Super SUV Comparison 2020: BMW X3 M vs. X6 M, Cayenne Turbo Coupe, GLE63 S AMG, and Levante Trofeo

Super SUV Comparison 2020: BMW X3 M vs. X6 M, Cayenne Turbo Coupe, GLE63 S AMG, and Levante Trofeo

Like watching an Airbus A380 claw its way into the sky, blasting through L.A.’s famous canyon roads in a nearly three-ton, 600-hp atomic eggplant never gets old. What’s even better: seeing the eventual winner of our Super SUV shootout towering over the sleek, low-slung sports cars and supercars at MotorTrend’s Best Driver’s Car a few months later.

In this year’s field of Super SUVs, the least powerful vehicle we have, the 2020 BMW X3 M Competition, makes a mere 503 hp  from its 3.0-liter twin-turbo I-6. The most output comes from the Bimmer’s big brother, the X6 M Competition, which holds a 617-hp 4.4-liter twin-turbo V-8. Splitting the difference between the two roundel-spangled siblings are the 541-hp 2020 Porsche Cayenne Turbo Coupe, the 590-hp 2020 Maserati Levante Trofeo, and the 603-hp 2021 Mercedes-AMG GLE 63 S 4Matic+.

Our field this year ought to give our Best Driver’s Car entrants their toughest challenge yet—which says a lot considering the caliber of last year’s winner, the Lamborghini Urus, and the prior year’s, the Alfa Romeo Stelvio Quadrifoglio. Any of these beasts will pin back the ears of Jack, Steve, and Jeff on their way to hockey practice while leaving plenty of room for all the sticks and pads in back.

As in years past, Best Driver’s Car rules are in play: Concerns about cost and practicality take a back seat, and we dispense with test numbers. They’re all crazy-fast, so what’s a tenth of a second here or there?

What we do care about is how these vehicles drive and make us feel. Like you, we drive (at least some of the time) for pure enjoyment and to forget our collective reality. We’re looking for the most fun to drive, most engaging, and most exciting performance SUV—the one, like the Urus and Stelvio, that is most capable of putting a smile on your face and keeping it there.

After a fast-paced week on L.A.’s famed Angeles Crest Highway and deep in the San Bernardino Mountains, here’s how our five SUVs shook out.

5th Place: 2020 Maserati Levante Trofeo

Back in 2017, when the Levante first hit the streets, we invited it to come play in the snow with a Jaguar F-Pace, Mercedes GLC 43, and Porsche Macan GTS, but Maserati declined our invitation. I’m a bit embarrassed to admit it, but we kind of forgot Maserati existed for a few years—that is, until Maserati apologist and fellow features editor Scott Evans reminded us that the Alfa Romeo Stelvio Quadrifoglio isn’t the only Italian-built and Ferrari-hearted SUV on the road.

By all accounts, the Maserati Levante Trofeo—which made its debut in late 2018—should be a strong contender. For starters, there’s its powertrain. Whereas the Stelvio Quadrifoglio—a fellow FCA product—has a “Ferrari-derived” 505-hp twin-turbo V-6, the Levante Trofeo has a bona fide Ferrari V-8 under its snout.

Commonly found in Ferrari products ranging from the Portofino to the F8 Tributo, the 3.8-liter twin-turbo mill makes 590 hp and 538 lb-ft of torque when fitted with a cross-plane crank and shoehorned into the Levante Trofeo. It’s paired with an eight-speed automatic and torque-vectoring all-wheel drive. The Levante Trofeo also gets a new Corsa (race) drive mode, which drops the Levante’s air suspension bags, stiffens its suspension, changes the transmission’s shift points, and makes that Ferrari mill snarl even louder.

Good thing, because that V-8 is the best part of the Levante experience. Unlike some twin-turbo setups, which sacrifice a bit at low rpm, the little V-8 pulls hard right off the line all the way to its 7,200-rpm fuel cutoff.

“The boost is programmed beautifully to create wonderfully linear power delivery all the way to redline,” Evans said. “It almost feels naturally aspirated, and it has the same kind of catapult thrust pushing you down the road as the best turbocharged sports cars.” Setting aside Evans’ unrequited love affair with Maserati, he’s absolutely right: The biggest flaw with the Maserati’s engine is that you can’t hear enough of it in the cabin.

