Is the new BMW X6 better than the original Sports Activity Coupé?

After the launch of the original BMW X6 saw worldwide sales success, exceeding even BMWs expectations, the company made a business decision to follow it up with this successor – which is best… the original or the successor, the new BMW X6?

Creative segment-buster

When people started moving into SUVs and bought fewer and fewer sports cars, BMW creatives created a segment buster – what if we can have a merge between an SUV and a coupé (something like an X5 and a 6 Series size coupé, rolled into one).  It happened, and the X6 Sports Activity Coupé was born.

What do critics know anyway?

Despite criticism, debate, love-or-hate and more opinions about the BMW X6 than almost any other vehicle, the X6 sold in strong numbers.  People, including media all over, were saying the X6 is ugly, looks like a bulldog, is less practical than an X5 yet costs more, and many more negatives.

Yet, the people who went to dealers to order and buy their X6 clearly disagreed.  These are people who appreciate the X6 for being a pioneering product, a vehicle they feel stands out from the norm, and adds a dash of sporty style which a square SUV cannot serve.  Those who own them, love them.

To say the BMW X6 is pointless is missing the point

Again, media were giving their opinions about how the BMW X6 is pointless, despite buyers queuing up to get hold of their own X6.  Critics were saying the X6 is pointless, because the X5 is more practical with better load space, easier to see out the back, and could not understand why it is more expensive.

To say the BMW X6 is pointless is missing the point.  Since when does a car have to have a point to justify its existence?  Then all coupé and supercars should also be considered pointless, when a sedan or hatch is more practical, and lower priced.

The X6 exists for those who appreciate the creativity of taking a big SUV-size vehicle and giving it a sloping curvy roof, giving it a coupé roofline.  Buyers chose it above the X5 because it adds a sporty style, is unique, and just for the pleasure of it.  No need to justify a purchase.  Just as a coupé is more expensive than its sedan counterpart, the X6 is more expensive than its X5 sibling – it is a original’s original keting thing, as people will pay more for more style, and to position X6 in the BMW line-up atop the X5.  To have something which appeals more to the individualistic individual than the person who wants to fit into a normal square box, the X6 instead ticks the curved box.

Perhaps people buy an X6… just because they like it.  That is the point.

Recreating an original

The original X6 had its own front end with wider lower headlights, squeezed slightly to give a more pointy sporty face – the new X6 shares the same front-end as the new X5, so the differentiation has gone.  On the previous cars, one could tell if it is an X5 or X6 approaching… with the new generation X, they have become identical twins.  Move around the tapered rear, and the pert short tail is replaced by a more normal sloping end.  Unique wraparound stylised-L taillights, sitting right on the corners, gave the original X6 a strong sports-car character, emphasising the bold round rear-end – the new X6 has large horizontal lamps which could be from any other BMW (like the 2 Series Active Tourer).

The first X6 had a bulldog stance, with low aggressive face, buffed rear haunches and a high tail.  Its view from the front, side or rear had a strong presence – so designed to look ready for stylish action, whether to arrive in style at friends or at a meeting, go the mall (it does actually have a sizable boot which can carry a lot, so is much more practical than many think) or just to enjoy the knowledge that you drive a car unlike any other.

In the original X6, launched to a delighted/disgusted audience in 2008, the X6 had its own strong personality.  When driving it, the X6’s coupé roofline and tailgate window which was more flat than upright, gave it a proper coupé feeling which is just absent from an SUV with a vertical rear hatch.  Driving along a winding country road, the low roof and small rear glass created an urge-you-on special place.  This was clearly felt at the launch of the original BMW X5 M and BMW X6 M twins, having driven these in turns around the turns… the X5 felt normal SUV (good) but the X6 felt more like a high-rise coupé (great).

In recreating an original, the danger is that it will divert from the original’s original design brief.  Sadly, when testing the new X6, it was found that the roof and rear window were made more normal, to give more headroom (especially in the back) and a larger rear window, as that is what the market (people) asked for… so BMW took their eyes off the artistic ball, and moved it to “the market demands” ball. In the new X6, that special coupé feeling is gone.

