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    AC Schnitzer’s #BMW-X6M conversion / #BMW-X6M-AC-Schnitzer / #BMW-X6-AC-Schnitzer / #BMW-X6 / #AC-Schnitzer / #2016 / #BMW-X6M-AC-Schnitzer-F16 / 2016 / #BMW-X6 / #BMW-X6-F16 / #BMW-F16 / #BMW

    AC Schnitzer UK now has all the parts in stock to turn your X6M into a serious fire-breathing monster, complete with 650hp engine upgrade and a serious dose of attitude thanks to its ‘Falcon’ wide-arch kit. Some of the conversion highlights include 22-inch AC1 wheel and tyre sets in bi-colour or anthracite finish, suspension lowering springs, the aforementioned 650hp performance upgrade, an exhaust (with or without valves) and with chrome or matt black 90mm diameter tailpipes, a new front skirt, carbon rear diffuser, the previously mentioned Falcon wide-arch kit and a number of interior items, too.

    You can either cherry pick from the various parts available or go the whole hog and have the complete conversion carried out – the choice is yours. For full pricing details visit the AC Schnitzer UK website or give the helpful chaps a call.
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    COMPARO THE TALE OF THE TWO TOWERS

    BMW AND MERCEDES-BENZ BATTLE TO SEE WHO CAN GET HIGHER. BY DANIEL PUND / PHOTOGRAPHY BY ANDREW TRAHAN.

    2015 #BMW-X6M-F16 / #BMW-F16 / #BMW-X6M / #BMW-X6-F16 / #BMW / #BMW-X6 / #BMW-X6-M-F16 / #BMW-X6-M


    PRICE $114,795 #2015 / #2016 #USA
    POWER 567 / 575 (EU DIN) hp
    TORQUE 553 lb-ft
    WEIGHT 5202 lb
    0–60 MPH 3.7 sec

    2015 #Mercedes-AMG-GLE63-S-Coupe / #Mercedes-AMG-GLE63-S / #Mercedes-AMG-GLE63 / #Mercedes-AMG-GLE63-C292 / #Mercedes-Benz-C292 / #Mercedes-AMG / #Mercedes-AMG-GLE63-S-Coupe-C292 / #Mercedes-C292 / #Mercedes-Benz-GLE-Coupe / #Mercedes-Benz-GLE-Coupe-C292 / #Mercedes-Benz / #Mercedes

    PRICE $118,610 #2015 / #2016 #USA (Tax free)
    POWER 577 hp
    TORQUE 561 lb-ft
    WEIGHT 5397 lb
    0–60 MPH 3.9 sec




    GATHER ’ROUND THE FIRE, FOLKS, AND LET UNCLE CAR AND DRIVER TELL YOU A LITTLE STORY.

    Some people might call it a fable or a fairy tale, but there ain’t fairies in this tale or brownies or sprites, not even a wisecracking woodland gnome. Where were we? Right, way back in the mists of time known as the 1920s, before interstate highways and chairs that give massages, there was a land known as the Irish Hills.

    Now, that name is what fancier folks might call a misnomer, because these hills weren’t in Ireland and, truth be told, the hills really weren’t much in the way of hills, either. No, those hills were in Michigan, where any old lump is called a hill. Along U.S. Route 12, once the trail that connected Detroit and Chicago, there lived a farmer named Edward Kelly whose land included part, but not all, of Brighton Hill. In about 1924, the Michigan Observation Company (MOC) decided it would build an observation tower on that hill, because, well, because Netflix hadn’t yet been invented. The evil MOC decided to cash in on the tourists with this roadside attraction. The good Mr. Kelly was not at all pleased, but the MOC built its 50-foot tower anyway, mere feet from his property line.

    So Kelly built his own damn tower, of similar design, right next to it. But Kelly's was 60 feet tall. It would come to be known as the Spite Tower. [Are we going to be mentioning the vehicles at any point in this comparison test?—Ed.]


    Well, that wouldn't do at all, said the MOC. It was not about to lose a measuring contest to Kelly and added 14 feet to the top of its tower. Possibly you saw this coming, but Kelly then added four feet to the top of his tower, putting it even with the MOC's.

    It wasn't until the MOC threatened to tear down its tower and build a much taller steel structure that Kelly called a truce. And the people rejoiced in this battle of the towers. Then the interstate came and sucked all the tourists away from the Irish Hills and its cheesy attractions. The towers were eventually joined and ringed by a half-bit miniature-golf course. They now sit, stained and boarded up with their observation decks removed, a last-ditch effort to try to save ahem from the wrecking ball by making ahem nominally weatherproof until the current owner could raise the $300,000 it would take to repair them.

