active Traction Management system. The gear set in the Turbo (including the final drive) is slightly taller, although the seventh and eighth ratios are overdriven on all models to maximise fuel economy.
Claimed 0-100km/h times (with optional Sport Chrono package numbers in brackets) are: Cayenne – 6.2sec (5.9s), Cayenne S – 5.2sec (4.9s), Cayenne Turbo - 4.1sec (3.9s).
And if you have a very long driveway, leading up to your (presumably) very large house, you'll be pleased to know maximum velocity for the Cayenne is 245km/h, rising to 265km/h for the S, and a stonking 286km/h for the Turbo.
Drive is sent to the road via a rear-biased xDrive all-wheel-drive system, which enables a zero-to-100km/h acceleration time of 3.8 seconds. The X6 tips the scales at 2295kg, so this level of acceleration almost defies the laws of physics.
The engine is shared with the X5 M Competition, M5 Competition and M8 Competition.
The X6 M Competition also outpowers its Mercedes-AMG GLE 63 S Coupe rival by 30kW, though the Affalaterbach SUV produces 10Nm more torque.
However, it is important to note that the current Mercedes uses the older 5.5-litre twin-turbo V8 engine, and is due to be replaced with a new GLE 63 S model that switches to AMG’s ubiquitous 4.0-litre twin-turbo V8 for 450kW/850Nm.
Audi’s RS Q8 is also incoming later this year, and packs a 441kW/800Nm punch thanks to a 4.0-litre twin-turbo petrol V8.
Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle ranges from 9.2L/100 km for the Cayenne (emitting 209g/km of C02 in the process), to 9.4L/100 km for the Cayenne S (213g/km), and 11.9L/100 km for the Cayenne Turbo (272g/km).
All models feature auto start-stop (with coasting), your only fuel option is 98 RON premium unleaded, and you'll need 90 litres of it to fill the tank.
Official fuel consumption figures in the X6 M Competition are pegged at 12.5 litres per 100km, however, we managed 14.6L/100km in a morning drive covering almost 200km.
No doubt the hefty weight and big petrol V8 engine contribute to the higher fuel bill, but the start/stop engine technology helps keep the figure down.
The new Cayenne sits on the VW Group MLB Evo platform, which also underpins the Audi Q7, Bentley Bentayga, Lamborghini Urus, and the soon-to-arrive new generation VW Touareg.
It uses a lot of aluminium and lightweight high-strength steel which, in concert with the alloy body panels, makes the car not only stiffer, but lighter by up to 65kg.
We've driven each model over a two-day launch program in The Barossa Valley in South Australia, and can confirm the base Cayenne is quick, the S is properly fast, and the Turbo is ballistic.
The transmission is a conventional eight-speed auto, rather than Porsche's PDK dual-clutch, and shifts are quick but smooth in normal mode, transitioning to a sharper, even more precise response in Sport or Sport Plus.
Porsche stands proudly on its reputation as a great sports car maker and says the Cayenne fits easily into that context. But let's face it, this is a two tonne SUV, and while it's dynamically outstanding, it's no 911.
All models feature multi-link suspension front and rear including active dampers, with varying levels of suspension sophistication as you walk up the range, to three chamber air suspension on the Turbo.
On quick twisting B-roads it's fast, in the case of the Turbo, bloody fast. It grips hard thanks to fat Z-rated rubber and active drive distribution makes sure it puts its power down perfectly. But no matter how sophisticated the suspension tech, it still feels large and relatively top heavy.
The electromechanical steering is light, and while it's accurate, no matter which mode you're in road feel is modest.
Not surprisingly, the ride firms up in tune with sportier drive modes, but in Comfort, even the Turbo on 21-inch rims, soaked up the irregularities of at times choppy rural roads with surprising ease.
Given the car's mass and performance potential braking is an understandable priority, with even the base model featuring big ventilated rotors all around with four piston calipers at the front and two at the back.
The S ups that to six piston front and four at the rear, while the Turbo debuts Porsche's 'Surface Coated Brake' a Tungsten-Carbide coating on the discs and special pads for longer life and less dust. Of course, the front calipers are 10-piston with four at the rear (and they're white just to prove brake dust isn't a problem).
In typical Aussie conditions these monster brakes are like cracking a walnut with a sledgehammer. Stopping power (on all models) is immense, and pedal feel is agreeably progressive.
We also headed off-road through rutted dirt and rocky climbs, and with five drive and chassis modes at its disposal the Cayenne ate it up.
The different off-highway modes ('Gravel', 'Mud' and 'Rock') will lock and unlock the centre and rear diff as required and the adjustable hill descent control made crawling down steep slopes a breeze. You can even option up an 'Offroad Package' bringing extra protection for vital components, as well as off-road specific info in the PCM and a compass display on the dash.
If you need to think about the dips and climbs on your country retreat, or maybe just the pitch of your driveway, the Cayenne and Cayenne S's approach and (with the Turbo in brackets) is 25.2degrees (23.3), ramp over is 18.7degrees (16.7), departure is 22.1degrees (20.4), ground clearance measures 210mm (190mm), and fording depth is 500mm (475mm).