The 50i badge – a rare sight these days

With the BMW X6 available in 35i, 40d, 50i, M50d and M models, the 35i is the most popular, with the M50d making a statement using its tri-turbo M Performance diesel engine, and the X6 M sitting as the top-dog Sports Activity Coupé.

The 50i, however, sits in the middle of the X6 range, often overlooked.  It has a V8.  That 50i badge means it uses BMWs super-refined and super-eager 4.4-litre V8 turbo, producing a proper 330kW and 650Nm.

If you want absolute immediate lift-off and a V8 turbo punch, the X6 50i will surprise even the demanding.  Quite how BMW manages to let 2.2 tons jump so eagerly is a mystery.  Even in normal driving mode, the slightest throttle will obey you by putting big torque through the xDrive all-wheel-drive system, lunging forward, but with the silkiest unrestrained manners.

You could drive along all day using no more than 2000 revs, as the torque is available right there, anywhere.  But if the sporty mood takes you, revving this V8 across the 4 to 6000 rev range will see it bring out serious performance.  Stamping on the right-side pedal will see the front-end lift, instantly, and the rear-end squat, eating up 1st, 2nd and 3rd gears with a serious eagerness… before having to lift off.  It has all-wheel traction, but even these 4 big tyres can break traction, caught by the flickering yellow telltale lamp in the instrument cluster.

The 8-speed Steptronic is a marvel – it is imperceptible in its job of changing gears, even a challenge to focus on feeling when and how it changes gears, trying to catch it out, saw this transmission perform flawlessly, in any situation.  With such a V8 beast under the bonnet, a gentle accelerator touch is all that is needed, so shifting through all 8 gears may sound a bit busy (shifting quickly to keep revs low, saving petrol and emissions).  So good is the gearbox, that the standard-fit paddles behind the steering wheel are only used for fun, such as when wanting to drop a gear or a few to let the revs rise… when left in Drive, even overtaking will simply let the reserves of torque pull it through in the current gear.

Saving the best for last:  whereas the 35i has a pleasant straight-6 BMW sound, the 40d and M50d their own diesel 6 sounds, and the X6 M a deep bass idle but a mood-slumping harsh 4-cylinder-like sound from its 423kW V8 turbo, the 50i is the gem.  At idle, the exhausts have a subtle V8 burble (almost silent in the isolated cabin) and a proper V8 rumble in mid rpm’s, but at high revs the V8 comes to life even more, emitting a joyous rumble, and stays eager to rev, despite being such a big turbocharged engine.  However, when driving the previous X6 xDrive50i through the KwaZulu Natal Midlands, the V8 exhuast was so loud it had pedestrians along the sugar cane fields turn their heads to see what is coming… the new V8 has been toned down, having none of that loud V8 joy.  Pity.

Combined with the V8 engine, the 8-speed auto helps to create an audible pleasure as the subtle V8 growl rises&drops through each smooth gear step, pausing the V8 very briefly (can only be heard – not felt) to allow quick and seamless gear selection.

Apart from the engine, what extra kit is standard on the 50i?

The 50i gains rear-axle air suspension and Dynamic Damper Control, front Comfort seats (including comfort headrests and manual side headrest adjustment), lumbar support adjustment, its own Y-spoke styling 595 wheels, and even standard-fit in-car internet.

On the previous X5 50i, the exhausts were a give-away that this is the V8 – it had trapezoidal (rounded-off rectangle) bigger tailpieces rather than the smaller round ones on the 6-cylinder models, but on the new X6 even the 40d has the trapezoidal exhaust.  Why give a diesel the same exhausts as the V8 petrol?!

While on the subject of exhausts… the factory tests claim a combined consumption of 9.7 litres per 100km, and a reasonably honest 13.0 in urban driving.  When testing, the V8 tempation was too strong, and easily seeing off GTI-badged cars at traffic lights saw the fuel usage rise, to 27.1 l/100km shown on the computer.  But drive it moderately and around 11 to 12 l/100km is achievable, which is an achievement for a V8 turbo 4x4 automatic weighing this much.

