BMW X6 M

We’ll start braking at around the 250-metre board on the next lap,” says the voice coming through the two-way radio. After having just resisted dropping the anchors before the 300-metre mark ahead of turn 12’s apex, a further 50 metres seems awfully far, especially because the run between turns 11 and 12 is downhill…

But, I have to trust the voice because it belongs to last year’s DTM champion, Marco Wittman. Flown in along with touring car stalwart Augusto Farfus, Marco was on hand to demonstrate to us lowly motoring scribes just how capable BMW’s latest M vehicle is at the Circuit of the Americas (COTA) in Austin, Texas.

After the first exploratory lap of the 5,49 km track, home of the US Grand Prix, I’m appreciating his ability and judgement, especially through the particularly technical section from turns three to nine (and because this isn’t exactly a regular M model). By all accounts, an X6 has no right to be putting in hard time at any racetrack, but this version of BMW’s four-door-coupé SUV shouldn’t be painted with the same brush as its lesser brethren.

As Marco shows a fellow scribe and I the complicated line though the aforementioned corners, it’s the little details that I didn’t notice when I first laid eyes on the X6 M on arrival at COTA that start making sense. These include a suspension system that features a 10 mm drop in ride height, firmer springs and BMW’s Dynamic Drive active roll-stabilisation system. For the most part, the specially developed Michelin Pilot Sport 21-inch tyres (an option over the standard 20-inch Pirellis) have been glued to terra firma as we wound our way around for the first two exploration laps.

But this is a 2,2-tonne vehicle and a lapse in concentration (and eagerness to stomp on the loud pedal) results in the electrically assisted steering conveying its disapproval at my airheadedness with judders of understeer through the beautifully detailed, multifunction M steering wheel…

I tighten my grip, tuck in the bolsters of the M adjustable seat and steel my resolve, determined to make up the few lengths I lost to the duo of X6 Ms ahead of me while committing to the fast left-hand sweep that is turn 10. The momentum and speed push BMW’s SUV and I into the run off as Wittman’s voice blares over the two-way once again: “So now, for the hairpin we will use second gear, you can use third gear but may find the revs too low.” I don’t follow his advice, opting not to pull on the thin, but substantial, left-sited metal paddle shifter.

I don’t know what he was on about … the full 750 N.m of torque is on tap from just 2 200 r/min and revving all the way to 6 500 (where the last of its 423 kW are available) from that low down doesn’t take long at all. True to his word, Wittman starts braking for turn 12 at the 250-metre mark. And the six-piston front callipers and ventilated discs have no problem bringing me down to acceptable turn-in pace.

Predetermined settings for the M1 and M2 buttons on the steering wheel keep the electronic nannies quiet, and it’s with the latter that I experienced just how much torque can be sent to the rear wheels through BMW’s xDrive all-wheel-drive system all of it! The second gear corners of 1, 11 and 12 allowed for some easily controlled oversteer. But, under strict instructions not to indulge in any drifting, I stick to pace driving behind Wittman.

We followed the track experience with a road-driving section, and here the X6 M was well mannered provided it remained in the non-sporty steering and gearshift settings they’re slightly too aggressive on scarred tarmac.

And that’s the crux of the X6 M; its owner can enter an open-car track day right after a round of golf with the mates.

BMW X6 M
Engine: 4,4-litre, twinturbopetrol, V8
Power: 423 kW
Torque: 750 N.m
0-100 km/h: 8-spd AT
Top speed:250 km/h
Fuel cons: 11 L/100 km
CO2: 258 g/km