BMW X6 2008 Review

What we liked
>> Sheer ability on loose surfaces
>> Surprising fuel economy of diesel 35d
>> Polarises opinion

Not so much
>> Polarises opinion
>> Huge footprint for just four
>> Rear and rear-three quarter vision poor

Overall rating: 2.5/5.0
Engine/Drivetrain/Chassis: 4.0/5.0
Price, Packaging and Practicality: 2.5/5.0
Safety: 3.5/5.0
Behind the wheel: 4.0/5.0
X-factor: 4.5/5.0 (or 1.5/5.0 - what side of the fence are you on?)

About our ratings

OVERVIEW
Drive BMW's latest into some parts of town and you get the same look as if you'd walked in and started biting the heads off babies. Yet turn the next corner and you get thumbs up as bystanders mouth the word "wow", or perhaps a significantly less polite epithet.

Nine years on from the launch of the landmark X5, BMW has shaken up the luxury all-wheel drive paradigm again. Accommodating four on a platform size that others (in fact BMW itself) would normal seat seven, and sporting a fastback silhouette that's more racetrack than bush track, if there's one thing the X6 does it's polarize opinions.

We were prepared to hate the X6 from the moment we laid eyes on the spy shots. What the "wow" was the point of it -- an X5 from which all the utility had been stripped. Yet after driving the car at BMW's Australian launch and more recently for an extended period in our own right we've fallen under its spell.

It's big, it's profligate (in the eyes of most commentators), but boy does it change your comprehension of how a big all-wheel drive can handle. In the end we're weren't all that happy to give it back.

The X6 is the world's first sport activity coupe -- at least that's the claim of the German carmaker. Seems the term 'coupe' counts for little these days. We'd prefer to think of it as the world's first production SuperSport Utility Vehicle. Porsche make wish to argue the point but in this regard the X6 currently has no equal...

PRICE AND EQUIPMENT
The launch range of the X6 consists of just two models. Priced from $114,705, the twin-turbo 3.0-litre inline six-cylinder petrol X6 xDrive35i kicks off the local line-up, while the other X6 on sale Down Under is the twin turbodiesel 3.0-litre inline six-cylinder X6 xDrive35d, is priced from $120,530.

It will not be until February 2009 that the pair will be joined by a range-topping twin-turbo V8 petrol version with a $145,000 pricetag and 300kW from 5500-6400rpm and 600Nm from 1750-4500rpm!

The naturally-aspirated 3.0-litre petrol and single turbo oiler offered in some Euro markets won't come Down Under, says BMW Oz. This is the flagship of the X range and don't you forget it.

All the above prices include the government's new 33 per cent LCG (luxury car gouge!).

The twin-turbo six pairing's standard equipment lists are near-identical and hefty. See flagship note above! There's a leather lined cabin (Nevada, an alcantara/leather combo is a no cost option), sports seats and steering wheel (with gearshift paddles), satnav, park assist (with wide-view reversing camera), adaptive auto-dipping headlamps and BMW's head-up display are all standard. Add to that auto lights and wipers, power windows, doors and front seats plus dual-zone climate control air and you're getting into the thick of the specs list.

The X6s run on 19-inch wheels with runflats and also get puddle/convenience lighting and keyless entry and start.

All the lifesaving and driver flattering acronyms are also onboard. These include DSC (Dynamic Stability Control), ASC (Anti-Skid Control -- aka traction control), TSC (Trailer Stability Control), HDC (Hill Descent Control, DBC (Dynamic Brake Control), CBC (Cornering Brake Control), ADB (Automatic Differential Brake), DPC (Dynamic Performance Control) and, of course, the latest generation of xDrive, BMW's own all-wheel drive set-up.

Safety equipment includes 'head airbags' front and rear and driver and front passenger front and side airbags.

Mainstream options start with BMW's Sport Package priced at $7950. Including an alternate design 19-inch wheel, the option includes black headline, Individual high-gloss Shadow-line bright work and BMW's Adaptive Drive (Dynamic Drive active roll stabilization, plus Electronic Damper Control) -- our road test 35d was so fitted.

