BMW of Monrovia

• Introduction  »
• Interior / Walk Around  »
• Driving Impressions  »
• Summary

Driving Impressions

All BMW X6 models come standard with xDrive all-wheel drive, which varies the power between the front and rear axles electronically. The X6 was also the first BMW with Dynamic Performance Control. DPC uses two planetary gear sets and two clutch packs in the rear differential to multiply torque to individual rear wheels. Sending more power to an outside wheel helps steer the vehicle through turns. It's hard to feel the system operate, but we swear we could feel it pulling us through a corner on Road Atlanta in the X6 M.

All X6 models handle well, but they don't feel like a sports car, due mostly to the high center of gravity. There's just no getting around mass, and the X6 weighs around 5,000-plus pounds. A 5 Series sedan, by comparison, weighs less than 4,000 pounds. However, the X6 handles better than it should for its size and weight, especially the M.

We've driven X6 M, xDrive 35i and xDrive50i. Both base models were outfitted with the Sport Package with Adaptive Drive/Active Roll Stabilization and 20-inch wheels with run-flat tires. The M comes with stiffer suspension settings, self-leveling rear springs, adjustable shock absorbers, specially developed power steering with Normal and Sport modes, and massive brakes. We found that all models have capable suspensions that combine with Active Roll Stabilization to help them corner flatter than any SUV. However, even the X6 M has more body lean and tire squeal than you'd get in a BMW 3 Series.

The stiff suspension settings and short sidewalls on the X6s we drove can take their toll on rough roads. Even with the Electronic Damping Control in the Comfort setting, the X6 reacts harshly to sharp bumps and the ride is generally stiffer than many drivers would prefer for everyday use. We're guessing the standard 19-inch wheels and tires will help provide a softer ride, but they're still run-flat tires with short, stiff sidewalls, so we recommend you test drive the X6 before you buy to make sure you can live with the ride.

A 4.4-liter twin-turbocharged V8 engine comes in the X6 xDrive50i. It makes 407 horsepower from 5500 to 6400 rpm and 450 pound-feet of torque from 1750-4500 rpm. BMW says the V8 is capable of launching the X6 from 0 to 60 mph in 5.3 seconds. It certainly feels that quick. The 4.4-liter turbo doesn't have the immediate grunt from a stop of a larger V8, but after initial throttle application it makes power quickly and keeps it coming. Passing is a breeze, and the 4.4-liter V8 provides more power than you'll need for most purposes. Properly equipped, the xDrive50i can tow an impressive 7700 pounds.

The X6 M uses a version of the same twin-turbocharged engine, but it has its own pistons, camshafts and cooling system. It also uses a unique crossover exhaust manifold that pairs cylinders on opposite sides of the firing order to produce a more constant air flow that results in even less turbo lag than the already impressive 50i engine. The result is 555 horsepower from 5750 to 6000 rpm and 500 pound-feet of torque from 1500 to 5650 rpm. On the road, the X6 M has the immediate grunt that the 50i lacks, and a stab of the throttle provides a further rush of acceleration. BMW says the X6 M can go from a standstill to 60 mph in just 4.5 seconds, and that number feels right. That's impressive for a 5324 pound vehicle. In fact, it's a tenth of a second quicker than the much lighter, though not turbocharged, M3.

The six-cylinder engine in the X6 xdrive35i isn't too shabby, either. It's BMW's twin-turbocharged 3.0-liter inline-6, which produces 306 horsepower from 5800 to 6250 rpm and 300 pound-feet of torque from 1400-5000 rpm. According to BMW, this engine makes the X6 capable of a 6.5 second 0-60 mph time, which is quite quick for a vehicle of this size. The six-cylinder returns decent EPA fuel economy ratings of 15 mpg City and 20 mpg Highway. With the towing package, the xDrive35i can tow a substantial 5940 pounds. Given the cost difference between the inline-6 and V8, we'd recommend the 3.0-liter six-cylinder, as it makes as much power as we need and provides better mileage.

All engines work through a responsive six-speed automatic transmission. Drivers can shift manually via a pair of standard aluminum steering wheel shift paddles or through the gearshift. Tapping the paddles up or down shifts gears automatically; there is no need to put the gearshift in a sport mode. There is a Sport mode, though, that holds gears longer for performance driving. We found the transmission to be in the right gear 95 percent of the time during racetrack driving with the transmission in Sport mode and the M Drive in the Power setting. There is also an M mode that drivers can use when they definitely want to pick their own gears. Why bother, though. Just leave it in D, pick your gears when you want and let the transmission shift back to Drive when you aren't interested in shifting.

The gearshift is also a bit odd. Instead of the familiar gated PRNDL, it remains stationary and the driver hits a button and bumps it forward for Reverse, backward for Drive or to the left for the M (Manual) and S (Sport) modes. Another button puts it in Park. It takes some time to get used to, but it takes up less space, which BMW uses for cupholders and small items storage.

Optional Active Steering varies the steering ratio based on speed. Active Steering makes the X6 easy to maneuver in tight quarters and keeps it stable at speed. We like it.

We also like the X6's brakes. A racetrack is the best test of brakes, and we heated them up pretty good in several laps of spirited driving. We drove the base models on a shorter racetrack with speeds that didn't exceed 100 mph and the brakes remained strong with no appreciable fade. The X6 M has larger brakes and we put them to the test on the longer, higher speed circuit at Road Atlanta. The brakes performed admirably initially, but began to fade after numerous full braking maneuvers from 140 mph. You'll never brake that hard that often on the street, though (at least you shouldn't). In anything other than these extreme conditions, the brakes are easy to modulate and the X6 remains composed and stable during emergency braking.

Go to Summary