I have to admit the new 2008 BMW X6 kind of confuses me.
It’s not really an SUV, though it has a high stance, excellent cargo space and a hatchback.
2008 BMW X6
Model lineup: xDrive35i, xDrive50i
Engines: 3.0-liter, twin-turbo, direct-injection I-6 (35i); 4.4-liter, twin-turbo, direct-injection V-8 (50i)
Horsepower: 300 (35i); 400 (50i)
Peak torque: 300 pound-feet from 1,400 to 5,000 rpm (35i); 450 pound-feet from 1,750 to 4,500 rpm (50i)
Length: 192 inches
Wheelbase: 115.5 inches
Width: 78.1 inches
Height: 66.5 inches
Cargo volume: 59.7 cubic-feet
MPG (city/highway): 15/20 (35i); Not available for the 50i
Option highlights: active steering ($1,400); soft close automatic doors ($600); running boards ($300); rearview camera ($400); head-up display ($1,200), rear-seat entertainment ($1,700); Nappa leather seating surfaces ($1,000); cold weather package ($900); premium package ($1,750); premium sound package ($2,000); rear climate package ($900); sport package ($3,600); technology package ($2,000).
Pricing: $54,050 (35i); $64,550 (50i)
It’s not really a sedan, though it has four doors.
They’re calling it a “sports activity coupe” (SAC), but I don’t really see the “coupe” part. Well, unless you consider that the X6 has a severely sloping rear roofline and only seats four passengers.
While I don’t quite understand what it is, I do have to say the X6 is growing on me.
But first, I have to point out that pictures really don’t do this vehicle justice. It looks somewhat small on the computer screen, perhaps reminiscent of the old Saab 900. But when you stand right next to it, you realize it has more SUV proportions than coupe proportions. In fact, when I stood at the back, the bend for the rear hatch was at eye level for this 5-foot-tall writer.
Also, the more I saw it on the road and the more I drove it, the better the X6 looked. It was kind of like a slow-building attraction that increases as you learn the personality and character of the person you’re talking to. From the sleek, sexy looks to the phenomenal road presence, the X6 is going to be a slick competitor.
What it is competing against, however, has yet to be determined. Possibly the Porsche Cayenne. Possibly the Infiniti FX. But with the sports activity coupe, BMW is effectively creating a new segment. It’ll be interesting to see if this idea takes off like the new crossover segment has.
BMW execs said that the X6 isn’t expected to be a volume seller. While they wouldn’t release any sales targets, they did say that the X6 will be more like the sales of the 6-Series (which is about 8,000 units) rather than the sales of the X5 (which is about 40,000 units).
The X6 is built on the same assembly line as the X5in Spartanburg, S.C., and the new sports activity coupe shares the same chassis, hood and some electrical components as the X5. But where the X5 is more SUV, the X6 is more racetrack fun.
The X6 has two engine options, the base xDrive35i, a 3.0-liter inline six-cylinder that delivers 300 horsepower and 300 pound-feet of torque, and the super cool xDrive50i, a 4.4-liter V-8 that delivers 400 horsepower and 450-pound-feet of torque. The V-8 engine utilizes direct injection as well as twin-turbo technology. Making its debut in the X6, it is the most powerful engine seen in an X model thus far.
I spent most of my time in the XDrive35i model, traversing a winding trail to the proving grounds, and then putting it through its paces on the racetrack, and I have no complaints with the six-cylinder engine. I almost would have thought it was the xDrive50i, until I saw how quickly the V-8 could catch up to the I-6 on the racetrack. There’s also the belly-tripping sound emitted by the V-8. As my driving partner commented, it almost sounded like the throaty V-8 you’d find in a Ford Mustang.
The exterior lines of the X6 are refined, and from a distance, you can catch a glimpse of where the “coupe” word comes from. But up close it’s all meat. The tires alone are huge at 19 inches. Both the 50i and 35i are striking vehicles, but there are subtle differences between the two models. Aside from the model badging, looking at the front or the rear of the vehicle will give obvious tells as well. You’ll quickly notice a color difference on the front of the vehicles underneath the BMW kidney-shaped grille. The 50i has black finishes, while the 35i is titanium colored. From the rear, you can’t miss the huge trapezoidal dual exhausts on the back of the 50i, while the 35i opts for smaller round ones.
The inside is standard BMW fare with slick leather seats and glitzy gauges. The front seats had the adjustable seat bottom, which make it easy to find a comfortable position for various size drivers. I spent about 8 hours changing from driver’s side to shotgun passenger, and I was comfortable the entire time.
The overall length of the X6 is 192 inches. Height and width ring in at 66.5 inches and 78.1 inches respectively. So, it was no surprise that all seating positions have ample room. Legroom in the back is 35.9 inches, which may seem a bit tight, but it wasn’t. Behind my driving position, the rear legroom looked downright cavernous, but even with the seat in the far back position, there was still plenty of room for average to tall rear passengers.
The most impressive thing about the new X6, however, is the driving dynamics. For a vehicle that weighs about 5,000 pounds (4,894 for the 35i and 5,269 for the 50i), it doesn’t feel sluggish or heavy and is downright nimble on a racetrack. Yes, I said racetrack.
BMW took us to the Michelin proving grounds in South Carolina, and they set up a wet course as well as a dynamic driving course. In the water, I found the X6 to hold its ground fairly well with the xDrive all-wheel-drive system. I took a couple of carousel-like curves a bit fast and definitely had some sideways sliding, but the vehicle self-corrected without taking out any cones on the course.
Back on dry pavement, we had a series of exercises mingled with a curvaceous racetrack. I got the X6 up to about 77 mph in the brief straightaways and felt pretty good about using the brake markers set up by the BMW folks rather than slowing down too soon to enter a corner. I had a little tire squealage but no out-of-control sliding. In the middle of the track, there was a double pass exercise that simulates weaving in and out of traffic. The X6 was able to agilely swerve through the cones. During the slalom exercise, the X6 had a smooth series of S curves that the X6 just glided around. Both exercises were carried out at about 35 to 40 mph.
During the coned exercises, I did discover a couple problems due to my short height. I didn’t quite sit up high enough to comfortably see the small cones on the course. Then, when we were doing the slalom and passing exercises, I didn’t have a good range of motion with my arms because I sat too close to the steering wheel and was hindered by the side bolsters. My driving partner was the average everyman size and had no problems, and his driving motions were smooth and fluid. I didn’t notice any driving position issues until we were on the racetrack, and in regular driving situations, I felt perfectly comfortable with my sit height and the over-bolstered sport seats.
During the drive we had the opportunity to get behind the wheel of a vehicle with active steering and without. All I have to say is the $1,400 option is well worth it – especially in a place like Chicago, which requires a lot of slow maneuvering in tight spaces. The active steering allows quick, easy turns of the wheel with minimal effort.
This first look at the BMW X6 is a mere glimpse at a very intriguing vehicle. Anything I have said only paints a mere outline of the vehicle. I didn’t know what to think as I was heading down to South Carolina for the X6 press preview, and quite frankly, I didn’t think I was going to like it. But the vehicle won me over in less than 24 hours.
If you give it a chance, I think it will win you over, too.
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