BMW X6 1000km Road Test

New niche or no man's land?

BMW claims its X6 creates yet another niche: the sports activity coupe. So is this meaningless marketing gibberish, or does the X6 really have the performance, dynamics and driver enjoyment factor to justify its ambitious claims?

Value for money

Pricing

The X6 xDrive35i, which signifies the twin turbo 3.5-litre straight-six petrol model, costs $114,705. The xDrive35d, with the 3.0-litre twin turbo-diesel, is $120,530.

Standard equipment

Both models include six airbags, stability control, swiveling bi-Xenon headlights, Data Dot security, a head up display, cruise control, automatic high/low beam, tyre pressure monitoring, front and rear parking sensors, a rear camera, six stacker CD changer, in-dash CD player, USB/audio plug in, automatic dual zone airconditioning, navigation with TV and voice activation, Bluetooth preparation, power driver's seat and steering column adjustment and leather upholstery.

Selected options: Sport Package (adaptive drive, 19-inch alloys with 255/50 front and 285/45 rear tyres, higher interior and exterior trim spec) $7945; metallic paint $1800; 20-inch alloys with 275/40 front and 315/35 rear tyres $4555; power tailgate $1271; sunroof $3495. And lots more...

Warranty

Three years/unlimited kilometres.

Retained value

The X6 is a new model, with no resale history as yet.  

Design and function

Ergonomics

The driver faces a dash that's almost identical to the X5 - minimal buttons and a sleek, expansive layout.

BMW now makes it easy to integrate your iPod with the audio system, displaying its data on the central screen and allowing you to move through your music with the iDrive controller or buttons on the wheel.

iDrive itself is still annoying, but you can use the eight Favourites buttons, and/or the buttons on the wheel, to bypass it. You can't put a navigation map preference into the Favourites, though, so every time you move to another menu you have to follow a tortuous route back to navigation, or use the split screen.

BMW's sports driver's seat is standard in the X6. It's BMW's best seat - firm, but very comfortable and supportive, with an extendable cushion that long legged drivers will appreciate.

Rear vision is compromised by the small, shallow back window, but not as much as expected. Large side mirrors help, as does the standard rear camera. It would be a nightmare to reverse park the X6 without it.

Technical details

• The X6 is based on the X5 platform, however it is slightly longer and wider.
• It's built in the USA.
• The 3.0-litre petrol engine uses two identical turbo-chargers, each feeding three cylinders. It produces 225kW of power at 5800rpm and 400Nm of torque from 1300-5000rpm.
• The 3.0-litre diesel also uses two turbos, but a smaller one provides low speed boost, for strong off idle response and low speed tractability, while a second, larger unit comes into play as engine revs rise, boosting mid-range and top end performance.
• This engine produces 210kW of power at 4400rpm and a whopping 580Nm of torque from 1750-2250rpm.
  Both engines are matched with a six-speed sequential automatic transmission, remapped for faster, more aggressive shifting.
• Drive goes to all wheels in high range only.
• xDrive, which can shift torque between the front and rear wheels, is complemented on the X6 by Dynamic Performance Control (DPC), which adds a planetary gear seat and electronic clutch to the rear differential, so that drive can also be varied between the rear wheels themselves. Its primary function is to send more torque to the outside rear wheel when accelerating hard out of a corner, which counters understeer.
• It operates at a relatively early intervention threshold, before stability control (DSC). This is necessary because the systems are opposite in intent and operation. While both systems use data supplied by the same sensors and processors, DSC is primarily a safety system, which slows the car, while DPC is designed to optimise its performance and dynamics. So DSC needs some wheel slip to intervene, but DPC does not.
• DPC is available only on X6 for the time being, but expect it to become much more widespread on rear-wheel drive BMWs in future.
• Suspension is double wishbone front, multi-link rear.
• It can be complemented with adaptive drive, which has variable-rate dampers and uses hydraulic assistance on the anti roll bars to minimise body roll when cornering. Adaptive drive is only available as part of the Sport Package option.
  Hydraulic assisted steering is standard; active steering, which uses an electric motor to vary the steering ratio depending upon road speed, is optional.
• 19-inch alloy wheels are fitted with 255/50 run-flat tyres. A temporary spare is also provided.
  The X6 weighs 2070-2110kg.
• It will tow up to 2700kg.
• The fuel tank holds 85 litres.
• In January 2009, a new 300kW 5.0-litre twin turbo V8 model will be added to the range.

