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    BMW X6M (2009-2014)

    / #BMW-X6M-E71 / #BMW-X6-E71 / #BMW-X6M / #BMW-E71 / #BMW / #BMW / #BMW-X6

    An #M-Power-SUV was a bold step by BMW. Especially since it wasn’t sure that anybody actually wanted one. The £93,000 first-gen X6M of 2009 was deeply conflicted weighing in at 2.3 tons, blessed with 555bhp from a twin-turbo 4.4 V8 and the aerodynamics of a Georgian town house. Yet despite such a haversack of contradictions, not to mention the effects of physics, Munich’s hot-rod 4x4 can crack sixty in 4.2 seconds, and if you ticked the speed limiter delete box, will run all the way to 175mph. Impressive numbers but doubly attractive because the X6M can carry four fully-formed adults and a couple of German Shepherds in the back. As a very high-performance carry-all it takes some beating and with prices of reasonable mileage examples down to £20k it’s a wild ride.

    Don’t get me wrong, the X6M isn’t anything like as fluent or poised as most other M Power confections. But find a quiet ribbon of tarmac, point the nose and pull the trigger and it’s hysterically fast.

    In a straight line the X6M is as fast as an M5 V10 and slightly quicker than the contemporary M3. But this isn’t just a very rapid truck – it has a decent chassis, composed ride and the ability to out-corner a Supercharged Range Rover or Porsche Cayenne Turbo. The six-speed Steptronic ‘box with its M-Dynamic mode is wonderful and the self-levelling air suspension makes pottering along butchered B-roads a remarkably serene experience.

    And it’s comparatively rare too. Only 49 were sold in the UK in 2009, 52 in 2010, 228 in 2013 and 126 in 2014 – most going to China, the US and the UAE. Unique Prestige in Hoddesdon has a 2011 in black with 50,000 miles for £24,995, Essex Prestige has a white 2011 with 39,000 miles for £26,989, while a private seller in London has a silver 2010 with 38,000 miles and total BMW history for a very tempting £21,995. For rare M-cars with low mileages these aren’t big prices and make hard-driven M3s and M5s look expensive. BMW very likely lost money on every one, but we should be glad such an act of insanity passed all those customer clinics. A 175mph leather-lined SUV might not be what the world wanted, but for those of us with a sense of irony, it marks a magnificent act of automotive defiance. It has no relevance in the brave new world of low carbon electrification. And for that reason alone, I think it’s a future classic in waiting.

    COST NEW £93K

    VALUE NOW £20K
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    BMW X6 M E71 Hamann Widebody with Schmiedmann turbo kit 700hp monster

    Posted in Cars on Wednesday, 09 May 2018

    BMW E71 X6 M Black beauty We showcase a BMW E71 X6 M Hamann Widebody with Schmiedmann turbo kit – it’s quite a beast! Hamann Widebody with Schmiedmann turbo kit.

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    Forecourt find #BMW-X6M (E71) ( #2009 - #2014) / #BMW-X6M / #BMW-X6 / #BMW-X6M-E71 / #BMW-X6-E71 / #BMW-E71 / #BMW /

    Many thanks to John Warren Cars (www.independentbmw.co.uk) for its assistance with BMW Buyer

    THIS MONTH’S BEST BUY!

    Introverts look away – if you want to make a statement then an X6 M is about as big and brash as it gets, at least in BMW’s stable. And as used buys they’re relatively rare beasts, sometimes found at less well-known specialists with imperfect service histories. But this white #BMW Approved Used 2011 example is as pure as the driven snow – with a perfect history and just 38,148 miles on the clock. Boasting a marathon spec to back up that 4.7-second 0-62mph potential, whoever buys this really will feel like the King of the road. And apparently there’s some scope for a decent discount off the £36,950 asking price…

    www.rybrookwarwickbmw.co.uk
    Tel: 01926 333888 or 03456 091517
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    The Marmite #2015 /// Test Longtermers contributor Mark Williams takes a new X6 xDrive40d for a week long test-drive. Marmite Confirmed 4x4-phobic Mark Williams tries an X6 for size to see if its charms can win him over Photography: Mark Williams /// The Test #BMW-X6-xDrive40d-SE / #BMW-X6-xDrive40d-E71 / #BMW-X6 / #BMW-X6-E71 / #BMW-E71 / #BMW-X5-xDrive30d-M-Sport-F15 / #BMW-X5-xDrive30d-F15 / #BMW-X5-F15 / #BMW-X5 / #BMW-F15

    For how long would you test-drive a prospective new car purchase? An hour or so, a day or more, or over a weekend? Does it depend upon the list price, your buying history, your relationship with the dealership or your energy, patience and interest in the process? Up until very recently, I’d seldom bothered with testdrives. I knew what I was buying (BMWs for the most part), I knew I would like them and the odds of resultant issues were quite remote. The kind of cars I buy, though, aren’t candidates for the ‘Marmite list’, which prescribes in one’s mind those cars which appeal by default, and those which do not.

