BMW X6 M50d 2013 Review

Price Guide (recommended price before statutory and delivery charges): $156,500
Options fitted to test car (not included in above price): Metallic paint $2000; Black alloy wheels $400; Electric tilt/slide sunroof $3500
Crash rating: N/A
Fuel: Diesel
Claimed fuel economy (L/100km): 7.7
CO2 emissions (g/km): 204
Also consider:Audi Q7 6.0 TDI (from $257,700); Porsche Cayenne Turbo (from $248,600); Range Rover Sport (from $100,400) 

The X6 is considered mutton by many. It’s too impractical to be an SUV and too large to be a sports coupe. But will a little extra spice improve its flavour?

To find out, BMW has added a tasty tri-turbo diesel -- and further seasoning from the M Division’s parts pantry -- to the X6 recipe. And believe us, it’s enough to raise more than a few beads of sweat from beneath the eyelids of most motoring mortals.

Sure the hyperactive oiler’s performance is closer to korma than vindaloo. But we are talking about more than two-tonnes of SUV here. And if it’s not hot enough, there’s always the lip sizzling X6 M.

The M50d is powered by a tri-turbo version of BMW’s N57 2993cc common-rail in-line six. Its primary turbocharger is bolstered by a pair of smaller, high-pressure hairdryers which independently force-feed the mill. The first smaller turbo supplies pressure to the engine up to 1700 revs then supports the primary turbocharger in its middle reaches. The second smaller unit operates continually until the engine’s 5250rpm redline. (Check out the cutaway pic above, it’s an impressive arrangement).

Despite this complicated arrangement, there’s still a hint of turbo lag from dead stop. But it’s not enough to detract from the M50d’s gutsy output figures, nor acceleration times. Between 4000-4400rpm the hulking all-wheel drive coupe outputs 280kW with 740Nm available from 2000-3000rpm. Zero to 100km/h is dispensed with in just 5.3 seconds.

The ADR combined-cycle fuel figure shows the M50d is good for 7.7L/100km. On test, the best we could manage was 10.9L/100km. Not bad considering the absence of many EfficientDynamics technologies. The X6 M50d does without idle stop-start, for example, cooling no doubt being an issue for the trio of turbos. You only need to look at the massive radiators behind the revised front bumper for evidence.

Mated to a millpond-smooth eight-speed auto, the variety of transmission modes sees the M50d take on a troika of personas. In Drive, the mammoth coupe feels enthusiastic yet placid in its delivery. It’s quick, sure, but calm as well, equally happy cruising as it is to jump up and overtake.

Flick the M-specific shifter to Sport and things quickly sharpen. The tranny drops a couple of ratios, as if ready to pounce on some unsuspecting hatchback. The throttle feels tighter and when provoked, M50d’s tarmac-tearing middle reaches highlight just how forceful all those Isaacs can be.

Finally, if you feel the need to override these well-engineered decisions, steering-wheel-mounted paddle shifters offer a chance to manually swap the cogs. Upshifts are quick, but dilly dally and you’ll wash off pace. In fact, we found it better to let the X6 upshift of its own accord and use the paddles only to help slow things to a simmer.

If you need to cut the heat straight away, M50d’s significant stoppers prove more than capable. Although on road we had little opportunity to test the claims of fade experienced at launch.

Measuring 275/40 up front and 315/35 at the rear, there’s a serious amount of rubber on M50d’s massive 20-inch alloys. But under stiffly set-up springs the considerable contact patches offer hectares of grip. And try as it might, the tractor-pull torque just won’t break traction. The electronic nannies intervene quickly but quietly in the background as the xDrive permanent all-wheel drive system shoves twist to where it can best be utilised.

Excusing the legacy issues of the X6 (poor vision, cramped rear headroom, compromised cargo area, et al) the only real issue I had with the M50d came from its standard-fit Servotronic steering. In urban situations the system feels wooden, lacking linearity at manoeuvring speeds.  But it soon becomes predictable once travelling at highway speeds, and points with an accuracy and weight we expect from the brand.

Back to those M Division parts we mentioned earlier, we find a menacing aero kit, adaptive active rollbars, springs and dampers, BMW Individual High-Gloss Shadow Line exterior, Ferric Grey mirror caps, fat-as-butter black exhaust outlets, M door sills, Aluminium Shadow Brushed interior trim, Nappa alcantara and leather combination upholstery and a 600W 16-speaker audio system.

Oh, and let’s not forget the now-standard three-seat rear bench.

Love it or hate it, the M-marinated X6 is a piquant plate. It’ll leave you licking your lips with no time for tips. And in case the X5 better suits your needs, you’ll be pleased to know the same ground-pounding oiler will be available in the ‘sensible’ family hauler in a few weeks’ time.

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