    We're not implying that the BMW X6 M F16 and the Mercedes-AMG GLE63 S Coupe are in any way like those two towers. For one, both vehicles were, in our testing, watertight and structurally sound. To see the towers as an allegory for these two hot-rodded coupe-ish SUV thingamabobs would be to imply that German carmakers are in a constant and sometimes futile measuring contest, caring only about one-upping each other. And that can't be true because, um, these two vehicles are both made in the United States.

    Mercedes started this whole “four-door coupe” silliness with its CLS sedan, and was followed quickly by BMW and its two four- door coupes. BMW was the first to take the basic concept to new heights of absurdity with its X6. And it was Mercedes that fired back with the large bar of soap known as the GLE Coupe. And look at where this has gotten us: Testing 5200-plus-pound performance vehicles that ride on massive, sticky summer tires and provide precious little of the utility of an SUV with precious little of the fun of a proper performance car. It's a cautionary tale.

    But here they are nonetheless. A second-generation snub-nosed F16 BMW X6 M, which pumps out 567 horsepower from its twin-turbocharged 4.4-liter #V8 , performs astonishing feats on the test track and looks from the rear-three-quarters view like a rat with no tail.

    Fresh this year is the GLE Coupe, a GLE SUV made less practical. Predictably, its 5.5-liter twin-turbo V8 makes 10 more horsepower than the X6 M's engine, because, nyah, nyah, nyah, ours is bigger.

    Viewed directly from the rear, it looks like a sad robot with a chrome unibrow.
    So what, pray-tell, constitutes a win in this segment of $100K-plus high-performance, low-utility parade floats? Good question. Let’s find out together.

    2 BMW X6 M

    Look at our performance-test results for the BMW. Go ahead, we'll wait... Right? How insane are those numbers? The BMW might have lost this comparison test, but it certainly didn't lose it on the test track. This 5202-pound chunk of automotive fashion hammers its way to 60 mph in an improbable 3.7 seconds. It stops from 70 mph in just 152 feet. And it circles the skidpad with a ridiculous 1.01 g’s of grip. For perspective, all of the above numbers are better than those achieved by the 3613-pound BMW M3 DCT.

    If the guiding criteria for a win here rested on absurd achievements of absurdity, the X6 M would win hands down. BMW didn't just teach an elephant to dance; the company also strapped roller skates to its feet and mounted JATO rockets to its ass.

    That the beefy X6 M can carry fewer beer cases in its cargo hold (behind the rear seats) than an A4-based Audi Allroad Quattro is no great demerit, since the even-beefier Mercedes can only match the Allroad’s beer-carrying space.

    So why does the BMW lose? While we’d like to say that the most illogical vehicle—the one that best embodies the most devil-may-care flaunting of practicality and sense— should win, we can't. The BMW loses because it's a less-good day-to-day vehicle than the Mercedes.

    The BMW's rear seats are cramped, forcing average-to-tall rear-seat riders to tilt their heads uncomfortably and assume a legs-spread posture, as if birthing the front-seat passengers. The BMW's ride is admirably compliant on most surfaces in comfort mode. But, in sport and sport-plus modes, the X6 M on lumpy pavement becomes a bucking bronco, its enormous Michelin Pilot Super Sport tires (sized 285/35ZR-21 in front and 325/30ZR-21 in the rear) yanking the steering wheel as it follows the prevailing terrain. From the remote, high-mounted seat, the driver is left to feel as if he or she is just a passenger along for the head-tossing ride. Mind you, on a smooth test track the BMW conquers our slalom quicker and with more predictable handling than the Mercedes. But that's the crux of the problem with the X6 M: It feels as if it were designed to be more of a handling engineer's proving-ground toy than a vehicle for the road.

    The X6 M's seat and driving position are less comfortable than the GLE's, despite a near-endless variety of adjustments. The BMW's interior is such a bewildering assemblage of panels and textures and controls that you'd think it came out of a modern Cadillac. The instrument panel strata (from bottom to top) are black leather with tan stitching, tan leather with tan stitching, a strip of semi-gloss aluminium, shiny piano-black plastic, glossy carbon-fiber, four pieces of black leather with tan stitching, and a piece of black leather with black stitching.

