BMW X6 2008 Review - International

Overall rating: 4.0/5.0
Engine/Drivetrain/Chassis: 4.5/5.0
Price, Packaging and Practicality: 3.0/5.0
Safety: 3.5/5.0
Behind the wheel: 4.5/5.0
X-factor: 4.5/5.0

OVERVIEW
BMW's all-new X6 is a hybrid. Not in the sense that it combines a combustion engine with a fuel-saving electric motor, but in the sense that it blurs boundaries between disparate segments. Neither a conventional SUV nor a sportscar, BMW has coined its own definition -- Sports Activity Coupe -- for the elevated yet seemingly low-riding newcomer. It's the offspring that would result if an X5 were to mate with a 6 Series Coupe.

That BMW was working on an SUV-cum-sportster has been an open secret, but the end result still proves something of a surprise packet. Its proportions, for a start, take getting used to. How do you make sense of such a heavily tapered fastback roofline perched atop a high-waisted SUV? And how is sportscar-rivalling acceleration (in the twin-turbo V8 xDrive50i) feasible in a two-tonne-plus vehicle?

These are exactly the preconceptions that BMW set out to shatter with the X6, conceived to serve as the new flagship of its X model line-up. It'll come with a price tag to match, with an entry point in excess of $110K when it finally arrives Down Under later this year.

Although clearly not a bargain-basement special, BMW is confident it can sell every X6 slated to roll off the production line, and then some.

The target market is likely to be diversified, with typical buyers ranging from young upwardly mobile types to those with small families (read: one or two kids of sub-teenage years). The X6 represents more a lifestyle choice than a purchase borne of necessity, as a 5 Series sedan could conceivably do pretty much everything it can -- whether it's accommodating four passengers or hauling 500 litres of cargo.

PRICE AND EQUIPMENT
The X6 will be positioned as a premium, image-leading SUV, and this is the justification for its inflated pricing. The entry-level X6 xDrive35i (due here in August) will start at $111,500, while the diesel-sucking xDrive35d (which launches at the same time) will launch from $117,000.

These variants will be followed in January '09 by the range-topping, twin-turbo V8 xDrive50i, which is likely to be priced around $140K.

Each model comes comprehensively equipped, as expected, with standard kit including power everything, multiple airbags, two-zone climate-control air-con, adaptive bi-xenon headlights, 19-inch alloys, run-flat tyres, Park Distance Control, rear-view camera, satnav, 12-speaker stereo with six-CD changer and Nevada leather upholstery.

Of course, the X6 also comes armed with a host of acronyms designed to make the driver's task easier and safer. 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 so on.

Obviously, the X6 also features BMW's iDrive control knob, which enables you to enter navigation, entertainment, air-con and communication settings and preferences. And although the standard-feature list is comprehensive, there's still scope for forking over extra wads of cash. Some of the pricier options include: Active (variable-ratio) Steering ($2700); self-levelling/pneumatic suspension ($2000); 20-inch alloys ($4300); a glass sunroof ($3300); four-zone climate control ($3000); BMW Individual instrument panel ($3900); rear DVD system ($4000); and ventilated/heated front seats ($2750).

Last but by no means least is the optional Sport Package -- at a hefty $7500!

MECHANICAL
The X6 is derived from the X5, and it shares the bulk of its architecture with the latter, including the so-called "intelligent" xDrive all-wheel-drive system. xDrive splits torque in a 40:60 ratio to front and rear wheels under normal circumstances, but varies the split when there's a loss of traction at the front or rear.

However, newly developed for the X6 is the Dynamic Performance Control system, which goes a step further by varying the split between left and right rear wheels to counteract under or oversteer.

Understeer is quelled by feeding extra torque to the outside rear wheel (helping the vehicle to turn into the corner, rather than ploughing straight on), while oversteer is kept in check by maximising drive to the inside rear wheel (which has the effect of straightening the vehicle's trajectory).