    I’ve never owned an SUV or driven one for any meaningful distance or duration. Not my cup of tea. Dynamically they’re all wrong, I told myself: the weight is in the wrong place; traffic behind can’t see past them due to their girth; the tyres are wider than our doormat, so would be useless in the snow. You need a stepladder to effect entry blah, blah, blah… So I was curious to see how I would respond to a week-long loan of an X6 40d SE from North Oxford BMW, followed by some context in the shape of an X5 30d M Sport from the same proprietor. Would they realign my preconceptions of SUVs, or cement their position on that Marmite list?

    So footstool at the ready I hauled my 15st plus change up into the X6 to start us off. A little over £50k buys you the basic article (if such a term can be used at this level) to which North Oxford had then added over £8k’s worth of options. Most notable of these were the Dynamic Package at £1965 (plus 20- inch alloys at around £1k) and a head-up display at £1015. The last one of these is a curio which I’ve paid for myself in previous cars, then not missed when changing into other cars not similarly equipped. Bearing in mind it was 2007 when I last spec’d it on a new car, I was a little surprised to see the exact same design and appearance staring back at me from the windscreen. No funky coloured graphics à la F10 here. And now my eyes are roaming the dashboard, aren’t those heater controls a tad out of date, too?

    Crikey, I’m having to press the air distribution button in order to change the air temperature, just as I did in my ’07 E60. It’s resolutely put together, and quite elegant after a few days’ worth of exposure. But it’s clearly due a refresh. One is imminent apparently. First impressions weren’t good then, not helped by my immediate response to the exterior styling which is not exactly subtle. I’d already sought the counsel of a colleague at work who owns an early example and enquired as to why he’d chosen the model. He specifically cited the looks as a deciding factor, commenting that too many cars take on a derivative appearance nowadays and he wanted something distinctive. He certainly got what he wanted.

    Anyway, let’s get on with the driving. So out onto the M40 and off yet again in Suffolk’s direction (I do wish our friends lived closer). One thing becomes abundantly clear as soon as we join the traffic: this thing owns the motorways. I’ve never driven a car which clears the outside lane quite so effectively. Buy one in white and don a high-vis jacket for maximum traffic ploughing effect. Pinned to the surface through the sheer weight (2185kg unladen), it seems impressively immune from crosswinds, too. And despite the 315/35s wrapped around 20-inch rears, it isn’t that fussed about standing water either.

    Combine this relentless kinetic energy with the 306hp and 444lb ft output from the 3.0-litre twinturbo diesel and it soon becomes clear that this is a car which monsters long distances, pummelling inclines into submission and relaxing the occupants with the sheer inexorability of it all.

    It brings out the darker side of your character, though, and before long I’m sat there with one arm slung out across the transmission tunnel, glaring at any flea-like hatchback that has the temerity to wander into my path. I’m taller than you. Ergo remove yourself from my road. In other words, if you’re big enough to admit you have a certain arrogance to your character, then you will love this car. The meek may inherit the earth but they won’t be driving an X6 when they sign the ownership papers.

    Once the M11 is despatched, I’m looking forward to the battle between the A120 east of Braintree and the X6’s dynamic side along roads on which the F10 M5 I drove a couple of months back shone so brightly. And it soon becomes clear that it’s really rather good. It’s no sports car, of course. A moderately well-driven hot hatchback would leave it floundering and you’re constantly aware of the sheer width of the thing but the combination of roll suppression, laidback steering, the torque pouring from the diesel mill and the fade-free brakes results in a rich potpourri of ability. I’m starting to warm to this car.

