s always been impressive how well the X6 handles for something of this size, and that remains the case. Opting for the M Sport trim of our test car brings adaptive dampers as standard, over the variable steering weight, throttle and gearbox responses you get on all X6 models, and the result is satisfyingly pert handling.
Some
might think the steering is a bit too heavy, even in the standard
setting, and it feels lifeless at any point, but you can still enjoy
flinging the X6 through corners with confidence.
The
active four-wheel drive system keeps things mostly neutral, and if you
do scrub past the fairly monstrous grip levels afforded by the active
four-wheel drive, it’s easy to correct your line if the ESP doesn’t do
it for you.
Sure, there’s a fair bit of body roll as
the X6’s substantial weight gets shuffled about through corners, but by
SUV standards body movement is really progressive and doesn’t remotely
spoil the general entertainment on offer.
Having said
all that, ride comfort leaves something to be desired here; even in the
most forgiving driving mode, there’s plenty of patter over
high-frequency bumps, and any rough-edged intrusions can feel pretty
jarring even at low speeds.
On top of that, you never
quite forget how heavy this car is. Sure, it’s grippy and easy to drive
at high speeds, but you’re always conscious of its size and weight, and
you get little sense of what speed you’re doing.
And
this isn't a slow car. It may be the least powerful X6, but it’ll hit
62mph in a hot hatch-like 6.7sec, so it’s no slouch. In fact, this
powertrain is so good that with, price taken into account, it's easily
the most recommendable model in the X6 range.
This
engine feels properly punchy, and it’s rare to experience any turbo lag
thanks to the smooth, accurate ministrations of the eight-speed
automatic gearbox, which does a near-faultless job of keeping the engine
in its power band.
You don’t need to use the paddle
shifters, and you certainly don’t need to rev the engine beyond the
broad mid-range, although the gearbox will give up full control and let
you pick the ratios if the fancy takes you.
Changes inside the X6 are subtle. Predictably, the forward cabin is indistinguishable from the X5
on which the X6 is based, and that's no bad thing. The seats are
supportive and the materials feel pretty plush, if not quite as
top-notch as those in a Porsche Cayenne or the more expensive Range Rover Sport.
However,
the X6 is better equipped than those rivals, with BMW’s wide-screen
sat-nav system a particular highlight of the standard kit.
Arguably
the biggest problem with the X6 remains its restricted practicality.
Adults sitting in the rear seats will feel a bit cramped, because the
roofline cuts into head room, and while the rear seats now fold 40/20/40
for a bit more flexibility, the boot is still smaller and shallower
than you’ll get in less coupé-like rivals. Rear visibility is still
pretty abysmal, too.
You don’t need to enjoy the X6’s brash attitude to
appreciate its direct handling and effortless pace. It really does live
up to the sports SUV billing, and if you take equipment into account
then it’s better value than either the Porsche Cayenne or Range Rover
Sport.
Even so, if you can stretch to the Range Rover
Sport, we'd recommend you do, as you'll enjoy a more spacious cabin,
better comfort and more fluid, if not quite such pointy-feeling
handling.
Alternatively, think very hard about a
Porsche Macan Diesel S. It’s smaller than the X6, but in real-world
terms it’s just as roomy and practical, offers an even better
ride/handling balance and will save you money even after you’ve added
equivalent kit.
There may be better alternatives, but if you really want that X6, this entry-level diesel model is the one to have.
Price £55,850; Engine 6 cyls in line, 2993cc, turbodiesel; Power 255bhp at 4000rpm; Torque 413lb ft at 1500-3000rpm; Gearbox 8-spd automatic; Kerb weight 2140kg; Top speed 143mph; 0-62mph 6.7sec; Economy 47.1mpg (combined); CO2/tax band 157g/km, 27%
What Car?
Information Links
Audi's
supermini gets a selection of minor visual changes for 2015, along with
a tweaked chassis, more infotainment options and new engines on the
entry-level models.
Given the A1's success to date, the visual changes are predictably subtle. It gets a redesigned front and rear bumper, a tweaked grille, revised headlights and tail-lights, more defined door sills and a redesigned rear bumper.
The mild exterior changes add 2cm to the length of the A1, which now stretches to 398cm overall. As before, customers can choose between either a standard single or optional two-tone paint scheme.
- See more at: http://www.whatcar.com/car-news/2015-audi-a1-face-lift-revealed/1321847#sthash.T1rLCXaC.dpuf
Given the A1's success to date, the visual changes are predictably subtle. It gets a redesigned front and rear bumper, a tweaked grille, revised headlights and tail-lights, more defined door sills and a redesigned rear bumper.
The mild exterior changes add 2cm to the length of the A1, which now stretches to 398cm overall. As before, customers can choose between either a standard single or optional two-tone paint scheme.
- See more at: http://www.whatcar.com/car-news/2015-audi-a1-face-lift-revealed/1321847#sthash.T1rLCXaC.dpuf
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