The drivetrain line-up is spearheaded by an all-new 4.4-litre twin-turbo V8 engine (in the xDrive50i0. The force-fed unit is unique in that it's the first time in a production vehicle that the turbochargers have been nestled within the banks of the "V" -- rather than outside it, as is the convention. The advantages of this set-up are compactness and efficiency, says BMW.

The V8 pumps out 300kW from 5500-6400rpm and 600Nm from 1750-4500rpm. As these figures suggest, the emphasis is on a broad, flat torque curve rather than peak power. That said, a claimed 0-100km/h split of 5.4sec and electronically governed top whack of 250km/h are hardly shabby for a 2.2-tonne vehicle.

The entry-level xDrive35i isn't too sluggardly either. Propelled by BMW's 3.0-litre twin-turbo six (voted the International Engine of the Year for the second year running), it knocks off the 0-100km/h sprint in a very respectable 6.7sec. The key technical highlight of this engine is its use of two small turbos (rather than a single large one) to minimise lag. Outputs of 225kW from 5800-6250rpm and 400Nm from 1300-5000rpm are proof of its powerful, tractive characteristics.

No less impressive is the 3.0-litre twin-turbo diesel unit that propels the xDrive35d. It kicks out 210kW at 4400rpm and 580Nm from 1750-2250rpm -- huge numbers for an oil burner of its capacity. A 0-100km/h dash of 6.9sec also seems incongruous for a diesel SUV.

All engines are hooked up to a smooth-shifting six-speed ZF automatic transmission, which can be left to its own devices or over-ridden via steering wheel-mounted paddles.

PACKAGING
True to form for the German marque, build quality is excellent and you'll be hard pressed to find fault with the paint finish or panel gaps. Clearly, BMW has licked the problems some manufacturers have encountered with remote manufacturing plants -- like the X5 and Z4, the X6 is built in BMW's Spartanburg factory in South Carolina.

Clamber inside and you'll notice similarities with the X5, most notably in the X6's dashboard and centre console layout, not to mention the odd-shaped transmission lever. It's attractively laid out, but we preferred the woodgrain dash/door trim inserts offered in up-spec versions to the aluminium-look trim worn by entry-level models.

But while the X6 ticks all the boxes as far as dynamics and presentation are concerned, questions must be asked as to what its exact job description is. After all, it's not a genuine all-terrainer, and nor is it a cavernous people hauler.

The front seats are comfortable enough, but the two (only!) rear-seat occupants may voice a complaint or two. Rear knee-room is adequate and headroom, too, is sufficient for anyone under 1.8m, but back-seat dwellers will find they need to wedge their feet under the seat ahead of them (not ideal), and the backrest seems too upright for comfort.

There's also a slightly claustrophobic feel in the back, largely due to the small window apertures and the fact that the front-seat headrests completely obscure forward vision.

So, in real terms, the X6 isn't that much more practical than a mid-size sedan, or even a large-ish coupe. So what's the point?

The truth is that purchases in this segment -- among others -- are driven more by perception than reality. Many buyers choose SUVs because of their perceived off-road ability, even though they're never likely to venture across terrain more testing than a gravel car park.

SAFETY
As expected, the X6 ticks all the boxes as far as safety is concerned. The passive-safety armoury includes six airbags (front, side and curtain), which are supplemented by 'crash-activated' headrests on the front seats and a body structure that's claimed to offer good occupant protection in crashes.

The active safety quota includes the host of driver aids referred to earlier, plus two-stage brake lights and bi-xenon headlights with a daytime light function. Optional features include a Head-Up Display, Adaptive Headlights and High Beam Assistant.

COMPETITORS
Given that the X6 has essentially created a new genre, it has no direct competitors, but some buyers may opt to cross-shop the xDrive35i and xDrive35d with the Porsche Cayenne V6 ($94,700; 213kW/385Nm), Mercedes ML 500 ($116,900; 225kW/460Nm) and Range Rover Sport V8 ($107,900; 220kW/425Nm).