Other standalone items include self-levelling (pneumatic) suspension ($2118); 20-inch wheels (two designs $4555 or $2648 with the Sport Package); glass sunroof ($3495) and auto tailgate $1271. The latter is very useful if you're a shorty.

Alloy sidesteps are $688 and a load-through skibag $370. On a $110K vehicle this should be standard. For that matter so should metallic paint. Unless you're into white, expect to add another $1800 for the sparkly stuff!

After this it gets silly. Sir would like soft-close doors -- $1535, step this way… Quad-zone aircon $3177; a stitched leather dash (a la Cayenne Turbo) - a trifling $4131. And while we're at it, let's upgrade the stereo ($1589) and add a rear DVD ($4237 plus headphones -- ordered separately through BMW Accessories & Lifestyle!)...

Sport seats are standard but the multi-adjustable Comfort seats will set you back $2012 - better value than paying almost $1300 to add lumbar support to the standard seats. Seat ventilation and heating is another $2037 and $848 for the front and rear rows respectively. The $200K X6 is only a few ticks away or so it seems!

MECHANICAL
To a degree, BMW is seeking to delineate its topline xDrives on engine choices. Though the twin-blower turbodiesel engine is shared between X6 xDrive35d and X5 3.0sd, the twin-turbo petrol engine is X6-only -- at least in terms of all-wheel drive BMWs (it's sourced from 1/3 Series models).

Both BMW's bi-turbo engines are well known to Australian customers. Rather than regurgitate their relative specifications and merits, check out our 335i (here) and X5 3.0sd (here) reviews for more.

Both engines are matched to BMW's ZF sourced six-speed automatic gearbox. This adaptive gearbox features sport and manual modes and is one of the best in the business. The X6 even get's wheel-mounted paddles to pump up the sporting credentials of the box.

Ninety-nine per cent of the X6's running gear is pure X5. That said the big 6's 'ace-in-the-hole' is the first application of BMW's Dynamic Performance Control (DPC) differential. In the very briefest of terms, this new electronically-administered differential provides 'vectored thrust' to the rear wheels, as required, to tame both over and understeer.

BMW would like you to think this is a world first. It's not -- with apologies to three or four generations of Mitsubishi Evo fans, think of it as BMW's own Active Yaw Control.

In BMW's own words: "Dynamic Performance Control is unique in its ability to make a four-wheel-drive vehicle, with its inherently mild understeer characteristic, perform with the responsiveness of a rear-wheel-drive car.

"It works by switching power between the left and the right rear wheels to stabilise the vehicle… To visualise how it works, the mechanics of canoeing provides a good analogy. If you want to turn right when canoeing, you can brake the paddle on the right side of the canoe. This is how most common electronic stability programmes work...

"Alternatively, you could use the left-hand paddle powerfully to deliver more control in moving forwards and turning right. This is the principle behind Dynamic Performance Control."

The system uses a conventional mechanical differential but adds two computer-controlled multi-plate coupling for each rear wheel. The computer monitors multiple powertrain and chassis parameters and positively directs drive to the required read wheel as required.

In concert with xDrive, the system can essentially direct drive of any wheel or combination of wheels. It is very much like the active differential systems banned from the World Rally Championship.

Unlike conventional limited slip diffs, DPC even works to stabilize the vehicle while coasting or under brakes simply by supplying more power to the wheel with more grip.

PACKAGING
BMW is at pains to point out the X6 shares no external panels with the X5 from which it was developed. At the front there's a bigger twin kidney grille and more aggressive bumper and valance with large cooling vents. The counterpoint to these is a racecar style rear underbumper diffuser. It looks so mad, it works.

Side on there's a true coupe swoop to the glasshouse. From directly above the driver's head it slopes downwards to finish with an upswept integrated rear deck. As much as we hate to admit it, there's visible BMW two-door DNA in the design.

That said underneath, the X5 and 6 are all but identical (see more at our local launch coverage of the X5 here and international X6 unveil here). The X6 gets wider offset wheels to increase track by 50mm (the wheels are NOT interchangeable with those on the X5, says BMW) and thanks to that more aggressive front bodywork, the 6 is a touch longer.