    If only it didn’t fidget so much. Compared to this suspension setup, sitting next to my daughter for 90 minutes in the cinema is serenity itself. On anything less than glass-smooth surfaces, the suspension activity becomes irksome. Interestingly, it’s not uncomfortable per se, just busy. Not once over the week and 550 miles that we had the car did anybody actually complain about the ride but it nevertheless seems to belie an imbalance between the wheel size and the tuning of the suspension. It almost feels as if somebody forgot about the impact unsprung weight can have on the ride quality, and upon realising they decided to leave it in the pursuit of ‘sportiness’. It’s not clear what effect the comfort or sport modes has on it either, as it seems unaffected whether mooching along in normal mode or storming along in sport. It doesn’t spoil the car and over the course of the week I became more used to it but it’s the biggest flaw I’d level against this car’s road behaviour.

    And don’t, whatever you do, order yours without the parking camera. On my F30 the camera is a frivolity. But on the X6, it’s an absolute necessity. Top view, by comparison, is pretty pointless. And whilst we’re on the subject of vision, I found the view through the rear screen somewhat distorted due to the angle of the glass. Following traffic occasionally takes on a ‘hall of mirrors’ appearance and I’m also not sure why BMW evidently saw fit to omit the rear wiper. Windows still get wet at low speeds you know.

    Day two dawns clear and jolly cold, the X6 covered in sparkling frost crystals, and I’m soon itching to get out and about in search of some quiet lanes for an attempt at some off-road stuff. Obligatory late-60s father of our family friend duly installed into the passenger seat, “oh… is this heated? How nice…”, we plunge his local knowledge and set off in search of some grassy scenery and quiet lanes, eventually pitching up at Kentwell Hall, not far from our Lavenham base. Whereupon we promptly get mistaken for the owner and everybody starts bowing their heads as we rumble up the drive. How peculiar. We grab some photos and sulk off back down the drive, our cover blown and nobody waves. What nice, friendly people. Back out onto the main road and Richard (let’s name him as it’s so much easier) suggests we go this way, then that way, and ah yes, turn right just… here.

    Ah, did I mention that this is an SUV matey? So why are we now on a lane barely wide enough for a rickshaw? Stick with it he says, and sure enough we round a bend to be greeted by a frozen wilderness set into a slight valley. I busy myself taking some pictures whilst Richard tries to work out the sat nav and clambering back into the car, snicking ‘drive’ and pinning the throttle, I realise he’s somehow managed to set our destination for somewhere in Lincolnshire. So much for local knowledge. Click, twirl, click and we’re on our way again.

    We make fairly swift progress on the run back to Lavenham, and I marvel at the X6’s ability to almost shrug off its bulk and hustle. Storming up through the gears, the sound from upfront is quite pleasant to the ears and, on the overrun especially, there’s a soft V8- edge to the soundwaves. It’s during these few minutes of frenetic activity that the climate control goes on the blink, point-blank refusing to allow any amendment to air temperature or direction. It fixes itself later after a restart and behaves itself for the remainder of our week with the car, but is odd nonetheless. Smearing our way across Suffolk like this does nothing for the economy, though, and the deadon 30mpg average for the entire week is probably partly due to this.

    The run home from Suffolk was mostly a tale of more relentless hacking down the motorways, except for one rather special moment. Those of who you who regularly traverse the M25 anti-clockwise may be familiar with the long, long left-hander which sucks you onto the northbound M40. Constant-radius, easy at 50mph or requiring a little commitment at 60mph, it’s just the sort of corner on which I’d expect an SUV to come a little unstuck. It doesn’t, of course. The X6 just tacks around with minimal fuss and drama, the chassis nicely loaded up and here, at last, I can see the benefit of that uncompromising suspension, flexing its muscles to lend a hand and maintain body control. Deeply impressive.

    The rest of our time with the X6 is filled with the more mundane but fundamental aspects of life, such as popping to the shops or the recycling centre. I feel slightly guilty lowering the seats before loading up the pristine interior with a load of crap from our garage, but console myself with the thought that if you’re going to test a car, then you may as well do it properly. And we can always vacuum the interior out afterwards. The boot is enormous incidentally, certainly bigger than I was expecting given the exterior styling. The X6, however, shrugs off the duties and just gets on with it, the powered tailgate providing instant hands-free access to the boot-full of booty on the walk up to the car at the recycling centre. Here the high ride height is a boon not a bane as it means you can load up your arms without contorting your back, and I have to say that later installing my daughter into her car seat was a damn sight easier for much the same reason.

