BMW X6 M50d

Two is greater than one, because the more the merrier. Everyone wants a great deal, and the previous generation X6 was almost one such multi-faceted creation. Why? Well, it boasted of being a sports coupe that also happened to be based on an SUV platform. The end result was a hybrid vehicle of sorts that split opinion exactly at the centre. And yet, for all its controversies, the X6 was a successful anomaly over a quarter of a million of them have the frog-like rear haunches its predecessor boasted of. Instead, a Morphy Richards steam iron has worked its magic on the wheel arches and... er, the end result isn't pretty. Anyway, the rest of the car still looks like a raised sports coupe, with a slipperier 0.32 co-efficient of drag. In a way, that's some solace for those who are keen on blowing up a crore rupees or more when the car  finally  hits  showrooms  in  the second-half of next year.

Speaking of showrooms, there's going to be just two models on offer in India the X6 xDrive 40d and the X6 M, neither of which we drove in sunny South Carolina. Instead, we drove the xDrive50i and the X6 M50d mouthful names, no? The latter is pretty much what we hogged and here's what we thought of it.

The 376 bhp, tri-turbo diesel on the M50d is what Noah asked for, after the great deluge was over and he wanted to escape to the hills. With 75.5 kgm of peak twist from 2000-3000 rpm, there's a lot of tugging ability up to 3.5 tonnes for this little over-two-tonne Sports Activity Coupe. It's not entirely rolled out in just five years, from BMW's X plant in Spartanburg, North Carolina.

But things weren't perfect. While its looks were debatable, it wasn't the most sorted vehicle dynamically and had a voracious appetite for fuel. The ride was a bit too bumpy and while there was ample grip on offer, the handling wasn't the most sorted. So when the turn came to bring its second generation forward, BMW simply ironed out the issues, and maybe ironed out a bit too much. The new X6 doesn't new the last X6 M50d boasted of the same motor, but with specific tuning changes, the M50d is now 14 percent more fuel efficient, has a lower CO2 rating and is quicker to 100 kph by 0.1 of a second.

Tuned by the M performance division, other changes include different mapping for the servotronic electric steering, different damper control and adaptive M suspension with self levelling at the rear. Net result is a car that drives and handles even better than the regular X6, not that  it  too  hasn't  benefitted.  The directional stability, increased body rigidty, reduced kerb weight (up to 40 kg) and improved tyre noise have made the X6 a seriously impressive 'ute on stilts'.

Slip into the driver's seat, fire up the six-cylinder motor and what you have is one whose NVH is very well controlled. Step off the brake, let the car roll a bit, nudge the throttle and prepare to be bowled over by its turn of pace. What makes the progress in the M50d particularly fascinating is that, not only is there next to no turbo lag, the motor, once it's in mid-revs, starts to sound like a petrol V8! Burbling and cracking on the over-run, the M Performance Division has tuned it brilliantly.

The 8-speed ZF gearbox too works its charm. Crisp throttle response is met by lightning quick upshifts and in Sport+ mode, the gearbox leaves its impression on the nape of your neck. Downshifts too are pretty quick, and if you do leave it a gear too high, the M50d simply powers through the corner with a lot of traction and some serious pace. The trick with modern.

turbocharged motors with seven or eight speed 'boxes is to simply let the gearbox and the car do the job the gearbox better utilising the revs and boost to ensure there is no let up in performance. With the M50d too, that's pretty much the case, while being rather efficient (16 kpl in EU combined cycle).

The change in weight and tuning has also led to improvement in dynamic proficiency. Even with the M pack, the car tends to ride with more pliancy and the extended wheelbase has really altered the car's behaviour. Gone is the car's tendency to crash into potholes or understeer into corners. Instead, the car's neutral, on-limit behaviour, combined with a steering that loads up better has sharpened the overall dynamics of the car. You can now place the car accurately around a corner, with masses of grip on offer. There's also a marked change in the way the car steers, with Sport and Sport+ modes offering increased feedback, with the steering unloading more smoothly and with precision. The 50:50 weight distribution is good for going quick around a course, but there's still another trick under the X6's sleeve.

On a wet handling track, with everything switched off, the X6 has an ability to drift. Modulate the throttle and steering, judging it absolutely to the T and the X6 goes around with the front wheels pointed in the direction opposite to the direction of the steer. You also realise that, with the new X6, BMW has nearly eliminated all traces of body roll. And if you do decide to get on to an undulating section of road, the X6 does perform admirably, with the all-wheel drive system pulling you out of most situations, unless they get too tricky.

While the X6 is such a hoot to drive, you are sure to spend a lot of time behind the wheel. That also means that you will end up finding time to admire the interiors. The horizontally laid out dashboard elements give the car a feeling of airiness, while the 10.25-inch i-Drive screen is rather clear and easy to read. From the usual raft of features multiple media connectivity to different driving modes to a Bang & Olufsen high-po audio unit, the X6 will keep you busy for long. Finding a comfortable driving position isn't tough and the good news is, the X6 is no longer a four-seater, but a  genuine  five-seater. The folks  at BMW have ensured that the seat layout and transmission tunnel design  are  such  that a fifth person can sit in relative comfort.

POWERTRAIN
Displacement:2993cc, i-6, D
Max power:376 bhp at 4000 rpm
Max torque: 75.5 kgm at 2000-3000 rpm
Transmission:8-speed auto

STEERING
Type:Rack and pinion with EPS
Turning radius: 6.4 m

SUSPENSION
Front: Double wishbones
Rear: Integral-IV rear axle

BRAKES
(F/R): Ventilated discs

TYRES
Front: 255/50 R19
Rear: 285/45 R19

DIMENSIONS
L/W/H (mm):4909/1989/1702
Wheelbase: 2933 mm
Track (F/R): 1640/1700 mm

PERFORMANCE
0-100 kph: 5.2 secs
Top Speed: 250 kph