BMW’s six-cylinder X6 is immensely impressive, but it further muddies the waters when it comes to choices in the range…
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BMW X6 xDrive40i M Sport Fast Facts
- Price: R1 929 476
- 0-100 km/h: 4.95 seconds
- Top speed: 250 km/h
- Power: 280 kW
- Torque: 540 N.m
- CAR fuel index: 11,16 L/100 km
- CO2: 211 g/km
When we tested the X6 M60i in our April 2024 issue, we touched upon two interesting facets of BMW product positioning: that the firm’s M Performance-badged models formed a very capable bridge between workaday models and the fire-breathing Ms, and just how little seems to separate said models. The latter was especially evident in the M60i’s straight-line sprint figures, which saw it losing out to the 480 kW/800 N.m XM (the most powerful X model we’ve tested to date) by just 0.04 seconds in the 0-100 km/h dash. So, it was with a sense of curiosity that we strapped our testing equipment to the entry-level petrol model in the X6 line-up – the xDrive40i – to see if the lines between the models will be further blurred.
While the M60i, with its copious vent work, massive rims and other M-specific cosmetic pieces, certainly matches the X6 M in terms of sheer visual clout, the 40i is altogether more demure. That’s not to say it lacks visual presence, though. The X6’s LCI (Life Cycle Impulse), which is BMW parlance for midlife facelift, introduced some properly eye-catching features such as narrower, sportier-looking takes on the head- and brakelamps – the former incorporating especially striking chevron-shaped LED running light/indicator combinations. The coupé-style frame upon which these features are set remains a distinctive one, but its rakish rear means the measured boot- and utility spaces of 320 and 900 litres are one the less generous side when compared with rivals’.
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Inside, the update incorporates a new TFT instrument/infotainment panel running BMW’s latest software, the gearlever is nixed in favour of a toggle shifter, and new camera- and radar-assisted active safety features such as Driving Assist (lane departure warning, speed limit assist, cross traffic warning) and the optional Driving Assist Professional, which adds semi-autonomous motorway driving assistance (lane change and keeping assist, adaptive cruise control with stop and go etc). While details such as the illuminated chevron motif on the facia won’t meet with unanimous approval, there’s no getting around the fact that the X6’s cabin feels impressively solid.
More significantly, in the 40i’s case, the refresh also saw the previously optional M Sport specification becoming standard on this iteration. This ushers in 20-inch bicolour alloys, mildly massaged sill- and vent work, and some M Sport trim and other touches in the cabin.
Overall, it neatly bridges the subtle/sporty divide without treading on the toes of the more aggressive-looking M60i and M models. But when it comes to actual performance, it starts getting a little close for comfort…
This model retains its predecessor’s B58-series 3.0-litre inline-six turbopetrol engine with a 48 V mild-hybrid electrical architecture that powers ancillaries and incorporates a starter/generator. Coupled with an eight-speed automatic transmission, this unit’s outputs have climbed from 245 kW and 450 N.m to 280 kW and 540 N.m; the latter spread across a broad 1 850-5 000 r/min swathe of the rev range. This may seem decidedly modest in the face of the M60i’s 390 kW and 750 N.m (and dwarfed by the 460 kW X6 M), but our testing showed the six-cylinder X6 to be something of a wolf in sheep’s clothing.
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The 0-100 km/h sprint was despatched in 4.95 seconds, just 0.61 of a second off the M60i’s pace, while the difference in the in-gear acceleration could be measured in a couple of tenths a second at each increment in the V8 car’s favour…there’s precious little in it. While it doesn’t deliver its goods with quite the effortless, broad-chested brawn of the eight-cylinder model – nor does it have the V8’s rumbling soundtrack; rather a smooth yet pleasing inline-six snarl when pressed – the 40i’s powertrain nonetheless feels tractable and doesn’t labour with the car’s 2 160 kg kerb weight. In terms of overall driving manners, there’s similarly little to separate the two. In both cases, the steering is still pleasantly weighted but direct and the chassis feels taut and capable of reining in directional forces under spirited driving. The standard fitment of adaptive dampers and a 200 kg kerb weight deficit means the 40i rides corrugated surfaces in a slightly more composed manner than the V8, even though our test unit was fitted with optional 21-inch rims shod with 35/40-profile rubber.
Depending on your standpoint, the 40i is both deeply pleasing and poses something of a head-scratcher. On the one hand, for just over R200 000 less than the M60i you get performance within a hair’s breadth of the V8’s in a package that’s still distinctive and dynamically balanced. On the other, that R200 000 price difference may not deter potential buyers from simply skipping the inline-six and going straight into the more powerful and aurally pleasing, not to mention more menacing-looking M60i. Nevertheless, the entry point to petrol-engined X6 ownership is another well-executed product.
Find the full feature in the March 2025 issue of CAR Magazine.
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