    On reflection, I didn’t expect great things from the X6 before our encounter, and I was quite cool towards it upon first acquaintance. That’s entirely my failing and not the car’s and proof that one should leave your preconceptions at home when trying something new. Over the course of the week neither the X6 nor X5 (see opposite) ultimately proved themselves as sporting options but they did demonstrate that it’s just about possible to cover all the bases, which I guess is the point. Elevated driving position, power, half-decent economy considering the weight, refinement and long-distance ability and oodles of space. These are core values which make life more pleasurable.

    Over time, they’re not cars I could love. The arrogance factor would probably preclude that, especially with the X6. But I would certainly grow to respect their abilities. And that’s something you only really come to realise when you spend a week in their company.

    Counterpoint: X5 xDrive30d M Sport

    Compared to the X6, where it took a day or so for its qualities to sink in, I clicked with the X5 almost immediately and, given the choice, would opt for it over its cousin. Leaving aside the subjective discussion over the styling, the biggest difference between the two is in the X5’s superior ride quality. Where the X6 chatters away underneath you, never really leaving you in peace, the X5 glides serenely. Engage ‘Comfort’ on the standard-fit Adaptive M suspension on this M Sport example and the fact it’s running on 20-inch alloys is quickly forgotten. Surface imperfections pass by in the background and it’s only when you really up the pace that you sense the suspension starting to work. Select ‘Sport’ at this point and some control is introduced into the mix, although unfortunately some more of that X6-like fidget also creeps in. But by this point you’re hacking along at a serious lick and I doubt most X5’s will be driven in this manner. For nine-tenths of the time, the X5 is leagues ahead in terms of comfort.

    It has a better looking and feeling interior, too, although to be fair the recent evolution will be passed onto the X6 at some point and the difference will be less marked. I particularly appreciated the variable ambient lighting, split-level tailgate, the crystal clear version of the latest iDrive screen and the flexibility offered by the seating arrangements of this (optional at £990) seven seater-equipped example. I’m also starting to warm to the new rotary controller. It’s also incredibly refined at speed with only the slightest diesel murmur floating back through the bulkhead. Kind of makes one wonder why you’d want to spend close on £80k or £90k for one of those new fangled Range Rovers? It’s snug at night and appreciably airy during the day and has that feel good factor which is important at this level. Economy? Well 28mpg may sound pretty poor but bear in mind that was mostly around town, local lanes and spirited country driving. On a run, I suspect mid-30s would easily be doable. Ultimately for driving thrills mixed with practicality I’d stick with an F11 M Sport but I’m no longer so certain that one of these won’t eventually make it off my Marmite list.

    THANKS TO: North Oxford #BMW Tel: 01865 319000 Web: www.oxfordbmw.co.uk
    TECH DATA
    BMW-X5 xDrive30d M Sport-F15 / #N57D30O1
    ENGINE: Straight-six, 24-valve turbo diesel
    CAPACITY: 2993cc
    MAX POWER: 258hp @ 4000rpm
    MAX TORQUE: 413lb ft @ 1500-3000rpm
    TOP SPEED: 143mph
    0-62MPH: 6.9 seconds
    ECONOMY: 45.6mpg (claimed), 28.0 (on test)
    EMISSIONS (CO²): 164g/km
    PRICE: £52,595 (OTR), £56,700 (as tested)

    The reversing camera was found to be essential on the X6, more so than any other BMW due to its size and hampered visability through the angled rear window

    X5 is the new F15 model and it feels it. The ride is better and the interior looks and feels far more modern.
    Interior feels well made and the iDrive screen doubles as the reversing camera monitor, complete with guidelines and warnings for reverse parking .

    TECH DATA #BMW-X6-xDrive40d-SE-E71
    ENGINE: Straight-six, 24-valve turbo diesel #N57D30T0 / #N57
    CAPACITY: 2993cc
    MAX POWER: 306hp @ 4400rpm
    MAX TORQUE: 443lb ft @ 1500-2500rpm
    TOP SPEED: 147mph
    0-62MPH: 6.5 seconds
    ECONOMY: 37.7mpg (claimed) 30.0 (on test)
    EMISSIONS (CO²): 198g/km
    PRICE: £50,290 (OTR), £58,500 (as tested) 550 miles covered, 30mpg on test

    Even the loading space got a thorough workout. It’s a big space and happy to accomodate anything it seems, including the rubbish for a trip to the dump.
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    XCESSIVE FORCE #BMW-X6M-E71 #S63 B44 700HP POWERED

    We get up close and personal with this 700hp, wide-body #BMW-X6 M #E71 . BMWs don’t get much more in-your-face than this. Christened the X6 M Stealth, Inside Performance’s wild, wide-body, camo-print machine is anything but. Words: Seb de Latour. Photos: Jogi Oehler.

