To make the X6, BMW turned to the mechanicals of its X5. The two models both roll from BMW’s Spartanburg plant in the United States and the oily parts of both are, if not quite identical, then at least separated at birth.
The X6 shares its engines, four-wheel drive system, much of its interior and several of its dimensions with the X5. The wheelbase is the same at 2933mm, as is the front track at 1644mm, although the X6’s track is far wider at the rear (1706mm versus 1650). This is partly because it features a partially locking rear differential and because the wider rear stance suits the appearance of the X6.
Seldom has a car divided opinion as much as this one. And seldom has so much of that opinion been negative. But while the X6 does impose itself perhaps too abruptly for a lot of tastes, it has been adeptly converted from concept to production with little dilution, and it does have some striking angles.
Our test car was equipped with the most powerful diesel – a 3.0-litre, twin-turbocharged unit producing 282bhp. It’s badged, slightly ludicrously, as the X6 xDrive35d. The other diesel is a single-turbo 30d. Both have a capacity of 3.0 litres and both follow a similar nomenclature to the 330d and 335d. There’s also a 3.0-litre petrol, and later this year there’ll be a 4.4-litre, twin-turbo petrol V8.
xDrive refers to the four-wheel drive system, shared with the X5. It’s a permanent 4wd system but can distribute up to 100 per cent of torque to either axle. It drives exclusively through a six-speed automatic ’box.
The X6 is about as soft as soft-roaders get. In fact, BMW makes some claims that the X6 handles as well as a sports car, although no sports car ever weighed the disappointingly high 2275kg that the X6 does.
Our test car came with adaptive anti-roll bars to limit roll, and active steering, which adjusts the amount of assistance and the ratio of the steering rack depending on vehicle speed.