Like its engine, the Levante Trofeo’s steering is delightfully linear. It’s well weighted and responsive—right up to the point the Maserati’s suspension can no longer keep up. There’s a constant delay-gain going on between steering turn-in and the Maserati’s suspension, which, even in its sportiest setting, is too softly sprung. In anything but a wide sweeper, the Levante turns in quickly, and there’s a solid beat before the Trofeo leans heavily on its outside tires, forcing the driver to make a quick steering correction so as not to be thrown wide.














Making matters worse, the lack of seat bolstering leaves the Levante’s driver hanging on to the wheel and bracing against the dead pedal to stay upright. “The lack of body control, even in Corsa mode, makes it much less confident than the others that I could push much harder,” road test editor Chris Walton said. “I felt like I was driving nine-tenths the entire time, yet at a slower pace. It’s exhausting to drive quickly.”

The Levante’s brakes are worse still. Pedal travel is equivalent to an overloaded dually motoring downhill on the Grapevine, with lots of squish before any bite from the pizza cutters at each corner.

Evans, ever the Maseroptimist, sees things differently: “The pedal got a little longer the hotter the brakes got, but then it stopped getting longer and the brakes kept working. I did pull into the finish with them smoking, but I think it’s because I rode them too long pulling in.” In a year marked by understatements from our elected leaders, I think it’s safe to say Evans has earned his nomination for the understatement of the year—impressive considering it’s 2020. To be fair to the Levante, I’m more impressed when Evans doesn’t flambé the brakes than when he does.
























On a wide-open autostrada, the Levante Trofeo works. It feels powerful, fast, and even fun in a straight line. Except these days, we expect our Super SUVs to brake and turn as well as they accelerate.

“There’s a particular point where the Levante Trofeo feels excellent, when you’re just past the apex and rolling on the power,” senior features editor Jonny Lieberman said. “Suddenly, everything makes sense, and, yeah man, you’re in a Super SUV. But the rest of the time it just doesn’t feel as good.” The Levante may have the Italian heart of a Ferrari, but it’s outgunned by cold German steel from Stuttgart and Munich.

4th Place: 2021 Mercedes-AMG GLE 63 S 4Matic+

There was a time when you could expect anything with an AMG badge to be pure, immature fun. Now, as Mercedes-AMG, the lineup has grown up, multiplied, and become more advanced. The new 2021 Mercedes-AMG GLE 63 S is the latest addition to an AMG line that includes everything from the A 35 compact to the One hypercar.

Sitting square in the middle of AMG’s SUV range, the GLE 63 blends the big V-8 power we’ve come to expect from AMG products with hybrid technology and advanced chassis control systems. Sitting under its hood is a hand-built 4.0-liter twin-turbo V-8 with an electric motor sandwiched between it and a nine-speed automatic (which sends power to all four wheels).

The motor—good for 21 hp and 184 lb-ft of torque on its own—doesn’t actually add anything to the GLE 63’s total 603 hp and 627 lb-ft total system output, but it does provide a low-end boost as the turbos spool up. The Benz’s electrified powertrain is backed up by AMG’s Active Ride Control system, which uses active anti-roll bars, air springs, and active, magnetic-fluid engine mounts to help control body roll and improve handling. Sticky tires and massive Brembo brakes round out the package.

If you’re thinking, “My, that Mercedes sounds complicated!” you’re not wrong. Our tester was an early build and had some software issues that caused its fancy computerized drive systems to pull power in the bends. Although the GLE behaved for most of us, its glitches reared their heads for Evans and Lieberman. “The nannies are kicking on when they don’t need to be—even when everything is switched all the way off,” Lieberman said. We can only judge the vehicle we drive.

When it was working, the GLE 63 S drove like a heavy AMG GT 4-Door, which, as Evans pointed out, “is both a compliment and a curse.” Like the AMG fastback, the GLE is fast. The hybridized powertrain produces wave after wave of torque, pinning you back in your seat—hard—as the gray rock and green pines of Angeles Crest blur past your window. The Benz’s body control, when it functions properly, is a revelation, completely eliminating body roll and helping the GLE shrink around you.

Although the GLE 63 is exceedingly competent and an altogether convincing AMG product, it’s not as engaging as our top three contenders. Its steering feel seems to be the biggest issue. There’s an unmistakable digitalness to the GLE’s helm—like you’re controlling a binary flow of 1s and 0s in iRacing instead of turning rubber against asphalt.