    Its engine, mighty powerhouse that it is, doesn't sound very inspiring. Instead, it just sounds strange, garnering descriptions ranging from “a V10 with an exhaust leak” to “BMW's synthetic exhaust note, version 2.0.” And while the engine makes plenty of thrust once up to full boil, the power pauses and surges before it gets there in a way unbecoming of a BMW.

    These quibbles, however, do not diminish BMW’s otherworldly accomplishment developing the X6 M into a numbers-generating monster. And we appreciate that BMW delivered our test car in full peacock plumage, covered as it is in a sort of electric-teal paint and wearing medium-blue painted calipers. It makes a helluva statement. And as soon as we figure out what that statement is, we will let you know.

    1 MERCEDES-AMG GLE63 S COUPE

    During at least part of our exhaustive testing of this new and terribly misnamed “coupe,” an adorable little ladybug rode along with us. It would appear on the dash looking all children's-book cute for a leg of our journey, and then it would reappear on the windshield header for the next leg. We can only guess that it felt at home in the beetle-shaped GLE, or that it thought it had found in the Mercedes its god.

    Whatever the case, features editor Jeff Sabatini, a man who knows from luck, deemed the bug's presence auspicious. And that line of unreasonable reasoning makes as much sense as either of these utes, so...

    It's true that the heavyweight GLE63 S is not as quick as the X6 M. (Unlike other AMG models, no non-S version of the GLE63 is offered because, why would it be?) Nor does it stop in as short a distance. And its Continental summer tires can't out-stick the BMW's Michelins on the skidpad, despite their identical section widths. But at 3.9 seconds to 60, the 5397-pound GLE63 S Coupe is as quick as the stonking new Chevrolet Camaro SS. It circles the skidpad with as much grip, 0.95 g, as a new Ford Mustang GT with the Performance package. And it stops from 70 mph in 159 feet.

    Those numbers are legit, certainly for a vehicle with a roof 67.7 inches off the ground. But it's the GLE63's comportment on the road, when it's not at the absolute limit, that gives it the win over the X6 M. There's just something about the AMG philosophy that is better suited to big- baller performance vehicles.

    For one, the company produces the biggest, beefiest exhaust notes in the business. Turbos? Yeah, the Mercedes has them, but they don't muffle the thunder. We judged the exhaust to be best in comfort mode. In the sport-plus setting, the GLE63 does its best Jaguar F-type imitation (although an octave lower) by spitting and popping in response to a lifted throttle. It's of sufficient violence to make us imagine the GLE's exhaust splitting at its seams. And it farts excitedly on upshifts of the seven- speed automatic. That's cool, if you're into that sort of thing.

    Have a look at the top-gear acceleration results for the two vehicles. From 30 to 50 mph, the Mercedes is actually quicker than the BMW. Okay, it's only by a tenth of a second. But, it implies greater powertrain flexibility. In day-to-day driving, the AMG feels at once more alert and willing than the M— and also less strained.

    There is less of a noticeable difference between comfort and sport than in the BMW, but in any of the settings, the Mercedes provides a more pliant ride. It is unperturbed by undulating pavement and still provides a pretty amazing resistance to body roll. In this respect, the GLE63 doesn't feel as if it's trying as hard to feel sporty as the X6 M, but it achieves performance nearly as high.

    Our track tester complained about the GLE63's wayward tail during our slalom test, but we never felt it on the road. Below the limits, the GLE feels eager to turn in a way that belies its 114.8-inch wheelbase.

    In place of the BMW's visually cacophonous interior, the Mercedes' cabin is calm and well thought out. The front seats are comfy, with good lateral support. Its back seat is roomier than the BMW's, and the seat bottoms provide great leg support.

    We think the Mercedes looks a bit dumpy on the outside. Passers by just seemed confused by the thing once their eyes made their way back to the truncated rear. And the height of the cargo-hold opening is a back strain waiting to happen.

    Still, Mercedes' Spite Tower is the taller of the two for now. Or was BMW's the Spite Tower? Either way, in this competition, there's no truce on the horizon.

    Mercedes covers a sensibly designed interior in a not-sensible wrapper. The GLE63’s comfy and supportive front seats will even give you a massage, albeit a feeble one.


    MERCEDES-AMG GLE63 S COUPE C292-series

    + Sounds spectacular, plenty quick enough, comfortable.
    - Looks not spectacular, absurd lift over height, “less insane” remains a variety of insane.
    = The gentleman’s high-performance SUV thing.



    BMW X6 M F16
    + Test-track performance that defies physics.
    - Fussy controls, uninspiring synthetic soundtrack, can’t relax.
    = If you’re looking to dominate the two-and-a half-ton class at track day, this is the vehicle for you.

