Don't worry if you don't "get" BMW's new X6 at first; you're definitely not alone. After all, BMW claims it has created an entirely new class of vehicle — the Sport Activity Coupe, or SAC (that's right, now stop snickering). Is it a car or a truck? Is it a coupe or a sedan? More importantly, is it a real a BMW, or just a shrewd twist on the current four-door-coupe fad? We were skeptical, too: BMW earned its greatness on cars that were both light and agile, and the formula for a spry-handling vehicle rarely involves a high center of gravity and extraneous mass. But after spending a day with a pair of X6s, we have a better understanding of this unconventional beast, and we're convinced the combination of excellent powertrains and light-feeling chassis may yet result in a genuine BMW, even if buyers see it for nothing more than a prestigious novelty.



But really, who asked for this Frankenstein in the first place? According to BMW there was an "opportunity" somewhere between its X5 and 6-series for a vehicle with the emotional appeal of a coupe and the real-world practicality of an SUV. Of course, not every hole necessarily needs to be filled; BMW could easily diminish its brand equity by stretching its core values too thin with an experiment like this.

However original BMW may claim its concept to be, Land Rover pulled essentially the same stunt when it spun off the Range Rover Sport from the bread-and-butter LR3 platform, albeit with a more fashion-forward execution. The X6 is based on the X5's platform, and in fact shares its hood, windshield, dashboard and side mirrors with the more conventional SAV. The similarities pretty much end there, however. The X6 gets a different menu of drivetrains, seats only four instead of five, and wears most of its own clothing.

Before we get to the driving impressions, let's discuss the styling, since the X6 is, let's be honest, intended as a fashion statement. Looking like an ambitious design student's airbrushed concept drawing that has magically jumped off the page and into three dimensions, the X6 arguably comes closer than any vehicle since the Audi TT to brining concept-car mojo to the street. It is not conventionally beautiful, yet you can't stop looking at it. And while you may not be exactly sure what it is, you certainly get the impression that it can cover ground in a hurry.



The fast roofline, bulging fenders, and ample ground clearance endow it with the presence of an off-road race truck, the likes of which you might find jumping sandy gulches in Baja or cresting giant dunes in North Africa. Perhaps the best view of the X6 is a rear-three-quarter angle that reveals the convergence of the emphatic shoulder line and the graceful greenhouse. From this angle the X6 really sells itself as a coupe.

What the X6 doesn't accurately convey in pictures is just how large it is. The sculpted sheetmetal and clever proportioning disguise the fact it is, quite simply, gargantuan. It is five and a half feet tall, six and a half feet wide, and sixteen feet long. The hatch opens at belt-buckle level for most people. Standing beside it for the first time, you feel as though you're suddenly ten years old again.

Stepping over the high, wide sill plate into the interior is a chore even for full-size adults, but once you've made that journey you're treated to a well-appointed cabin that blends luxurious trimmings with sporty details. From the driver's seat, the view forward is essentially the same as in the X5. Front seats are shared between the two models, as is the dashboard, although the X6 gets its own instrument cluster with race-inspired dials. Carrying the sporting theme to an almost silly level, BMW has placed padded and upholstered kneepads on either side of the center console, presumably to prevent bruising from all the extreme g loading.

The view to the rear is considerably different, however. The roof slopes back like a '67 Mustang, but the rear bodywork rises so high that there's little more than a mail slot for a rear window. Without the optional rearview camera ($400 by itself, or part of the $2000 technology package), backing the X6 out of just about any space could be a treacherous endeavor. At least the rest of the greenhouse provides adequate visibility, as do the large exterior mirrors.

A wide center console divides the two rear passengers' space. Despite the fast roof, rear headroom is surprisingly ample for adults, giving up just over an inch to that of the front seats. Legroom is as generous as the X5, owing to the shared floorpan of the two vehicles. And because the X6 is so tall, entry and egress at the rear is fine, too.

Though the X6 is not a "utility" vehicle in the usual sense, it still offers a greater cargo capacity than would seem possible by simply looking at it in pictures. The volume under the rear parcel shelf is on par with most large sedans and will easily consume four golf bags or a weekend's worth of luggage for four people. The rear seats split asymmetrically and fold down to avail nearly 60 cubic feet of space if needed, although the challenge is actually moving your stuff in and out on the high load floor. In its surprising versatility, the X6 recalls other unconventionally capacious yet sporty vehicles like the mid-'80s Saab 900 Turbo. Attributes like this are what bridge the gap between coupe and SUV and will likely be its saving grace as a real car.



What's not a problem is moving out on the road. The X6 is available with a choice of turbo engines not offered in the X5, reinforcing its position as a performance model. The standard engine is the 3.0-liter twin-turbo six that makes 300 horses and 300 lb-ft and also finds itself at home in the 1-, 3-, and 5-series. The optional engine is an all-new 4.4-liter twin-turbo V-8 that musters 400 horses and a pavement-thrashing 450 lb-ft of torque. A six-speed automatic is the only transmission available for either engine, but it's a quick-shifting 'box with Steptronic for those times when you may feel the urge to do some manual rowing.

Despite a curb weight of 4894 pounds, the turbo-six will probably satisfy most buyers' performance appetite. Thanks to well-selected gearing, the X6 xDrive 35i, as it is officially known, gets off the line exceptionally well. BMW claims a 0-60 time of 6.5 seconds, which is respectable, but what's even better is the way the three-liter turbo always seems ready to pounce at speeds between 30 and 70 mph. It's an ideal powertrain for American conditions, though surprisingly it lacks "Autobahn legs," that uniquely German ability to storm from 80 to 130 mph. The engine still pulls at higher speeds, but it seems more in its element on the Interstate.