The GLE 63’s transmission also left us wanting. The sole homegrown transmission in this group (the rest of our group uses ZF eight-speeds), the Mercedes’ nine-speed could at times be frustratingly slow to downshift and disappointingly eager to upshift, even in Race mode. Use of the steering wheel–mounted paddle shifters is a must.










































A bigger sin than digital steering, an unpolished transmission, and yes, even computer errors, the GLE 63 isn’t as exhilarating as it should be. “A couple of weeks before driving the GLE, I drove the AMG GT R on the same stretch of road,” MotorTrend en Español managing editor Miguel Cortina said. “The GLE needs to deliver more of that in terms of sportiness.”

It all goes back to the AMG GT 4-Door; the GLE, just like the big fastback sedan, is competent but not engaging. If you’re going to flog 600 hp in an SUV, shouldn’t it put a smile on your face, too?

3rd Place: 2020 BMW X3 M Competition

If there were an oddball in this comparison, it’d be the X3 M Competition. A half-ton lighter and one-third less costly than the rest of the field, you’d think the X3 M would be outgunned. But this little guy is packing heat.

The X3 M Comp’s new 3.0-liter twin-turbocharged I-6 is a firecracker. With 473 hp and 442 lb-ft of twist, accompanied by an eight-speed auto and torque-vectoring all-wheel drive, the X3 M feels like a flyweight among sumo wrestlers. But this X3 M is more than just a hot-rodded engine in a compact SUV—ours included the M Competition package, which boosts power by 30 hp, to 503 hp, and fits the X3 with a sport exhaust system, among other treats.

Unleashed on Angeles Crest Highway, the X3 M Comp feels like the jacked-up M3 Wagon that BMW stubbornly refuses to build—until just recently. Capturing the stupid-fun essence that this segment is truly about, the BMW shows the good that can happen when you squeeze an underrated engine into a small(ish) package. “It drives much faster than only 503 hp would have you believe,” Lieberman said. “It pulls hard, and then over 6,000 rpm it really starts pulling. Beast of a motor.” M3 and M4 owners will be quite happy when this engine makes its way into the upcoming G20-edition M3.

BMW got the X3 M Comp’s steering mostly right, too. Although it perhaps lacks a bit of feedback compared with our top two finishers (its “bloated, ring-bologna steering wheel,” as Walton put it, doesn’t help), it’s nevertheless both sharp and precise. Couple that with the all-wheel-drive system’s most aggressive MDM 4WD Sport torque-vectoring setup, and you have a pocket rocket of an SUV that’s fairly easy to drive fast.






































Where the X3 M puts its foot wrong is in its ride quality. “There’s one big flaw here, and it’s the damping,” Evans said. “It. Is. So. Stiff. Even in Comfort mode I’m getting gut-punched on every bump,” a sentiment all five judges echoed. Walton added: “Boing, boing, boing! The vertical motions never stop. It was like a completely different road; the X3 found every single road imperfection and magnified it. It got old very quickly. I could not live with this daily.”

The X3 M’s poorly calibrated ride has amplifying effects on the Bimmer’s steering, too, forcing the driver to constantly make small corrections. And if you’re not in the right drive setting, that can cause the Bimmer’s nose to wash out, drastically increasing the pucker factor. FYI, there are three individually configurable settings for the X3’s (and X6’s) powertrain, steering, suspension, and transmission, plus two for the all-wheel-drive system, so carefully choose your setting to match your road and driving intentions.

With competition this fierce, one flaw—in this case, a fairly major one—held this Bimmer back. We adore the X3 M Competition’s powertrain and really enjoy its steering, but if the ride is so stiff that it punishes you for driving it, what’s the point?

2nd Place: 2020 BMW X6 M Competition

Love them or hate them, you have the BMW X6 to thank for the mass proliferation of fastback “SUV coupes.” Now in its third generation, our Purple Porsche Eater represents BMW’s strongest effort yet at blending sports car performance with SUV practicality.

Just as the X3 M shares much with the 3 and 4 Series, the X6 M takes its cues from the 5 and 8 Series. The X6 M sports the M5 and M8’s potent 4.4-liter twin-turbo V-8, which makes 600 hp in its standard form or 617 hp as found in our Ametrin Metallic X6 M Competition tester. Torque sits at a healthy 553 lb-ft of twist. Like the X3 M, power is routed to a torque-vectoring all-wheel-drive system via an eight-speed automatic.

Also like the X3 M, the X6 M Comp’s powertrain is the star of the show. “This thing is a monster, a mutant freak,” Evans said. “It’s like the Porsche without the refinement.” Added Walton: “What a motor! The torque is amazing, and it sounds terrific. The X6 M’s twin-turbo V-8 is shockingly linear in its power delivery.”