    Opposite top: Only 12 cases of beer will fit in the X6 M’s cargo hold, barely enough alcohol to make you forget how odd this vehicle is. Opposite and below: Fussiness abounds inside the BMW.
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    AC Schnitzer #BMW-X6M / #BMW-X6M-AC-Schnitzer / #AC-Schnitzer / #BMW-X6M-F16 / #BMW-X6M-AC-Schnitzer-F16 / #2016 / #BMW-X6 / #BMW-X6-F16

    If the X6 M’s 575hp isn’t quite enough for you, or you think the styling lacks a little something, then have a look at AC Schnitzer’s tuning programme for the car as it covers performance, suspension, styling and of course wheels, too.

    There’s a power upgrade to 650hp which can be mated to one of Schnitzer’s new exhausts for the car with ‘flap-control’ allowing you to decide how loud you want to be. A new spring kit has been designed to work with the X6 M’s electronic dampers and this lowers the car by 15-20mm and when combined with Schnitzer’s new styling additions it gives the car considerably more presence. Schnitzer’s new #ACS1 wheel is available for the X6 M in a 22-inch diameter and the Type VIII Racing and Type V Lightweight Forged Wheels are also available in similar dimensions.

    Price: See website for details.
    Contact: www.ac-schnitzer.co.uk or 01485 542000
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    votren911
    votren911 updated group details.
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    Added Muscle / #BMW-F16 / #BMW-X6-F16 / #2015 Road test

    A brace of X6s with a selection of M-Performance accessories. We sample a brace of M Performance-kitted X6s and try to pick a winner between the #BMW-xDrive30d-F16 and the #BMW-xDrive40d-F16 Words: Bob Harper /// Photography: Dave Smith

    I’ll admit that when I first clapped eyes on the X6 at the Frankfurt show back in 2007 I just didn’t ‘get it’. I’d been a big fan of the X5 since its arrival in 1999 but as I studied the concept X6 that BMW had just pulled the wraps off I couldn’t help but wonder who the ‘Sports Activity Coupé’ was aimed at and, more to the point, why wouldn’t you just buy an X5? After all, the X5 was cheaper, offered more interior accommodation and somehow just looked like a more coherent design. Did we really need BMW filling a niche no one knew existed?

    I went from doubter to believer after I’d driven an X6 though; it was just a little bit sharper than the X5 with all its responses feeling like they’d been finehoned with the driver in mind. The way you could pulverise a challenging bit of road into submission when behind the wheel of an X6 was something you had to experience to believe. It probably didn’t come as a surprise to BMW, but the car’s sales success certainly raised plenty of eyebrows, and if you believe that imitation is the sincerest form of flattery you only have to have a look at how many other manufacturers have jumped on the X6-style bandwagon – the Mercedes GLC being the latest to join the party.

    There are plenty of people who still don’t ‘get’ the X6, though, but I generally find that the vast majority of those who don’t see the car’s appeal have yet to drive one. My first acquaintance with the all-new model, the F16, came a few months back when I drove one back from the Geneva Motor Show and despite it being the entry-level engine for the UK market, the BMW-xDrive30d-F16 , I was mightily impressed with the way it went about its business. This was a ‘nail it back as fast as possible, I’m on press deadline’ sort of a drive and despite it being a long night in the saddle I stepped out of the BMW-X6-F16 without any aches, pains or a feeling of tiredness. All in all it was an impressive performance with my most major gripe being a lack of rear visibility thanks to what is a bit of a letterbox rear screen when looked through via the rear view mirror. This really irritates me in a car, and just about the only machine I can forgive it in is an M1, for obvious reasons.

    Owners and potential owners don’t seem so bothered by this if the order book is anything to go by and while many owners are happy with their X6s as they left the factory there seem to be an equal number who like to personalise them, too. The X6’s success can also be judged by the number of European (and American) firms that are making aftermarket components for it and, as is often the case, what’s available from the tuners ranges from the mild to the wild with varying degrees of success – there are some very dubious-looking wide-body kits out there on the market!

    BMW itself obviously has its own set of accessories for the X6 and if any expression of the car’s sporting intent were needed you only have to look at the fact that BMW has made sure its range of M Performance accessories were ready for market virtually from the moment the car was launched. As per the rest of the model range we have a selection of parts available for the Sports Activity Coupé, including aerodynamic components (in a mixture of plastic and carbon), wheel and tyre sets and some choice interior goodies too.