The turbocharged V-8, however, makes the X6 feel more like a typical German performance vehicle, pulling strongly at all speeds but finding its rhythm as the pace picks up. Despite a 375-pound weigh penalty over the six, the X6 xDrive 50i (don't ask) conquers with torque, laying down a 5.3-second 0-60 sprint according to BMW — we managed a 5.4-second run in damp conditions. Torque peaks at 1750 rpm and can be sustained all the way to 4500 rpm. Even though it uses the same gear ratios as the six-cylinder, it features a numerically lower final drive for longer legs. The V-8 is effortless at around-town driving, but the rich burble of the exhaust is intoxicating, goading you to bury the throttle unnecessarily.

BMW's engineers have done an amazing job of making the two-and-a-half ton Panzerette feel light and agile from the driver's seat. Starting with the basic X5 hardware — dual-wishbone front suspension, mutlilink rear suspension, extensive use of aluminum — the X6's dynamics were tailored for a more engaging, less isolating driving experience. Chassis dynamics were sorted at BMW's Nurburgring test facility, and the results are real; we overheard at dinner that a standard-issue X6 V-8 turned consistent lap times of just over eight and a half minutes on the Nordschleife — on stock Dunlop tires, no less.



But part of the magic also comes from an entirely new bit of techno-wizardry in the form of Dynamic Performance Control, or DPC, which can be described as an active rear differential. Rather than merely preventing wheel slip, as a conventional limited-slip diff would do, DPC is actually capable of accelerating the outer rear wheel to enhance turn-in and reduce understeering tendencies in demanding situations. Not that the chassis doesn't understeer at the limit — it does — it's just that DPC minimizes the slip angle, effectively reining in the extent of push it exhibits.

The additional weight of the V-8 makes itself known on tight maneuvers, such as on the wet traction course and the slalom BMW set up for us at the Michelin proving grounds. All of the additional weight resides over the front axle, upsetting the near-perfect balance found in the six-cylinder.

Braking performance is equally impressive for a large vehicle, but it's what we've come to expect from BMW. Large single-piston calipers are mounted at each corner, with the six-cylinder using the same 13.7-inch front and 13.6-inch rear units found on the X5 4.8i. The turbo V-8 gets its own set of front binders though, the rotors measuring an impressive 14.4 inches in diameter and requiring a 19-inch wheel to clear them. Both models, in fact, are fitted with 255/50-19 all-season performance tires on 19x9.0 alloys. A staggered-width 20-inch option is available, running 275/40-20 performance rubber in front and 315-35-20 steamrollers in the rear on 10.0- and 11.0-inch wide rims, respectively.

Two steering systems are offered on the X6, each with its own dynamic benefits. The standard system offers a very direct feel at all speeds, but requires a fair amount of effort for parking. Those who have grown up with European cars will find its feel familiar, but new buyers coming from Lexus, Infiniti, or Acura products will likely be put off by the extra work at low speeds. The optional active steering system is exceptionally light at low speeds and firms up as the pace quickens. It's a less natural, less direct sensation, but it actually seems more suited to this type of vehicle, as your typical hardcore driving enthusiast won't be ditching his M3 for an X6.

Which brings us back to the question of who wants the X6 in the first place. Starting at $53,275 and $63,775, it is clearly a premium vehicle, demanding an easy five grand over the most similar X5. While it certainly exhibits most of the dynamic traits that BMWs are known for, it is clearly a paean to buyers with much shallower values. Sure, the X6 should logically find buyers among the affluent skier/snowboarder/extreme sportster crowd, but let's be real — the X6 will be the new poster child for spoiled trophy wives.


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I have a weird question, why german manufacturers don't offer a central diff control like the japs do. Like you can switch from AWD to RWD depending on your needs + is it possible to alter that through some kind of ECU or whatever programming ?

Such a perfect interior - both X6 and X5. Have a look at the design and attention to detail. BMW's best by far.

Great looking car/SUV/SAV as well. BMW on fire in the design department at the moment. All is looking good.

The article seems very well written, I like their comments about the steering..

My car dealer advised me to take the adaptive or active steering, all other reviewers tend to hate it.

Don't know if it really worth it, but I guess it comes in handy when parking..

white is the color to have for the X6,no fond of the int though,for some reason i don't find it wow and the steering bothers me the most!

I guess you will have to make your mind up considering the following:

Most reviewers had very little time to get used to the system, this active steering is not something you will be used to as of the first minutes you drive the car.

Second do you drive a lot in the city, with parking manoeuvers or do you drive long distances on main curvy roads at high speeds...

In the first case most likely active steering is the way to go, whereas in the other case just save your money...

And of course if you are in between, just do like me and check your bank account, if the feedback is OK then you can make your sales person happy if this is the reaction you get , just drop it and you will be fine...

Now the same discussion can start about the adaptive drive..

Is it really worth it ?

All the persons I have spoken to don't have it and say they don't miss it...
On the other hand I remember haven driven my dad's Landrover Discovery, some fifteen years ago and I hated the way it bended over, but then are these cars really comparable.. ?
Haven't made up my mind yet , but have to hurry up, my X6 will be produced in a couple of weeks (week 19)...

I'm not sure how it applies to bigger more massive vehicles like the X5 or X6, but I can tell you Active Steering was not good for maneuvering at lower speed or parking in the 6er.. now at higher speed it was something else

It is at high speeds where this system comes to shine, not at low speeds.. you got your definitions wrong.

In the end, and at least until BMW works out the 'smoothness' of this feature at low speeds, it was not a good option to add to the car. Parking it felt like the steering lacked a good hydraulic system, kind of tough to steer... and the turn ratio felt like it was not as good when comparing it to the same car maneuvering on the same road and parking it on the same spot without the active steering...