Throttle response is so crisp and power delivery so sudden that stomping on the X6 M’s throttle down a straight is the automotive equivalent of an open-ice body check in the NHL. “It doesn’t matter what gear you’re in—third, fourth, or fifth—the X6 M just pulls and pulls,” Lieberman said. “You find yourself changing gears due to an auditory muscle memory.”

The BMW has the brakes to back up its power output, too. “I’ve never actually landed on an aircraft carrier, but this is what it has to be like when the hook catches the arresting wire,” Evans said. “The brakes on this thing are unreal.” Tire grip, with its steamroller-wide Michelins and BMW’s torque-vectoring all-wheel-drive system, was similarly phenomenal.

For its size, the X6 M handles its weight well. You feel the Bimmer’s heft, but its chassis feels composed and neutral, and its steering quick and progressive. Like the X3 M, the helm of the X6 M could use a touch more “dynamism” (as German engineers like to say). Steering is quick, somewhat light, and accurate, certainly, but a touch more delicacy from this big brute would be welcome.

The X6 M’s suspension could also use more refinement. Although it’s nowhere near as poorly calibrated as the X3 M’s, the X6 M Comp’s suspension tuning is still on the wrong side of busy.  In its sportier suspension settings, the X6 M would pogo up and down in places where the Mercedes and Porsche had no issues.





































So what holds the X6 M Competition from victory? Both Walton and Evans captured the sentiment of the group. “I came away feeling impressed but not amazed,” Walton noted, while Evans said, “I’m blown away by what it’s capable of, but I’m not sure I love it.” More polish and a touch more refinement, and we’d all be singing a different tune.

1st Place: 2020 Porsche Cayenne Turbo Coupe

What a difference a year makes. We largely have the Porsche Cayenne to thank for the Super SUVs competition happening at all. Nearly two decades after the first-generation Cayenne launched, this latest version proves why the Cayenne has been the segment dominator: Whereas other manufacturers make sporty SUVs, Porsche just makes Porsches.

Truth be told, our Lava Orange Cayenne Turbo Coupe isn’t much different from last year’s second-place Cayenne Turbo after we dinged it for being boring. It rides on the same MLB platform as its more conventionally styled sibling and sits on the same wheels and tires. It even has an identical powertrain: a 4.0-liter twin-turbo V-8 with 541 hp and 567 lb-ft of torque paired with an eight-speed automatic, torque-vectoring all-wheel drive, and an optional four-wheel steering system. It’s not even the most powerful Cayenne in the stable. That honor belongs to the Cayenne Turbo S E-Hybrid, which Porsche didn’t want to send us (670 hp and 663 lb-ft of torque, because you’re wondering).

So what’s different? Well, somewhat obviously, the roof. Aside from its 911-esque profile, which lowers the Cayenne’s center of gravity, our tester also included the Lightweight Sport package, which swaps out the tin top for stiff, exposed-weave carbon fiber.

You think it wouldn’t make such a difference, but it does. Three iconic numbers came up in each judge’s notes: 911. I realize comparing a 5,500-pound thing to a 911 might sound a bit wry, but the Cayenne Turbo Coupe does a remarkable job of replicating the 911 Carrera S experience while retaining room for people in back.

The CTC’s steering is, as Walton put it, “perfectly weighted and amazingly precise,” mitigating any need for mid-corner corrections. Its air suspension and active anti-roll system also do a commendable job of making the Cayenne feel as lithe as a Carrera, Evans said: “The way it hunkers down to the road and jukes like a sports car is just phenomenal. This is what’s been missing from the Porsche SUV DNA the last few years—the sense of excitement. I don’t know what deal they made with Piëch’s ghost, but it was worth it.”

If there’s anything we want from the Cayenne Turbo, it’s more power. “What a funny world we live in,” Lieberman said. “The Porsche feels underpowered compared to the AMG and X6 M. I’d love to see what you’d have if you took this SUV and shoved the 641-hp engine from the Urus in it. Prediction? We’d achieve the Cayenne’s full potential.”

Most important, the Cayenne Turbo Coupe inspires the same sort of confidence as the 911 does. With the other four contenders, you’re always hyper-aware of the ridiculousness of a ballet with a three-ton, 22-inch-wheel-wearing SUV. The Cayenne makes it all feel normal.





































As with all its products, Porsche melds man and machine and forces you to focus on the ribbon of asphalt ahead of you, prodding you to push harder on the straights, brake later into bends, and hold your line through the apex. The Cayenne Turbo Coupe is exhilarating yet instructive, supple yet firm, and leaves you yearning for the road to never end.

