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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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    / #2017 X Models lead the way in Spartanburg / #BMW-X-Series / #BMW / #2017 / #BMW-X6 / #BMW-X5 / #BMW-X3

    As well as celebrating best-ever BMW worldwide sales there was also cause for celebration in BMW’s South Carolina Spartanburg plant which recorded its best-ever production numbers, producing 411,171 X models during 2016. It was the third consecutive year that BMW Manufacturing recorded its largest annual production figures with a model break down as follows; X3, 151,298; X4, 56,404; X5, 165,377 and 38,092 X6s.
    BMW Manufacturing will continue its $1 billion investment in the construction and installation of tooling around the plant site as it prepares for the future and adds a fifth model to the vehicle line-up – the all-new X7.
    Construction projects include a new state-of-the-art body shop totalling more than 1.2 million square feet and an expansion of the X5/X6 assembly hall by 200,000 square feet. Installation of special tooling and body shop robots will take place during 2017.

    BMW began manufacturing vehicles in the United States in 1994 and has since produced more than 3.7 million vehicles for the world. Currently, BMW Manufacturing produces more than 1400 vehicles each day and exports 70 percent of its production to 140 countries around the world.
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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 ( for its assistance with BMW Buyer


    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…
    Tel: 01926 333888 or 03456 091517
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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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    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


    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.


    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: or 01485 542000
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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: / #BMW
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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:
    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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    FAST CLUB #2015

    We get behind the wheel of the face-lifted M135i and M6 Convertible and also have a go in the X6 M. We drive the face-lifted M135i and M6 Cab plus the X6 M for good measure because… well, why wouldn’t you? Words: Elizabeth de Latour/ Photos: #BMW

    2015 #BMW-M135i-F21 / #BMW-M135i / #BMW-F21

    Say what you will about the second generation 1 Series’ fishy/froggy face (I like it, but then again I’ve got one) but you can’t argue with the fact that it has been a roaring sales success and, more importantly, introduced the world to the M135i – arguably one of the greatest performance bargains of all time and one of the hottest of hot hatches. Now the time has come for the F2x 1 Series’ LCI (Life Cycle Impulse), BMW’s term for a midlife face-lift, and the end result is a car that is a little easier on the eye and will likely be even more popular.

    There’s a more attractive front end with slightly more conventionally-styled headlights though we’re of the opinion that the rear revisions aren’t quite as successful but the overall effect is a success and it’s a good-looking hatch. The interior revisions are minor, with a boost in standard spec (all cars now get climate control, for example) and swish new monochrome graphics for the heating controls. As far as face-lift packages go, it’s a success.

    Of course, the M135i is all about going fast and BMW has seen fit to up the power… by 6hp. That does at least bring it in line with the M235i at 326hp and ensures you won’t be at a disadvantage owning an M135i come pub power figure bragging time. Unsurprisingly, an additional 6hp has made no difference to the car’s performance, that is to say that it still feels absolutely ballistic out on the road. We’ve never experienced a car that is so easy to drive quickly and without even trying. At one point during a B-road blast I was casually wondering about what to have for dinner that evening whilst chucking the M135i through the corners with careless abandon. That’s not to say that you feel detached from the driving experience, far from it, the M135 is an engaging and communicative steer but there’s so little drama to proceedings you really do just get in and drive it really, really fast. Turn off the traction control and you can have all the drama you want, the E-diff making a fine fist of emulating a mechanical LSD and you can get the tail out with no effort or lay down some fat 11s if the mood takes you. It sounds awesome, too, ignoring the fact that the speakers do play a part in channelling the engine noise to the occupants, but experienced from the outside, away from the electronic audio frivolity, it still sounds rude and as fruity as you’d want and hope it would.

    If it was my money, auto takes preference over manual (more gears, better fuel economy, faster), especially as the shifts are so quick and crisp it makes you wonder what the point of M DCT is. And while the standard suspension is good, EDC is better, allowing you to go harder or softer and it feels like less of a compromise and makes the car more capable. If you want a small, fast, practical do-it-all hot hatch, aim your £30k at the M135 and pull the trigger, you won’t regret it.

    ENGINE: 3.0-litre straight-six #N55B30 / #N55
    TRANSMISSION: Six-speed manual, optional eight-speed Sport Auto #ZF8HP
    WEIGHT (EU): 1505kg (1520)
    MAX POWER: 326hp @ 5800-6000rpm
    MAX TORQUE: 332lb ft @ 1300-4500rpm
    0-62MPH: 5.1 (4.9)
    TOP SPEED: 155mph (limited)
    EMISSIONS (CO²): 188g/km (175)
    FUEL ECONOMY (MPG): 35.3 (37.7)
    PRICE (OTR): £31,325 (five-door £33,345)
    Figures in brackets are for Sport Auto

    2015 #BMW-M6-Convertible / #BMW-M6-Convertible-F12 / #BMW-F12 / #BMW-M6
    Would we buy an M6 Convertible? If we were in the market for a big, fast, comfortable drop-top, the answer would be a resounding yes because the M6 delivers everything you might want from a car like this. For its LCI treatment, BMW has dumped a whole lot more standard equipment into the big Six (over £10kworth in fact) and cleaned up the already elegant lines for a bit more aggression and road presence. It’s a delicate beauty treatment but when you’re starting with what is arguably a pretty good-looking car in the first place, you’d have to have fists made from ham to mess it up.

