BMW X6 2009 Review

Launched: BMW X6

Never before has a car caused such confusion among motoring journalists. At the BMW X6's recent international media launch in South Carolina, USA, the gathered journos literally didn't know what to make of the big four-door 'coupe'. Sublime and ridiculous seemed the most apt summation of BMW's new segment-creator.

Dynamically, the ungainly looking X6 is more talented than anything within the BMW catalogue not wearing an M badge. And even then, so laden with driver-focused technology like the torque vectoring Dynamic Performance Control (DPC), that it could be argued the X6 is more sophisticated than even the M3 and M5.

Perhaps a better technical parallel can be drawn with the already legendary Nissan GT-R. Before you dismiss that statement out of hand, let me explain. The X6, like the X5 on which it's based, uses BMW's xDrive all-wheel-drive system that normally splits torque 40:60 front to rear, but this is infinitely variable to either axle in extreme situations. The addition of DPC goes a step further by allowing the rear axle to split torque 100 percent to either side, like the all-conquering Japanese supercar. BMW's engineers explained that, unlike a conventional limited-slip diff, which as the name suggests, only limits wheelspin, DPC accelerates the outer wheel to help control understeer in faster corners.

There's even a menu screen in the instrument panel to show the torque split at all four wheels. Pushed to extremes through a long sweeper, it is possible to get all torque to the outside rear wheel.

In practice, the X6 handles with more control and delicacy than anything this side of a serious sports car. That this dynamic talent is on tap in a 2150kg SUV with a high centre of gravity is scarcely believable. The vastly more powerful Porsche Cayenne Turbo would struggle to keep up with the X6 over twisty roads. Throw in damp conditions and an M3 would be hard pressed to stay on the X6's fat rump.

Steering assistance is by conventional hydraulics but BMW's Active Steering is an option, and it's a vast improvement over the artificial-feeling set-up available in other BMWs. In fact, so similar in feel is the revised Active Steering that it took a concerted effort to pick the difference between vehicles with and without the option, which then makes you wonder why you'd spend the money on it.

Aside from DPC, the X6 debuts BMW's brand-new 4.4-litre twin-turbocharged petrol V8, and it's an absolute stormer of an engine. Peak power is a neat 300kW available from 5500-6400rpm, while maximum torque is a diesel-esque 600Nm, on song from 1750-4500rpm. The X6 is also available with a single turbo 3.0-litre straight six diesel (not destined for Australia), a twin-turbo 3.0-litre diesel with 210kW/580Nm and a twin-turbo 3.0-litre in-line petrol six with 225kW/400Nm.

Wheels sampled only the V8 and the twin-turbo diesel. Both engines offer liquid smooth power and are mated with a slick six-speed ZF auto familiar from the X5.

However, the praise for the handling and drivetrain prowess is strongly tempered by packaging that makes the X6 difficult to recommend over an X5.

The coupe-style roofline massively eats into rear passenger headroom and there's room for only two in the rear anyway. Visibility from the driver's seat is compromised, with just a narrow gunslit through the rear window. The rear load lip is hip high to a 180cm driver.

The X6 is set to go on sale in Australia in August with the 3.0-litre twin-turbo petrol six starting at $111,500 and the twin-turbo diesel at $117,000. The twin-turbo petrol V8 will go on sale in January 2009 and is likely to wear a $140,000-plus sticker.