A 5000-pound SUV has no business driving this well.


Take an extra close look at the pictures of the new X6, because the success of this new X5-based SUV depends on it. Is the X6 beautiful? Ground-breaking? Fashionable? Or does it come across as a lifted, five-door hatchback?

To arrive at the X6, BMW took the seven-passenger X5 chassis and created a lower-slung SUV with a dramatically sloping rear roofline that only seats four. The aggressive new sheetmetal makes the X5 look comparatively conservative, and it’s a key point here, because the X6 is less practical than the X5, while its price has been jacked up by as much as $8500.

However, if the styling isn’t exactly your thing, take a peek under the hood. In the base model, the xDrive35i, you’ll find the overachieving 300-hp, direct-injection twin-turbo 3.0-liter inline-six that we all know from the 335i and 135i. The step-up model, called the xDrive50i, is powered by a new, twin-turbo 4.4-liter V-8. It’s rated at 400 hp and 450 lb-ft, but if BMW works its turbo magic like it did with the inline-six, could the new V-8 feel more like 500 horses strong?

Not As Compromised As It Looks

When we first saw the X6’s sloping rear end, we figured that the back seat would be nearly uninhabitable for adults and that BMW had seen fit to erase most of the X6’s cargo space in the name of style.

Surprisingly, it’s actually quite roomy inside. The back seat of the X6 loses just 0.7 inch of legroom and 1.8 inches of headroom compared with an X5, but it’s still plenty to comfortably accommodate a couple of six-plus-foot occupants. And the cargo volume is 60 cubic feet, a reduction of two cubic feet. Looks-wise, the X6 has an identical interior to the X5, except for the incredibly tacky knee pads added for driver and passenger, supposedly to encourage sporty driving. We pushed the X6 to its limits and never once saw a need for them.

However, rearward visibility has been sacrificed somewhat. It isn’t unacceptable while driving, but plan to opt for the $400 rearview camera for back-up assistance because entire cars can disappear behind you.

Ridiculously Capable

Have you ever comfortably slid a 5000-pound SUV through a 90-mph sweeper? Up to this point, we hadn’t either, but BMW turned us loose at Michelin’s proving grounds in Laurens, South Carolina, where we did just that.

Not only did we slide it around, but for something this big and heavy, the X6 has amazing turn-in and grip, and the brakes never overheated. Sure, the X6 understeers mildly at the limit, but the fact that it doesn’t plow like most every other ute is surprising. However, we tried everything—sharp steering inputs, jumping out of the throttle mid-corner—and the rear end will not come around. (Except in the wet. We’ll get to that later.) Also surprising is the agreeable heft to the steering wheel as well as the meaningful feedback transmitted through it.

Did we mention that the X6 xDrive50i laps the Nürburgring nearly as quick as a previous-generation E46 M3? It does.

The cars we drove were all fitted with the aggressive Sport Package that includes 20-inch Dunlop SP Sport Maxx tires (275/40R-20 front, 315/35R-20 rear) instead of the base 19s, and on public roads it took a handful of tries before we could actually believe how quickly we could pitch the X6 into corners. We expect a skidpad performance near 0.90 g, or as grippy as a 3-series with the Sport Package.

Although the X6 almost needs more power equipped with this much tire. Even a brake-torque launch in the twin-turbo V-8 model doesn’t so much as chirp a tire. What fun is it to never be able to lose traction?

Okay, the xDrive50i model is quick (0-to-60-mph times will likely be around 5.0 seconds versus low-sixes for the inline-six), but it doesn’t feel that much quicker than the xDrive35i, particularly at wide-open throttle, which is partially due to the fact that the V-8 model weighs 400 pounds more (5300 pounds versus 4900). The additional midrange torque of the twin-turbo V-8 is certainly noticeable, but is it really worth the extra $10,500? BMW officials say the difference between the two powertrains becomes far more noticeable above 100 mph. Again, is that worth $10K?

The twin-turbo V-8 emits a surly burble—although we think the old naturally aspirated V-8 from the X5 4.8is sounded better—but, frankly, it didn’t feel as strong as we expected. Part of the problem is that the new engine pulls so smoothly throughout its rpm range that it doesn’t impart that false feeling of speed that you get from the surging of a non-linear powerband. However, triple-digit speeds are just a couple seconds of a planted right foot away, and it seems to just keep pulling and pulling.

Another small complaint with the V-8 version is that when taking off from a stop there’s a noticeable lag in power after hitting the throttle. After wondering whether or not you’re going to make it safely in front of that approaching car, the turbo boost hits and you get much more thrust than expected. The twin-turbo six doesn’t exhibit this “nothing, nothing, too much” behavior.