    We sampled what’s on offer on a brace of X6s – an xDrive30d M Sport and an xDrive40d SE – with the former being kitted-out with a host of exterior items and the latter being blessed with the interior upgrades. As the M Performance styling can only be fitted to an M Sport model all the SE makes do externally is a fancy set of wheels. As well as evaluating the accessories it was quite interesting to drive the 30d and 40d models back-to-back as the question of whether to go for the M Sport with its sexy styling or to have the additional performance of the 40d but with the less aggressive SE looks may be on potential owners’ minds. For the record, in standard non-accessorised form the 30d M Sport weighs in at £56,100 whereas the 40d SE is actually a chunk of cash cheaper at £54,060.

    They both use the same 2993cc turbodiesel in different states of tune – 258hp versus 313hp – and naturally enough the 40d wins the torque output battle at 465lb ft compared to the 30d’s 413lb ft. Their top speeds are both pretty academic unless you live a stone’s throw from the autobahn, but both can do double the UK speed limit and the 40d wins the 0-62mph gong by quite a margin, recording 5.8 seconds compared to the 30d’s 6.7. It’s perhaps slightly surprising then that on the road the 40d doesn’t feel significantly faster under normal traffic conditions than the 30d. I guess if you were Sebastian Vettel attempting to come from the second row of the grid to beat Lewis Hamilton into the first corner you’d appreciate the 40d’s extra urge, but both pull away from the lights with more than acceptable acceleration without having to bury the throttle pedal into the carpet. There’s very little in economy and emissions too – both with official mpg figures in the mid- to upper-40s, but unless you drive like a saint you’ll not see much more than mid-30s in everyday driving and if you do a lot of town work it’ll be even less than that.

    When you do get hold of them and try to extract the maximum from both cars the 40d does delve into its extra bag of tricks and you do start to feel the presence of the extra power and torque. It’s the latter that’s most important – it feels less stressed when trying to extract the maximum from it and when the 30d is becoming a little breathless or a little strained the 40d keeps pulling hard and is less out of its comfort zone. It does have to be said that by the time you discover this you’re probably going to be travelling far faster than is generally deemed acceptable on the public road, and at the back of your mind you do have to keep remembering that you’re in command (and hopefully in control) of over two tonnes of metal. Overall the X6s – both 30d and 40d – do hide their bulk very well, but there’s only so much clever chassis work and the excellent xDrive system can mask. Ultimately the laws of physics do take over, but long before then you should really have backed off anyway. The bottom line is that something this big should not be this entertaining to drive.

    Which machine I would actually choose to own is a very tricky decision, ignoring the fact for one moment that I don’t have upwards of £50k burning a hole in my pocket. I do like the M Sport styling and I think its aggressive looks do suit the X6 more than the SE. But if I was in a hurry I’d much rather be behind the wheel of the 40d. I could be more than happy with either machine but would more than likely err towards the 30d M Sport, and if that was my ultimate decision then I’d also be able to add some of the fine M Performance accessories that we have here. In case you haven’t spotted it the Space grey 30d is the exact same machine I drove back from Geneva but since the last time I saw it it’s been slathered in a selection of M Performance accessories. If you approach from the front it’s hard to miss the lovely carbon fibre front lower spoiler which complements the M Sport front bumper treatment perfectly. Additional carbon items are the mirror caps and a rear diffuser which looks rather fetching, and a neat bootlid spoiler which is perfectly judged – not too small and not too ostentatious either.

    These rather lovely carbon goodies are backed up by black kidney grilles, M Performance side decals along the sills, a pair of winglets that sit just aft of the rear wheels and a couple of plastic rear fins that run up the side of the rear screen. Finishing off the whole look are a set of 21-inch Double-spoke 599M M Performance wheels complete with Pirelli tyres. These really are pretty impressive looking and measure 10x21 inches up front and 11.5x21 inches at the rear and are shod with equally huge 285/35 and 325/30 Pirellis, front and rear respectively. It says something about the size of the X6 that these 21-inch wheels don’t actually look that big on the car! Overall the M Performance accessories look pretty smart, although I’m going to add the usual caveat that the sill stickers aren’t my favourite part of the package and I’m not 100 per cent certain the little winglets or plastic fins by the rear screen bring all that much to the party. The carbon I love, though, although you do need to be pretty keen on it as the splitter, rear diffuser, mirror caps and spoiler will set you back over £3000 – and that doesn’t include fitting. To be fair, though, it’s certainly no more than you’d pay for similar parts from the aftermarket and obviously these ones have been fully tested by BMW and are backed by BMW’s warranty, too.