    Under the bonnet it’s business as usual, which is a slightly rude way of saying it’s still got a 4.4-litre twin-turbo V8 (remember when something like that was just a schoolboy’s dream and now it’s an everyday reality?) making 560hp and 502lb ft of torque. That means 0-62mph in 4.4 seconds and a top speed of 155mph but lots more if you take the limiter off. A big capacity V8 plus twin-turbos means that torque peak is spread thickly across most of the rev range, like butter on freshly sliced bread. It’s equally delicious, unless you have a gluten allergy, but at least that won’t affect your enjoyment of the S63 V8 and it’s a monster of a motor. Prod the throttle at pretty much any revs, any speed and the M6 surges forward on a wave of torque and that means it’s very easy to go very fast indeed without noticing and that means you could get in a lot of trouble very quickly. It makes driving a much more relaxing experience, having so much performance on tap, as there’s pretty much no situation that you can’t drive your way out of. If you get stuck behind slower traffic you don’t have to wait for an overtaking opportunity, it happens almost without you realising it; you think ‘I could probably overtake this car if I… oh, I’ve already done it’. On rough and damp surfaces traction is at a premium but for the most part it manages to put down its power pretty well and you can deploy a healthy dose of throttle without too much concern.

    The only thing that really hampers the driving experience is the size of the M6 because it is most definitely a big car; wide and long, it feels like it takes up a lot of space on the road. On A-roads it’s fine but funnel it onto a B-road and it feels big and a bit out of its comfort zone. The ride is also pretty harsh and we also noticed what seemed like some scuttle shake over rough surfaces, a slight shimmy through the dash and steering wheel. But aside from this there’s little to moan about here, really, and it remains a hugely impressive car. Yes, it is expensive but it’s priced in line with its rivals, and is actually cheaper than a good few of them, so that’s a moot point really. If you happen to have £100k burning a hole in your pocket and an overwhelming desire for a fast convertible, we can’t imagine you’d be disappointed with the M6.


    ENGINE: 4.4-litre twin-turbo V8 #S63B44 / #S63
    TRANSMISSION: Seven-speed #M-DCT
    WEIGHT (EU): 1925kg
    MAX POWER: 560hp @ 6000-7000rpm
    MAX TORQUE: 502lb ft @ 1500-5750rpm
    0-62MPH: 4.3 seconds
    TOP SPEED: 155mph (limited)
    EMISSIONS (CO²): 239g/km
    FUEL ECONOMY (MPG): 27.4
    PRICE (OTR): £97,300

    2015 #BMW-X6-MF16 / #BMW-X6M / #BMW-X6 / #BMW-F16

    If you like cars that make you laugh out loud then the X6 M is the car for you. It may go against everything that M once stood for (a 4WD auto 4x4 with an M badge?!) and it may get plenty of environmentalist sorts raging, but that cannot take away from the fact that it’s actually a massively impressive machine. The X6 M looks big on the outside and feels big on the inside but the most surprising thing about it is that it’s actually surprisingly easy to pilot with confidence, despite taking up most of most of the roads you’ll find yourself driving down. The elevated driving position offers a good view of your surroundings and the massive mirrors give you a good idea of whereabouts you are in the road, making the X6 M quite easy to place.

    The most amusing aspect of the whole driving experience is that it drives nothing like how you might expect. It doesn’t feel heavy – it is most definitely a heavy car at 2340kg – but it doesn’t feel like it’s carting around anywhere near that sort of mass. The fact that it’s so powerful is a massive help, obviously, and while the M5 and M6 have to make do with 560hp in standard form, the X6 (and X5) M models now boast 575hp, 20hp up on what they started with when first launched, which means it feels absolutely ballistic. 0-62mph comes up in a scarcely believable 4.2 seconds, which puts it quite literally a fraction behind the DCTequipped M3 and M4, seriously impressive when you consider that it weighs over 700kg more. The drive-by-wire throttle is amusingly light, which means that it feels even faster than you expect, especially compared to the M6, whose pedal requires a lot more effort to get it moving, and it’s very easy to pile on the speed without even trying. The steering is light and while it’s not the last word in communication and feel, it’s fine and allows you to drive briskly with confidence, while the brakes are suitably powerful though after a brisk drive involving few hard stops the pedal travel increased and braking required a little more commitment, though that’s not too surprising considering they’re trying to cope with over two tonnes of rampaging X6. But, overall, it’s a surprisingly positive experience behind the wheel.

    The X6 M definitely won’t appeal to everyone but we can appreciate why it’s so popular and those that love it are truly enamoured. It’s not for us, even if our numbers came up, but we doubt you’ll find another car that makes you giggle quite like the X6 M.


    ENGINE: 4.4-litre twin-turbo V8 S63B44
    TRANSMISSION: Seven-speed M DCT
    WEIGHT (EU): 2340kg
    MAX POWER: 575hp @ 6000-6500rpm
    MAX TORQUE: 553lb ft @ 2200-5000rpm
    0-62MPH: 4.2 seconds
    TOP SPEED: 155mph (limited)
    EMISSIONS (CO²): 258g/km
    FUEL ECONOMY (MPG): 25.4
    PRICE (OTR): £93,080
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    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, 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 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.


    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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