M Sport package

In 2012 the BMW X6 was given a facelift, only sharpening up the looks by adding modern LED lights back and front, and adding an M Sport package (which was clearly an oversight – this car was an ideal candidate for a proper M Sport pack).

With the new BMW X6 (available to order in SA since December 2014) an M Sport package, as fitted to the test car, was made available from launch.  On the 50i engine it costs R 23 600 (R 42 600 on the 35i and 40d).  The 50i already has rear air suspension and with Dynamic Damper Control, so this is upgraded to Adaptive M Suspension.  The rest are all visual and sport items:  anthracite roof lining, high-gloss Shadow Line (gloss black window frames), door sill and front fenders with M badging, poplar grain wood trim on the 50i (though aluminium hexagon and other trims are available), the M aerodynamics package, M steering wheel, and sports seats. 

The M Sport has double-spoke 19-inch wheels as standard, and unfortunately these were specced on the test car, which made the wheels look too small for the big body – an upgrade to 20-inch wheels make a major difference in improving the stance and looks, and worth R 19 400 every day.  You also get upgrade from the 285/45 R19 rear tyres to the steam-roller size 315/35 R20.  Also looks much tougher from behind.

Design Pure Extravagance

While the BMW X6 might already be considered to be a design of extravagance, BMW is taking the Z4 and X5 themes of creating a “Design Pure” line which brings several design items and exclusive leather colours and trims – for the X6 you can personalise yours by choosing Exterior Design Pure Extravagance (a mix of cerium grey air breathers and gloss black mouldings, plus unique 2-tone V-spoke alloy wheels) and/or Interior Design Pure Extravagance (bi-colour exclusive Nappa leather in Cognac and black or Ivory White and black, contrast stitch, instrument panel in leather).  You could even mix&match Interior Design Pure Extravagance with M Sport package.

Watch that tailgate

The new BMW X6 comes equipped with automatic tailgate operation – off course it would be difficult to arm-lift a big heavy angled tailgate. 

The tailgate which is now more upright has been mentioned, but despite it losing the lean-forward look of the X6, it has another design flaw – watch out when parking under a standard-height carport or in a low-ish covered parking bay or even a tree branch, as the tailgate will simply open all the way to the top, not clearing the height of the structure, so it will bang the edge of the tailgate against the roof, scratching the paint and potentially denting the edge of the tailgate.  Perhaps a sensor should be fitted to prevent it touching at the top (in addition to the lowering sensor which will stop when a hand or object is detected).  The tailgate height should be limited (no need to open that high) or at least make it adjustable, as offered in Mercedes-Benz SUVs, estate and even sedans.

Imitation is the best form of flattery

BMW has proven the critics wrong – the people who buy the X6 are the critics who approve of this creation, who actually go and spend money on a vehicle they find appealing to own.

BMW even extended the SAV offering by adding the X3-based X4 as baby brother to keep X6 company.  A problem, though, is that X4 looks so much like new X6 (or is it new X6 that is so similar to X4) that it is not always easy to tell apart.  An X3 and X5 are clearly different, but are X4 and X6 too similar?  More unique X6-ness gone.

The blue-and-white propeller badge has already entered the 2nd generation of X6, so the 1st X6 will remain in history as unchallenged, unless one looks at the original SsangYong Actyon, which was also an SUV with arched roof and sloping tail.  Now coupé-roof-arch-rival Mercedes-Benz is onto the same concept – their GLE Coupé is here to challenge the BMW X6 at its own game.

Is the new BMW X6 better than the original Sports Activity Coupé?

From a marketing point of view, the new X6 is better – the squinty-front with muscled thighs tail-in-the-air rear of the bulldog wedge shape has been toned down, to make more rear headroom, make it easier to see out of in the rear-view mirror, and give less of a coupé feeling.

But that is what the X6 original’s original design brief was – to create a sporty-feeling Sports Activity Coupé.  From an artistic style point of view, the original X6 is best.

Brilliantly engineered vehicle, but the original’s personality has been watered down.  This probably means the original X6 will become collectable.