2009 BMW X6 Review

Specifications

Who makes the best handling performance sport utility vehicle on the planet? Is it Porsche’s Cayenne, or perhaps the Mercedes-Benz ML63 AMG? Is it Audi’s Q7 with the upgraded S-line performance suspension, or Jeep’s incredible Grand Cherokee SRT8? Whoever is currently claiming this title had better watch out, because it’s unlikely to be theirs for much longer. Although BMW’s sole purpose for bringing out their latest offering probably wasn’t to dethrone whichever one is currently at the top of the performance SUV segment, it will probably be the result with their new Sports Activity Coupe, the X6.

The idea behind the X6 is similar to the impetus behind Land Rover’s performance model. In the same way that the Range Rover Sport rides on the same (but shortened) platform as the LR3, the X6 rides on the same (but not shortened) platform as the X5. Overall, the X6 is a bit longer than its more SUV-like brother, by 0.9 inches, and it is also a bit wider at 2.0 inches. But what gives the X6 such a sportier and more menacing appearance has to do with the height, which has been dropped by 3.4 inches. The final two dimensional changes really help to give the X6 a planted look.

While there’s lots of talk about Efficient Dynamics, BMW has managed to introduce a new one - active aerodynamics. Those big kidney-shaped grilles let in a lot of air, but they also yield a fair bit of air resistance. One way that BMW has helped to shave back on the X6’s drag coefficient rating is to actively shut them when the engine isn’t in need of cooling. Less drag means better fuel economy on the highway and at speed.

Unlike the LR3 and RR Sport, the X5 and X6 have a family resemblance in styling. Although neither share any body panels, they look like brother and sister. The X6’s headlamps are narrower and more angular, but the proportions of the grille and bumpers look the same, while the flamed surface treatment on the doors is consistent between the two. This is the sort of transformation that can be found between the 3-Series Sedan and 3-Series Coupe; the X5 is a Sports Activity Vehicle, and the X6 is a Sports Activity Coupe.

The same sort of approach was taken to the interior. Its front bucket seats actively hug you, squeezing down on the contours of your body. The dash and console may look the same, but they’re beefed up with X6-specifics, like the steering wheel which sprouts paddle-shifters for the automatic gearbox as standard equipment, and a brace surrounds the console for extra support during hard cornering. And although the simplicity of the gauges hark back to the X5, and the torqued gearshift lever are a hallmark of the second generation SUV, it can all be found here, which in some ways is appropriate.

Yet if you look over your shoulder, there is a pretty distinct difference to be seen. Where the X5 can seat up to seven bodies, the most that can be wedged into an X6 are three passengers and a driver. Although a fifth person could fit in, BMW is pushing the coupe look by fitting a pair of rear buckets divided by a study center console with a cubby and cupholders, just like on the 3-Series Coupe. Although we’ve yet to sit in one, headroom for rear seat passengers looks like it may be an issue.

If there’s another loss for the X6, it’s going to be in terms of cargo volume. The raked rear glass and sloping pillars cut back on luggage space, but it isn’t as bad as you might think. Although it’s more than any traditional car-based coupe can offer, it loses out in comparison to the X5 due to the sloping design of the rear fastback. In total, there is 25.6 cu-ft of cargo space, which can be expanded to 59.7 cu-ft with the rear seats folded. The rear seatbacks function as a bench, and fold in a 40/60 split configuration, with a ski pass thru.

The paramount item and the key to the X6’s ability to claim the title of best-handling SUV lies on the principle of its xDrive all wheel drive system, which pairs up with BMW’s new and very important Dynamic Performance Control, which is a bit of marketing jargon for a torque-vectoring differential. This very important piece of engineering takes the all wheel drive system one step further than just being able to shift power between the front and rear axles. What DPC does is mate a pair of clutch packs and planetary gear sets with computer sensors and actuators to allow torque to be shifted between the left and right wheels during acceleration and braking. It’s similar yet slightly more advanced when compared to the Acura Super Handling All Wheel Drive System. Besides offering better traction, it brings about more neutral handling characteristics that are important if you’re going to be making the world’s best handling SUV.

So the X6 will grip harder and smarter, but Dynamic Performance Control only paints part of the picture. X6s, like many other BMW products, can be had with the brand’s famed Active Steering system, and each utility vehicle also comes with stability and traction control. All of these features, plus xDrive and Dynamic Performance Control are networked together for interaction via Integrated Chassis Management to ensure that every corner turned is the perfect corner. Depending on what engine the new X6 has been ordered with will also dictate what sort of suspension setup it will receive. Base models get conventional steel springs, whereas higher models can be had with an air suspension system.

So far, the X6 looks like it can deliver on its promise to out-handle the opposition, but Cayenne and Co. won’t exactly be left behind, at least not with its top line Turbo. Still, the X6 is laying down some extreme firepower. Alongside the well-established twin-turbocharged 3.0-liter straight six that’s been popping up in 3- and 5-Series cars, there’s a brand new sort of firework that’ll be shooting off under the X6’s hood. It’s a 4.4-liter V8, which, just to be confusing has been named XDrive50i, and it’s going to be the replacement for the 4.8-liter V8 that was the top-line engine in 5-, 6- and 7-Series cars, as well as the X5 for a long time. But this downsizing in displacement has been met by an up-sizing in performance, by a factor of two turbochargers. Yes, like the straight six, BMW’s new V8 features a pair of turbochargers spooling up some serious action. It makes 400 horsepower, which isn’t quite at the 100 horsepower per liter rating of the smaller six or near that dominant Porsche, but it more than makes up for what it lacks in power with torque, now rated at an astounding 450 lb-ft between 1,750 and 4,500 rpm. Supporting comments that the X6 is like a 6-Series on stilts is the fact that this model will accelerate to 60 mph faster than a 650i when equipped with an automatic transmission (5.3 seconds for the record). That’s mighty quick.

As of right now for North America, there are only two models for the X6, the six and the eight, but there may be another engine on board by the end of the decade. Also at Detroit, BMW is launching the new 3.0-liter twin-turbo diesel engine in the 3-Series and the X5, so it would be a natural fit with the X6. In Europe, the XDrive35d model makes 286 horsepower and 428 lb-ft of torque. There will be another diesel engine offered in Europe too, a 3.0-liter unit called the XDrive30d that makes 235 horsepower. The X6 will go on sale during 2008 as a model-year 2009 product.

Surely, the X6 will be met with some criticisms along the way. Some may even ask the obvious – why BMW didn’t just bother fitting the fancy differential, interlinking technologies and new twin-turbo V8 to the X5 and call it a day. Still, whatever the case may be, it’s hard not to admire BMW’s sheer determination to maintain its position as the ultimate driving machine, whatever the category of vehicle it may be, even if it indeed requires inventing a new niche.