Safety

Not yet tested by NCAP, but the X5 scores 5 stars out of 5 so the X6 should too.

Security

Not yet rated by NRMA Insurance, but the similarly specified X5 scores 104 points out of a possible 120. Data Dot identification is standard.

Space and practicality

Rear seat head room is obviously tighter than the X5, but still fine for occupants up to about 185cm. It's designed as two individual seats, so the X6 will carry only four people. The seats are much more comfortable and supportive than the flat, shapeless bench in the X5, leg room is adequate for most adults, and there's also plenty of useful storage.

You pay the penalty for the X6's coupe shape when you open the tailgate. Although there's plenty of floor acreage, the tapered rear end means that, in practical terms, the boot is similarly shaped to a mid-size sedan and will not swallow big, bulky items like most SUVs. It will if you flip down the 60/40 split fold rear seat backs, but even so its overall capacity isn't in the same league as the squared off back end on the X5.

The optional power tailgate is a wonderful thing. Metal tracks with sliding load lugs run the length of the floor. A hard, folding load cover, several nets and straps, plus a few bag hooks are also provided.

Build and finish quality

Outstanding. Many car makers, including Mercedes-Benz, have problems achieving consistently high quality from their American plants, but BMW obviously knows something they don't.

On the road

Fuel efficiency

• The 35d twin turbo-diesel averages 11.8L/100km in town and 7.4L/100km on the highway, according to European standard tests.
• The 35i twin turbo-petrol averages 16.6L/100km and 9.5L/100km, on recommended 98 octane premium.
  CO2 emissions are 237gkm and 286gkm respectively.
• The 35i scores 3 stars out of 5 in the Green Vehicle Guide. The 35d has not yet been rated.

Performance

In sheer acceleration both engines are similarly effective, launching the X6 to 100km/h in just 6.7 seconds (35i) and 6.9 seconds (35d), according to BMW.

We clocked the 35i at 7.8 seconds, so perhaps BMW is gilding the lily a tad, but by two-tonne SUV standards the X6 is fast enough.

Which engine you choose depends purely upon how you prefer your performance. The 35i is the two-time International Engine of the Year for good reason. It's beautifully refined, as potent and tractable as many V8s, and given the performance it delivers, not too savage on fuel. It pulls easily across a wide rev range, with the best saved for the 5500-7000rpm zone.

The 35d is spent at 5000rpm, but pulls like a locomotive from idle to this point. If you're more interested in effortless, relaxed torque on your daily drive, with the ability to deliver serious acceleration when necessary, the 35d is recommended.

The transmission has normal, sport and shift-gears-yourself modes, the latter via the lever or pleasantly tactile metal paddles behind the wheel spokes. Both paddles can do up and downshifts, which is probably twice as many options as you need. Left to its own devices, shifts are smooth, crisp and usually timely, more so in sport mode.

Handling, braking and ride

The X6 is a more taut, confident handler than the X5. Its centre of gravity is lower and its suspension is more firm.

The cars on the launch, and the 35i tested, were all fitted with adaptive drive, plus the optional Sport Package, which includes 19-inch alloys with 225/50 front tyres and massive 285/45 rear tyres.

If you're attracted to the X6's dynamic ability, both options are worth having. Body roll is further reduced with adaptive drive, and grip levels are raised from excellent to stupendous with the wider rubber, especially at the rear.

Dynamic Performance Control works best if you also modify the traction control intervention, using the DTC button on the dash, to a higher threshold than the default setting. Driving out of a tight bend, you can feel it changing the car's track from mild understeer to a more neutral attitude, in the manner of a large rear-drive sport sedan.

On dirt roads, or other slippery surfaces, the combination of xDrive, stability control and DPC gives the X6 astounding stability and grip. While the X6 isn't meant to be a bush basher, it is enjoyable to drive and very secure on dirt.

The steering is quite heavy and remote at low speeds, but from 60km/h or so is more precise, communicative and appropriately weighted.

The brakes are powerful, progressive and controllable on all surfaces, and, with the adaptive drive option, the ride is acceptably compliant and comfortable.

Smoothness and quietness

Both engines are very smooth. The main source of noise is the tyres, which generate quite a loud hum on coarse bitumen at highway speeds. It's particularly noticeable at the front.