5th Place: 2020 Maserati Levante Trofeo
Looks the business, doesn’t drive it.

4th Place: 2021 Mercedes-AMG GLE 63 S
Technically capable, a bit boring.

3rd Place: 2020 BMW X3 M Competition
Stellar engine, awful ride.

2nd Place: 2020 BMW X6 M Competition
Fast, impressive, but lacking the final polish.

1st Place: 2020 Porsche Cayenne Turbo Coupe
A 911 in SUV clothing. Why buy anything else?

POWERTRAIN/CHASSIS2020 BMW X3 M Competition2020 BMW X6 M Competition2020 Maserati Levante Trofeo2021 Mercedes-AMG GLE 63S 4Matic+2020 Porsche Cayenne Turbo Coupe
DRIVETRAIN LAYOUTFront-engine, AWDFront-engine, AWDFront-engine, AWDFront-engine, AWDFront-engine, AWD
ENGINE TYPETurbocharged I-6, alum block/headTwin-turbo 90-deg V-8, alum block/headsTwin-turbo 90-deg V-8, alum block/headsTwin-turbo 90-deg V-8, alum block/heads, plus electric motorTwin-turbo 90-deg V-8, alum block/heads
VALVETRAINDOHC 24 valves/cylDOHC 4 valves/cylDOHC 4 valves/cylDOHC 4 valves/cylDOHC 4 valves/cyl
DISPLACEMENT182.6 cu in/2,993cc268.2 cu in/4,395cc231.8 cu in/3,799cc243.0 cu in/3,982cc243.9 cu in/3,996cc
COMPRESSION RATIO9.3:110.0:19.4:18.6:110.1:1
POWER (SAE NET)503 hp @ 5,950 rpm617 hp @ 6,000 rpm590 hp @ 6,250 rpm603 hp @ 5,750 rpm (gas), 21 hp (elec), 603 hp (comb)541 hp @ 5,750 rpm
TORQUE (SAE NET)442 lb-ft @ 2,600 rpm553 lb-ft @ 1,800 rpm538 lb-ft @ 2,500 rpm627 lb-ft @ 2,500 rpm (gas), 184 lb-ft (elec), 627 lb-ft (comb)567 lb-ft @ 1,960 rpm
REDLINE7,200 rpm7,200 rpm7,200 rpm7,000 rpm6,800 rpm
WEIGHT TO POWER8.9 lb/hp (MT est)8.8 lb/hp (MT est)8.5 lb/hp (MT est)9.1 lb/hp (MT est)9.3 lb/hp (MT est)
0-60 MPH4.0 (MT est)3.5 sec (MT est)3.3 sec (MT est)3.4 (MT est)3.2 sec (MT est)
TRANSMISSION8-speed automatic8-speed automatic8-speed automatic9-speed automatic8-speed automatic
AXLE/FINAL DRIVE RATIO3.15:1/2.02:13.15:1/2.02:13.27:1/2.19:13.27:1/1.96:13.48:1/2.23:1
SUSPENSION, FRONT; REARStruts, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll barStruts, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll barControl arms, air springs, adj shocks, anti-roll bar; multilink, air springs, adj shocks, anti-roll barControl arms, air springs, adj shocks, adj anti-roll bar; multilink, air springs, adj shocks, adj anti-roll barMultilink, coil and air springs, adj shocks, adj anti-roll bar; multilink, coil and air springs, adj shocks, adj anti-roll bar
STEERING RATIO12.9:113.0:116.1:1Not yet available12.2:1
TURNS LOCK TO LOCK2.42.62.8Not yet available2.3
BRAKES, F; R15.6-in vented, drilled disc; 14.6-in vented, drilled disc, ABS15.6-in  vented, drilled disc; 15.0-in vented, drilled disc, ABS15.0-in vented, drilled disc; 13.0-in vented, drilled disc, ABS15.8-in vented, drilled disc; 14.6-in vented, drilled disc, ABS17.3-in vented, drilled carbon-ceramic disc; 16.1-in vented, drilled carbon-ceramic disc, ABS
WHEELS9.5 x 21-in; 10.0 x 21-in cast aluminum10.5 x 21-in; 11.5 x 22-in forged aluminum9.0 x 22-in; 10.5 x 22-in forged aluminum10.0 x 22-in; 11.0 x 22-in forged aluminum9.5 x 21-in; 11.0 x 21-in forged aluminum