With such a large footprint, you just don’t expect the X6 M Competition to drive as well as it does, but it’s great to have your expectations checked every now and again.
The seating position is spot-on thanks to heaps of adjustability in the driver’s chair and the steering wheel, while visibility (even out the small rear window) is excellent.
All the controls fall easily in hand, and if you just left the X6 to its own devices, the sporty elements almost fade away into the background.
Dive into the drive settings, however, and you will notice Sport and Sport Plus options for the engine and chassis, while the steering, brake and M xDrive settings can also be dialled up a notch.
There isn’t a ‘set-and-forget’ drive mode switch though, as each of the aforementioned elements can be adjusted individually to dial in the exact response you want from the car.
Even the transmission has its own independent setting, with shifts in manual or automatic mode able to be tweaked to three levels of intensity each, while the exhaust also has an option for loud or less loud.
We love the flexibility this affords, and opens up the possibility of having the engine on full attack mode while the suspension and transmission are on the comfort settings, but it does require some time sitting in the driver’s seat and tweaking this and that to get things right.
Once you work it out though, you can store these settings in M1 or M2 modes, which can be switched on with the push of a button on the steering wheel.
With everything switched to the sportiest options, the X6 M Competition is much more akin to a rapid hot hatch attacking corners and devouring the open road than its high-riding SUV body style would suggest.
Credit where it’s due, BMW’s M boffins know a thing or two about building a big barnstorming bruiser.
Fitted with gigantic 315/30 rear and 295/35 front Michelin Pilot Sport 4S tyres, the X6 M Competition benefits from superglue-like levels of grip in most situations, but a stab of throttle can still overwhelm the rear axle mid-corner.
Pulling up is a non-issue in the two-tonne-plus SUV, thanks to M Compound Brakes with six-piston fronts grabbing 395mm discs, and single-piston rears biting 380mm discs.
When you're not putting the boot in, the X6 M Competition also doubles as a convincing luxury runabout, but even in the chassis’ most comfort-orientated setting, road imperfections and high-speed bumps transmit directly through to the occupants.
Active safety systems include the usual suspects like ABS, ESC, and traction control (ASR), with the addition of other features under the 'Porsche Stability Management' umbrella, including ABD (torque vectoring by braking), and MSR (prevents slip on the drive wheels produced under engine braking)
There's also AEB (although the Porsche system doesn't bring the car to a complete stop), 'Park Assist' (front and rear) including 'Surround View', 'Lane Keeping Assist', 'Lane Change Assist', and tyre pressure monitoring.
But if all else fails passive features include an active bonnet (activated by pedestrians, cyclists, etc detected by the front camera), driver and front passenger airbag, knee airbags for the driver and front passenger, front side airbags, rear side airbags and full-length curtain bags.
There are three top tether points across the back seat with ISOFIX anchors on the two outer positions. ANCAP hasn't assessed the third generation Cayenne so far, but its Euro NCAP affiliate awarded a left-hand drive, 3.0-litre diesel model a maximum five stars in 2017.
The BMW X6 has not been tested by ANCAP or Euro NCAP and does not have a crash rating.
However, the mechanically related X5 large SUV scored a maximum five stars when tested in 2018, notching 89 and 87 per cent for the adult- and child-occupant protection tests respectively.
Safety equipment fitted to the X6 M Competition includes a surround-view monitor, tyre pressure and temperature monitor, autonomous emergency braking (AEB), adaptive cruise control, lane-keep assist, lane-departure warning, reversion camera, rear cross-traffic alert, front and rear parking sensors, and built-in dash cam.
In terms of safety gear, there really isn’t much left on the table for the X6 M Competition to pack in, though it does lose a point for not having a crash-safety rating.
In its favour though is the fact its onboard technology works unobtrusively and the adaptive cruise control is one of the smoothest and easy-to-use systems I've experienced.
The Cayenne is covered by Porsche's three year/unlimited km warranty, with paint covered for the same period, and a 12-year (unlimited km) anti-corrosion warranty also included.
Porsche Roadside Assist provides 24/7/365 coverage for the life of the warranty, and after the warranty runs out is renewed for 12 months every time the vehicle is serviced at an authorised Porsche dealer, and the main service interval is 12 months/15,000km.
No capped price servicing is available, with final costs determined at the dealer level (in line with variable labour costs by state/territory). Indicative scheduled costs for the first four years/60,000km line up as: 12 months/15,000km (annual) - $695, 24 months/30,000km (intermediate) - $695, 36 months/45,000km (annual) - $695, and 48 months/60,000km (major) - $1300, for a total of $3385.
Scheduled service intervals are pegged at every 12 months or 15,000km, whichever comes first.
BMW offers two five-year/80,000km service plans with the X6 M Competition, a basic option for $4134 and a Plus for $11,188, with the later including the replacement of brake pads, clutch and wiper blades.
Though pricey to maintain, it’s not unexpected for a vehicle at this price point.
What we like to see though, is BMW match Mercedes’ pledge for a five-year warranty across its range, including high-performance AMG models.