The range-topping xDrive50i, when it eventually arrives, could conceivably be pitted against the Porsche Cayenne V8 S ($134,500; 283kW/500Nm) or GTS ($153,500; 298kW/500Nm), Mercedes ML 63 AMG ($159,900; 375kW/630Nm) and Range Rover Sport Supercharged ($136,900; 287kW/550Nm).

ON THE ROAD
"There's no way an SUV should be able to do this..." The impression is immediate, and a glance across at my passenger confirms he shares the same view.

Carving up a tight, snaking pass in the Sassafras Mountains (in South Carolina, USA) at a seemingly absurd rate of knots, the X6 neither leans nor scrubs off speed through corners. Is this really a 2.2-tonne vehicle that stands almost as tall as the average male?

First impressions suggest it can out-handle a Porsche Cayenne, undoubtedly the benchmark over the past few years for on-road excellence among SUVs. The Cayenne can carry impressively high corner speeds through the twisty stuff, and its responses are remarkably car-like, but the X6 raises the game to an altogether higher plane.

Our charge through the Sassafras Mountains -- and a subsequent max-attack session on the ride-and-handling track at Michelin's nearby Laurens Proving Grounds -- revealed on-road dynamics virtually on par with many a sports sedan.

The X6 is superbly poised and fleet-footed, and its so-called "intelligent" xDrive all-wheel-drive system is ably complemented by BMW's new Dynamic Performance Control system, which cleverly counteracts under or oversteer by instantaneously varying the torque split between the left and right rear wheels.

We attacked the wet course (it was sodden with soapy water) at the Laurens Proving Grounds with DSC (Dynamic Stability Control) fully deactivated, and even in this mode, the X6 showed an impressive ability to self-correct at the first signs of grip loss at the front or rear. It's as forgiving a vehicle as you're likely to drive.

These impressions were reinforced by a few hard laps on the ride-and-handling track, where the X6 showed itself to be surprisingly nimble for a 2.2-tonne SUV. The brakes proved strong and progressive, and the SUV cornered with tenacious grip and changed direction quickly and without loss of composure.

We initially drove the twin-turbo, V8-powered xDrive50i, and the overriding impression was of prodigious, effortless grunt. We've already briefly covered the technical highlights of this engine, but you'll be more interested in gleaning that its dual exhausts emit a glorious V8 soundtrack and that it pulls like a mule with a firecracker in an uncomfortable place.

The six-speed auto is highly intuitive, though, and copes well even when left to its own devices. Pleasingly, it also blips the throttle on downshifts to match engine revs to road speed.

Although the diesel-powered xDrive35d doesn't have quite the same top-end pulling power as the petrol V8, it, too, is commendably punchy, thanks to the 580Nm of twist on tap from just 1750rpm. It also revs quite freely for a diesel, spinning to 4500rpm without sounding breathless.

The clincher for many buyers will be the diesel's frugality, with BMW quoting an overall consumption figure of 8.3litres/100km, which is pretty damn miserly for a big SUV.

The drive program at the international media launch was sufficient to glean that the X6 is all but peerless among SUVs as far as on-road dynamics are concerned, but we can't say exactly how much of an all-terrainer it is, because the drive route consisted solely of blacktop roads.

Its maker is no doubt aware that few, if any, X6 buyers would be interested in venturing off-road in the 'chop-top' Bimmer. Its USPs are its commanding driving position and the perception of vault-like safety it instills.

What's more, its looks alone are likely to send many would-be purchasers into weak-kneed drooling fits. Although decidedly unconventional, there's an inherent aesthetic balance to the Beemer's proportions. What's more, it's large enough to command road respect, yet manages to be so without appearing a hulking behemoth. It's a clever piece of design, given that it's longer and wider than an X5, yet seems more compact.

Never mind that the X6 isn't all that spacious, practical or off-road capable, in this image-conscious segment, it's a unique and desirable proposition. Add to this the fact it has the pace and agility to rival a sports sedan and it's a case of "mission accomplished" by the Bavarians.

» Watch the Carsales Network's video on the BMW X6

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