TIRES255/40R21 102Y; 265/40R21 105Y Michelin Pilot Sport 4S (star)295/35R21 107Y; 315/30R22 107Y Michelin Pilot Sport 4S (star)265/35R22 102Y; 295/30R22 103Y Continental SportContact 6 MGT285/40R22 110Y; 325/35R22 114Y Michelin Pilot Sport 4S M01285/40R21 109Y; 315/35R21 111Y Pirelli P Zero Corsa N0
DIMENSIONS
WHEELBASE112.8 in117.0 in118.3 in117.9 in114.0 in
TRACK, F/R63.9/63.1 in66.9/66.5 in64.4/66.9 in66.7/67.7 in66.4/66.5 in
LENGTH x WIDTH x HEIGHT186.2 x 74.7 x 65.7 in195.0 x 79.5 x 66.7 in197.6 x 78.0 x 65.4-68.4 in190.0 x 79.5 x 70.2 in194.5 x 78.4 x 62.9-67.3 in
GROUND CLEARANCE8.0 in8.4 in6.8-9.7 in7.5-8.1 in (MT est)5.2-9.6 in
APPRCH/DEPART ANGLE18.2/20.3 deg18.2/20.7 deg22.0/26.0 deg18.0/19.8 deg24.5-27.1/15.1-24.1 deg
TURNING CIRCLE41.4 ft42.0 ft41.2 ft40.7 ft37.8 ft
CURB WEIGHT4,500 lb (MT est)5,400 lb (MT est)5,000 lb (MT est)5,500 lb (MT est)5,500 lb (MT est)
WEIGHT DIST, F/R51/49% (MT est)51/49% (mfr est)51/49% (MT est)56/44% (MT est)57/43% (mfr est)
TOWING CAPACITYFactory hitch not available in U.S.Factory hitch not available in U.S.Not equipped for towing7,700 lb7,716 lb
SEATING CAPACITY55555
HEADROOM, F/R40.7/38.5 in39.3/37.5 in40.2/39.1 in40.5/39.6 in38.2/38.3 in
LEGROOM, F/R40.4/36.4 in40.4/35.7 in41.6/37.2 in40.3/40.9 in41.1/40.0 in
SHOULDER ROOM, F/R57.6/56.0 in60.0/57.7 in57.8/55.9 in59.3/58.3 in59.1/56.5 in
CARGO VOLUME, BEH F/R62.5/28.7 cu ft59.6/27.4 cu ft57.4/20.5 cu ft74.9/33.3 cu ft53.4/21.1 cu ft
CONSUMER INFO
BASE PRICE$77,895$118,595$151,485$114,945$131,450
PRICE AS TESTED$83,845$131,745$154,085$133,075$158,460
STABILITY/TRACTION CONTROLYes/yesYes/yesYes/yesYes/yesYes/yes
AIRBAGS8: Dual front, front side, f/r curtain, front knee10: Dual front, f/r side, f/r curtain, front knee6: Dual front, front side, f/r curtain9: Dual front, f/r side, f/r curtain, driver knee10: Dual front, f/r side, f/r curtain, front knee
BASIC WARRANTY4 years/50,000 miles4 years/50,000 miles4 years/50,000 miles4 years/50,000 miles4 years/50,000 miles
POWERTRAIN WARRANTY4 years/50,000 miles4 years/50,000 miles4 years/50,000 miles4 years/50,000 miles4 years/50,000 miles
ROADSIDE ASSISTANCE4 years/Unlimited miles4 years/Unlimited miles4 years/50,000 miles4 years/50,000 miles4 years/50,000 miles
FUEL CAPACITY17.2 gal21.9 gal21.1 gal22.5 gal23.7 gal
EPA CITY/HWY/COMB ECON14/19/16 mpg13/18/15 mpg14/18/15 mpg15/19/16 mpg15/19/17 mpg
ENERGY CONS, CITY/HWY241/177 kWh/100 miles259/225 kWh/100 miles241/187 kWh/100 mi225/117 kWh/100 miles225/177 kWh/100 mi
CO2 EMISSIONS, COMB1.22 lb/mile1.40 lb/mile1.25 lb/mile1.15 lb/mile1.17 lb/mile
RECOMMENDED FUELUnleaded premiumUnleaded premiumUnleaded premiumUnleaded premiumUnleaded premium
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The post Super SUV Comparison 2020: BMW X3 M vs. X6 M, Cayenne Turbo Coupe, GLE63 S AMG, and Levante Trofeo appeared first on MotorTrend.

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