    If I was pretty keen on the exterior upgrades on the Space grey 30d then the interior on the Flamenco red 40d is equally impressive. There are swathes of carbon fibre running around the dash and onto the door cappings, and along the dash there’s also a nice sliver of Alcantara with the M Performance script woven into it. The gear selector and the surrounding trims are also in carbon fibre and look all the better for it and to cap things off there’s an Alcantara-clad M Performance steering wheel that feels absolutely lovely to hold and has a delicate piece of red leather at the 12 o’clock point. A set of M Performance floor mats and some rather natty illuminated front door sill trims complete the package. The whole setup exudes quality and makes the interior seem significantly more sporting, too.

    The X6 might not seem like the most obvious choice of a sporting #BMW suitable for a set of #M-Performance accessories but in a way it makes more sense than on an X5 as the Sports Activity Coupé is the more sporting of the two big X machines. Some folk will still struggle to get their heads around the whole X6 concept but my advice to them would be to take one for an extended test-drive – they really do drive very, very well and are far more wieldy than their size and weight might lead you to believe. Of course this brace of machines we have here aren’t going to rival an M235i when it comes to ultimate cross-country pace, but they’re not quite as far as away as you might imagine. I’ll take mine as an #M-Sport and sign me up for the carbon fibre M Performance parts please…

    The bottom line is that something this big should not be this entertaining to drive.

    It’s perhaps slightly surprising then that on the road the 40d doesn’t feel significantly faster.

    M Performance #BMW-X6-xDrive30d-F16 and #BMW-X6-40d-xDrive30d-M-Sport xDrive40d SE.

    ENGINE: Six-cylinder, turbodiesel #N57 #N57D30O1 / Six-cylinder, turbodiesel #N57D30T1
    CAPACITY: 2993cc 2993cc
    MAX POWER: 258hp @ 4000rpm 313hp @ 4400rpm
    MAX TORQUE: 413lb ft @ 1500-3000rpm 465lb ft @ 1500-2500rpm
    0-62MPH: 6.7 seconds 5.8 seconds
    TOP SPEED: 143mph 149mph
    ECONOMY: 47.1mpg 45.6mpg
    EMISSIONS: 159g/km 165g/km
    WEIGHT: 2140kg 2180kg
    PRICE (OTR): £56,100 (M Sport) £54,060 (SE)

    M PERFORMANCE EXTERIOR PARTS FITTED TO SPACE GREY M SPORT: Front splitter, carbon: £1225. Rear diffuser, carbon: £925. Rear spoiler, carbon: £595. Black kidney grilles: £131. Rear fins: £229. Rear winglets: £530. Carbon door mirror covers: £498. 21-inch Double-spoke 599M complete wheel and tyre set; Front 10x21-inch with 285/35 R21 Pirelli tyres; Rear 11.5x21-inch with 325/30 R21 Pirelli tyres: £5250.

    M PERFORMANCE INTERIOR PARTS FITTED TO FLAMENCO RED SE: LED door sills: £206. M Performance steering wheel: £775. Carbon interior trims: £1175. Gear selector and lower trim: £532. M Performance mats: £192.50 All prices quoted are for parts only but include VAT. Contact your local dealer for painting and fitting costs, plus details of any promotions running on M Performance packages.

    To cap things off there’s an Alcantara-clad M Performance steering wheel that feels absolutely lovely to hold.
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    2015 #Lumma-CLR-X6R / #BMW-X6-Lumma / #BMW-X6-Lumma-F16 / #BMW-X6 / #BMW-X6-F16 / #BMW-F16 / #2015

    Renowned tuner #Lumma-Design has created a spectacular wide-body version of the X6, named the CLR X6R. The arches themselves are 40mm wider, front and back, and join with matching side skirts. At the front, the new deeper bumper design houses larger air intakes, twin-row fibre optic daytime running lights and LED fog lights.

    At the rear there is a new spoiler for the tailgate and lower down there’s a new exhaust treatment with two large and two small tailpipes located in the centre, housed within the new diffuser section. There’s also an optional bonnet, made from fibreglass or carbon fibre to fit all #BMW-X6-F16 models, and #Lumma Racing 10x22-inch and 12x22-inch wheels. To suit the new looks, there is also a selection of power upgrades available for most models.

    Price: POA
    Contact: www.lumma-design.com / #BMW
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