If the premise of taking a 5+2 seater, chopping the roof and ripping out 1+2 of the pews seems flawed, then you have our vote for pragmatist of the year. It's daft... Logically, BMW has been brought to task on a number of fronts since the car debuted in 'concept' form in Europe in late 2007. And they had all the rebuttals ready for the Aussie launch.

Not enough luggage space? BMW says the X6 has more than a VW Touareg (enough for four golf bags, they protest!)... A question over rear headroom? BMW says the X6 has more than a Mercedes-Benz C-Class... Rear loading lip too high? It's just a couple of centimetres higher than the X5's...

On one hand BMW has its answers ready and waiting. On the other, the company justifies the X6's retrograde packaging by saying it is a niche vehicle and "not for everyone." After all nobody's making you buy it. Need a large conventional SUV -- there's always the X5.

Those who step from the 'sensible' BMW SUV into the 'sexy' one won't feel lost - the dash and front cabin are pure X5. BMW regulars will be familiar with layout, the latest version of iDrive and the video game controller BMW now uses as a gearshift for the fly-by-wire gearbox.

Those new to the brand or returning after a while will note BMW has worked hard of softening its cabins with less hard-surfaced touch points and more leather. We reckon they've struck a sweet spot of late. It's welcoming yet functional without being, ahem… Spartan (The X6 is built at BMW's US plant in Spartanburg, South Carolina).

Unique X6 touches include the sports wheel with paddles shifts and "knee pads on the centre console that offer both the driver and front passenger additional support and stability". Until an M version of the X5 is launched (and it's coming trust us...), it is the only X model to be so equipped.

BMW Oz offers a choice of four interior trim packs (and a range of leather colours to match) at no extra cost. Eco-friendly dark-grained Bamboo is more than a little anachronistic in this environment, so perhaps go for the Old Growth Wollombi Pine... Only joking!!! The real alternatives are the Bamboo (looks better than it sounds), Ash, Brushed Aluminium or Brushed Aluminium Flywheel Black.

We'll gloss over the front accommodation (like an X5 it's commodious) and concentrate on the two back seats. Much has been written about the flawed access to the X6's second row thanks to its plunging roofline and the shape of the rear door opening, but in reality it's better that that offered by the auto world's other famour four-door 'coupe' - Mercedes' CLS. In fact, given most occupants will be stepping up into the BMW, it's no problem as far as we can make out.

We will concede there's a slightly claustrophobic feel in the back thanks to the low glass and heavy rear three-quarter hatch surround but none of our rear-seat test pilots -- young and old -- complained.

Officially BMW claims 570/1450 litres for the rear luggage area, the latter with the splitfold rear seat stowed. What the space loses in height due to the sloping hatch, it makes up for in floor area. Again, if you need more space, buy an X5.

SAFETY
All the passive boxes are ticked with one qualifier -- at six airbags in total ('head airbags' front and rear, plus driver and front passenger front and side airbags) BMW is starting to lag behind some alternate brands which are now offering up to nine (an in some cases ten) 'bags -- adding front knee and rear side bags, as well as curtains.

That aside, there's little doubt this would be a good car to crash in. Which is just as well! Such are the inordinate limits of the X6's chassis and so rapid the pace you can generate quick smart, that if you do have an oopsie, it's going to be a ripper!

Seriously, active safety is often forgotten in discussion pertaining to passenger vehicles. Good handling, strong brakes and a responsive and forgiving chassis will in many cases ensure that all those passive features stay where they belong -- in the background.

There is one issue we should bring to family buyers' attention. BMW has equipped the X6 with a standard reversing camera for good reason -- rearward vision is appalling.

It's oh so easy to lose an entire small car below the raised rear window line of the X6, let alone a child or pet. Along with the necessity of proper over-the-shoulder headchecks, when changing lanes, make sure you know where potential soft and hard targets are at all times when manoeuvring.