There are no complaints about the six-speed automatic, however, which comes with either engine. It’s smoother than most on downshifts, responds promptly to input from the manumatic control, and is never caught off guard in its gear selection.

Electronic Overkill?

Enabling this impressive handling acumen is a host of technology. The newest piece is BMW’s Dynamic Performance Control (DPC), which is standard on all X6s. The system is a torque-vectoring active rear differential that adjusts how much torque is sent to each wheel. In the case of the X6, DPC—it’s made up of a traditional differential and two electronically controlled planetary gearsets—is used first to alter the dynamics while the stability control only steps in as a last resort; this is a fundamentally new way of thinking. For example, DPC will send more power to the outside wheel while cornering to improve its turn-in behavior and reduce understeer. DPC weighs an additional 26 pounds, and we found it to be worth every ounce.

Unlike some competing systems, such as Acura’s SH-AWD, DPC also works when not on the gas—and even under braking. In fact, trail-braking the X6 actually proved useful. On a wet autocross course, the X6 was happy to hang its tail out when provoked, while the stability control let DPC handle most of the necessary adjustments.

Perhaps the most encouraging thing about DPC, however, is that BMW will likely use this technology to improve the handling of its cars, too. DPC doesn’t need all-wheel-drive to do its thing, and we’re already drooling at the possibility of a DPC-equipped M3.

Also standard is BMW’s xDrive all-wheel drive. Under normal circumstances it splits power 40/60 percent front-to-rear, but can quickly adjust based on road conditions and driver inputs. Available techno options include active steering; Electronic Damping Control (EDC), which is part of the Sport Package and consists of individually controlled continuously variable shocks that make the X6 ride far better than its oversized, low-profile tires would suggest; and active anti-roll bars, called Adaptive Drive, which also comes with the Sport Package.

It’s Not Cheap, That’s For Sure

The xDrive35i goes on sale at the end of April, starting at $53,275, or $6600 more than an X5 3.0si. Add in things such as the $4550 for the Sport Package with 20-inch wheels, the $1900 navigation system, and the impressive-sounding $2000 stereo, and the loaded cars we drove were pushing $70,000. The xDrive50i model won’t be available until August and goes for $63,775. Plan on $80,000 for one with all the goodies.

While we were blown away with the X6’s on-road capabilities, we can’t help but wonder if luxury SUV buyers are looking for—or will even push the vehicle enough to notice—this level of performance. After all, the heavier, slower, and half-as-capable Range Rover is an aspirational luxury SUV for many.


- ONLY REGISTERED AND ACTIVATED USERS CAN SEE ALL LINKS - CLICK HERE TO REGISTER


Clearly BMW has seriously up the game in SUV dynamics. Now I await the comparison to the Porsche Cayenne GTS.


M

Yep, and that was their goal with this car, apparently they've succeeded.

Also, it seems according to these 1st reviews that the back space isn't that cramped, there's still a lot of place for adults.

I expect 2 things from the all but assured success of the X6, an even sharper more focused next-generation Cayenne, a of course a Mercedes-Benz competitor...the MLE or MLX.

M

Again guys, not a great review of the new V8TT + price is not justified. Am really confused here.

Regards

Price i won't comment, i don't care for it if i'm buying this car, but comments on the V8 TT? No difference between it and I6 TT? That i highly doubt.

Tycoon: yes it does not sound logical and that is what confusing me. The turbo lag problem kind of repeated in most recent reviews.

I see, i wasn't online for 2 weeks and i've hardly managed to read 1 or 2 reviews... I'll check that, thanks.

One more thing Tycoon, the thing that still confuses me more is the delivery time, the xDrive50i will not be delivered soon, while I can have the xDrive35i in couple of weeks - max one month. Now am worried if the xDrive50i is worth the waiting.


Regards

1st deliveries in Croatia start in July (May production), the 35d model. My dealer has orders for 4 cars, no order for 5.0i though.

Regardless of these 1st few "bad" impressions, i do think it's worth, 'cause i'm not used of doubting BMW's engines.

Me 2 .. but the waiting is killing me ... imagine i can drive my new car with the bride at the wedding ... while in case i will wait for the V8TT i ll wait for like more 6 months or more. A friend of mine who got the xDrive35i yesterday called me. While we were talking he mentioned that the new 3.0TT is awesome compared to the X5 4.8i and that is not a slow car. He managed to pass the X5 from a rolling start till around 160 Km/h ... I was impressed. Next week i ll drive his car and decide.