    It’s fair to say that the #BMW-X6-E71 doesn’t get a lot of love, and that’s not just outside of the realms of BMW fandom. In fact, if anything, most of the hate comes from within BMW circles. Pointless is a word that gets used a lot when it comes to the #BMW X6 E71. It is, after all, like an X5 E70 but with less boot space. But for many it’s the dilution of BMW brand values by cars such as the X6 that really gets people wound up.

    You might have thought that when the X6 M was launched, the thought of a twin-turbo V8 pumping out 555hp and giving the twoton soft-roader an obscene turn of speed would be enough to turn the tide but if anything it made things worse. BMW had always said that it would never make an automatic, four-wheel drive, turbocharged M car and yet here it was. And for many M fans it proved too much, the ultimate defilement of M and everything it had once stood for.

    While it might not be the last word in driving dynamics and it sounds a bit odd, the X6 M is most definitely fast and there are few cars out there with so much sheer presence – you really do feel like you own the road in an X6 M. And, being so massive and unashamedly in-your-face, if you want a car to stand out in, an X6 M ticks an awful lot of boxes. I can’t help but wonder if (and hope that) Inside Performance’s decision to name their X6 M project Stealth is a flicker of German humour. Or perhaps something has simply got lost in translation in reference to the car’s urban camouflage pattered bodywork? Whatever the origin of the name, it’s about as visible a car as you could ever imagine.

    The car belongs to Jogi Oehler, owner of Inside Performance, and it’s more than just a company demo project, it’s his personal car. “Due to the fact that I am somehow tied to BMW for the rest of my life (because I founded and still operate the world’s largest German language BMW platform and community and also organise the world’s biggest BMW event, now in its ninth year, www.syndikat-days.de) one fact was clear: the next project had to be a BMW again,” says Jogi. “So after my last supercharged E39 project, it should be something new, something different to all other projects.

    “I started doing some research to figure out the right BMW and my first direction was an E92 M3, supercharged and with a wide-body conversion, maybe something like the Vorsteiner GTR S3. But the power of that car is limited and there are already a hell of a lot of M3s out here in Germany.

    So I tried to think which BMW impressed me most and I remembered sitting in front of my PC about five years ago or so and looking at an email from BMW with a video saying something about a Sports Activity Coupé (which I had never of before, but that’s because it did not exist until then).

    Clicking the link showed me the first prerelease BMW merchandising video about the X6 and I thought ‘wow, what an incredible car’. I was massively impressed. I loved the back view and the great, absolutely senseless concept: much too big with more space than you will ever need. It’s unnecessarily big, high and wide, and yet it still has a perfect sporty look with small windows. This absolutely appealed to me. “I wasn’t so keen on the front, though, but as I didn’t have the money at the time I never thought about owning one. It was only when I was looking for a new project that I remembered the impression that the car had on me. The timing was perfect.

    “Now there was not only the xDrive35i available but also a real M car with also a perfect engine and a perfect looking front. The decision was made: the X6 M was my next car. I bought one, fully loaded and drove it for about a year. Most of the time I was the fastest car on the road with it and a lot of people looked at it. But I still thought my supercharged E39 (which I sold) was more impressive because nothing on it was stock.

    “So I came up with a new aim for the car: a new look and maximum power to be competitive on the quarter-mile, which is not easy if you decide to do that with a twoton car as a starting point. Working backwards, the 700hp mark had to be cracked and for an impressive look it had to be a real wide-body, but nothing like the ugly Lumma or Hamann stuff out there that makes the X6 M look like a spaceship from an alien planet. I wanted to keep the original M styling and M bumpers because they look perfect. I only wanted the arches wider and I wanted them filled better by the wheels than they are on the standard car.

    “The first step was the Inside Performance flap exhaust: this was a world first and was specifically developed for the X6 M. It has been designed for applications up to 900hp, so the 700hp here is no problem, and you can control the exhaust flap with the steering wheel buttons. When the flaps are open you get two 3” high-flow pipes and we also fitted a pair of 200-cell cats. With a custom Inside Performance remap we took power up to 700hp, just like I wanted, and saw 723lb ft of torque.

    We reduced it to 627lb ft, though, to preserve the drivetrain and to safely use the launch control which fires you from zero to ridiculous speed,” chuckles Jogi. Of course, just having 700hp wasn’t the end of things, especially considering the #BMW-X6M was still plain white. So Jogi turned his attention to really getting himself and his car noticed. He opted for AC Schnitzer’s Falcon X6 wide-body kit as a starting point.