COMPETITORS
Much was made in the lead up to the local launch of the X6 that BMW was targeting 911 buyers with the X6. In reality, while some of the initial 100 or so orders BMW was holding for the new car come from Porsche owners, it's the purchasers of Range Rover Sport, Mercedes E/CLS and ML-Class and, indeed, BMW's own 5 Series and X5 that BMW is counting as the true targets of the X6.

Two key competitors emerge in the short term, Porsche's $169,000 V8 petrol Cayenne GTS (more here) and Volkswagen's Golf GTI on steroids, the $129,500 Touareg R50. Though neither are SAVs, the are SSUVs (see OVERVIEW).

We're big fans of the R50's looks and the prodigious performance, yet relative frugal nature, of its V10 diesel. The Porsche meantime is a very capable and the most engaging and road-oriented version of Cayenne range (and also upholstered for four).

Alas neither has the almost preternatural onroad manners of the X6. In respective of dynamics, the BMW is quite literally in a class of its own.

ON THE ROAD
We drove both petrol and diesel twin-turbos at the local launch of the X6, but decided to pilot the X6 xDrive35d away for our extended drive.

With outputs of 225kW from 5800-6250rpm and 400Nm from 1300-5000rpm, the petrol-engined 35i is far from a snoozer and sprints from 0-100km/h in just 6.7sec says BMW. The 35d meantime pumps out 210kW (at 4400rpm) and a 'fat' 580Nm from 1750-2250rpm -- big stats for a diesel of just 3.0-litres. Thus, its 0-100km/h time of 6.9sec is only part of the story -- coupled to the quick shifting auto, in-gear acceleration on the open road or out of tighter, twisty stuff is a riot!

Fitted with BMW's smart anti-roll, anti-squat, anti-gravity Adaptive Drive our 35d was amazingly capable in the twisties. Turn in was shaper than another large SUV and body roill all but non-existent -- on a par with 'normal' sized sporting sedans. Even the tyres seemed happy, with ne'er a squeal despite how hard they were worked.

The DPC system endows the car with quite amazing ability on both loose and sealed surfaces. It is a substantial step up on the X5 -- itself no slouch. Think of the 35d as a giant, lower revving rally car and you won't go far wrong.

Indeed, the depth of ability of the chassis and DPC make this a very, very fast car point to point -- especially on loose surfaces. When cornering hard on dirt with all the nannies switch off, there's a touch of 'float' as you enter the corner, some understeer at the apex and as you get back into the throttle the DPC just chimes in and drives the car forward -- just like a modern AWD rally car.

In the end, the limit is set by the weight/inertia of the car as it finally overcomes the lateral grip of the rubber -- on hard surfaces and soft.

Leave everything switched on (as most owners will) and the thing has almost preternatural ability -- it simply goes where you steer it -- and fast. A 'normal' driver at 'normal' speeds should never get in trouble in this car. If the X6 is anything to go by, we expect BMW to roll out DPC technology across more of its range -- and not just all-wheel drives.

In town, the sheer size of the X6 may daunt some pilots but it retains its quick wits. It wouldn't be our first choice for the cut and thrust of traffic, but that's more a comment on the poor rear and rear three-quarter vision (and the width of the thing!) than any dynamic shortfalls.

The twin-turbo diesel has an endearing gruff quality to its power delivery, but aside from some clatter at idle, never really presents as a diesel. It's as if BMW managed to build a six-litre inline petrol six. The twin-turbo oiler still sounds like a BMW six at middling and higher revs but it's thumping midrange is in a different league. This is an engine we'd be happy to live with.

Happy too with the overall excellent mileage we achieved.

BMW claims 9.0L/100km for an official combined figure. While we were able to quite readily achieve this in a weeklong mix of commuting, airport runs and a weekend trip to the nearby hills, the really impressive number was what the 35d achieved when it was being unmercifully flogged on the launch drive. Your's truly never saw an average consumption figure worse than 14.8L/100km. A petrol-engined V8 competitor would have yielded worse than 23L/100km, in similar going.

In the end, it's likely that neither relative fuel efficeiency or ability of loose surfaces will count when people decide whether to buy the X6. It'll be their emotional response. This is not a logical vehicle, it is however a stonking drive...

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