    However, as the kit is designed to use the ACS bumpers, it was modified to fit by Inside Performance, making it unique. It takes the car’s looks into the realm of the ridiculous making it look like it’s been hitting the gym and pumping some serious iron thanks to the extra four-inches that it adds to the car’s total width. To fill those massive arches, the X6 M needed to get intimate with the Tarmac so a set of specially-made KW Variant 3 fullyadjustable coilovers were employed to give the necessary drop and remove all that nasty space above the wheels. Speaking of rims, the slightly lacklustre standard items were replaced by monstrous, specially made 22- inch Vorsteiner wheels. With a ridiculously deep concave design for some serious dish and finished in matt anthracite, they look the absolute business.

    “After all that the car was fast, wide, lowered and looked great on the wheels but it was still just white, so what to do? Half-ayear of research and looking for ideas brought me to something like camo, but camo was already out there in all colours and various sized. I tried some other designs on the PC but really wanted to do something unique and while there have also been some cars with the new pixel camo there aren’t many and none of them look great. So I decided to create a new stealthlook. It took me two weeks on the PC to get it perfect (spots, sizes and colours). So I went to my guys from folienking.de and showed them my design. They scratched their heads and said: ‘Do you want to play Tetris? That will never look good at all!’ But I ‘forced’ them to do it. It took them another two weeks of hard work and everybody was amazed with the result. They never thought that it would look that good.

    “However, I still thought most people wouldn’t like it but nearly everybody seems to be impressed. Every day at the petrol station (really every day because the X6 M does about 14mpg when you’re taking it easy) different people (mostly old people up to 75 years) come over to tell me how great this X6 M looks. Amazing. I never thought this crazy design would be such a success.

    “The final touch was on the inside. I left the interior standard but we added the Inside Performance data display unit. It’s perfectly integrated into the middle vent unit and displays all the live car data (boost pressure, lambda values (fuel/air ratio) live horsepower and torque, all temperatures (intake, air cooler, gear, exhaust, oil, water), 0-100 and 0-200km/h time, digital speed and much more). You need that in an 700hp car to feel safe somehow. You want to know what this monster is doing at all the time and if all values are okay.

    “So now I am ready for my event and to show up at the quarter-mile, surely not with the best fighting weight but we will see…” Considering that in standard trim with 555hp on tap the X6 M will cover the quartermile in 12.5 seconds at about 111mph, Jogi probably won’t have too much to worry about with an additional 145hp and 125lb ft to play with. I’ve driven a 650hp X6 M and it was pretty mental, so I can safely say that 700hp would feel simply outlandish, but then again you’d be disappointed with anything less from a car that looks like this.

    When it comes to the X6 M there’s no point trying to be subtle – it’s very much a case of go big or go home, and they don’t come much bigger than Jogi’s X6 M. Sure, it won’t be to everyone’s taste and it’s going to polarise opinion but it looks mental, it’s ridiculously powerful and it’s going to dominate the road like nothing else – and that’s something everyone can appreciate and enjoy.

    DATA FILE #BMW-E71

    ENGINE: 4.4-litre twin-turbo V8 #S63B44 , custom Inside Performance remap, Inside Performance flap-controlled 3”exhaust system, 200-cell metal cats.

    TRANSMISSION: Six-speed M automatic transmission with M electronic gear selector and Steptronic.

    CHASSIS: 10x22” (front) and 12x22” (rear) Vorsteiner wheels in matt anthracite with 295/30 ZR22 (front) and 335/25 ZR22 (rear) Continental ContiSportContact 5P tyres, KW Variant 3 fully-adjustable coilover kit.

    EXTERIOR: Inside Performance version of the #AC-Schnitzer Falcon wide-body kit adapted to fit M front and rear bumpers, Inside Performance Stealth digital urban camo wrap.

    INTERIOR: Inside Performance data display located in central air vent.

    CONTACT: Inside Performance. Tel: +49 (0)6251 5826124. Web: www. insideperformance. de.
    Email: info @ insideperformance. de

    Inside Performance air vent gauge monitors and displays a whole host of information.

    Specially designed Inside Performance flap exhaust goes from mild to wild at the push of a button.

    Inside Performance X6 M pulls no punches; engine might not look that impressive but there’s 700hp under all that plastic.
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