BMW X6 ActiveHybrid Review

Imagine that spending more than 100,000 Euros on a car that doesn't excel in comfort wouldn't be too smart. The X6 ActiveHybrid does provide a pretty superior level of comfort, but we're not sure if it really manages to reach the standards set by other models in the same price range. Maybe, after all, it's the hybrid that makes the price...

First of all, the car comes with four-zone automatic climate control, which means that every single passenger of the Bimmer is able to set his very own temperature. Both front seats come with lots of controls, a common thing for more expensive BMWs, so finding a comfortable driving or seating position shouldn't be a problem at all.

Applause to the transmission system which makes shifting extremely smooth, although we here at autoevolution were pretty much annoyed by the gear knob and its out-of-this-world top "Park" button. Just like in other BMW models, the transmission "Park" mode is placed at the top of the stick shift, so it may take a while until you get used to it.

Still, the two-mode active transmission, which actually comprises three planetary gearsets and four multi-plate clutches, does its job, no matter if we're referring to the electric motors or to the combustion engine (we'll talk more about the transmission assembly in the Tech Facts chapter).

Comfort functions are fitted all around, starting with the four-zone climate control we were talking about earlier and ending with the heated seats with three levels and the heated steering wheel. We missed the massage function but we've became pretty exigent when it comes to comfort since we tested the 7 Series.

Interior room is more than enough, especially with two adults in the front and two children in the rear: front legroom - 1,026mm (40.4 inches), rear legroom - 912mm (35.9 inches), front headroom - 973mm (38.3 inches), rear headroom - 945mm (37.2 inches), front shoulder room - 1,521mm (59.9 inches), rear shoulder room - 1,448mm (57.0 inches) and passenger volume – 2,767 liters (97.7 cu.ft.).

And let the fun begin... Since we're talking about a Sport Activity Coupe that's in essence a hybrid, BMW's tech department was pretty busy to interconnect all things and make the 485 horsepower monster work flawlessly.

As we promised, let's talk a bit about the transmission system. The two-mode unit is based on an ECVT (electric continuously variable transmission) that handles stop-and-go driving plus low speeds and higher speeds plus acceleration. The transmission is connected to the two electric motors that generate 91 hp and 86 hp, respectively, with peak torque values of 192 lb-ft and 206 lb-ft.

Although sounds a little bit complicated, the whole system works pretty simple: once the driver presses the throttle and drives at low speeds, only one electric motor is being used, while the other remains in idle mode. In case the throttle pedal is pressed harder, the second motor joins the play and starts the combustion engine, after which it turns into an electric generator that supplies power to the activated systems inside the car.

Individually, the twin-turbocharged V8 combustion engine is the one that provides the biggest amount of power, as official figures indicate a maximum output of 400 hp between 5,500 and 6,400 rpm while the peak torque of 450 lb-ft is maintained from 1,750 to 4,500 rpm. Obviously, the engine is equipped with state-of-the-art systems, including Piezo-injectors for fast combustion.

Also used on the BMW X6 xDrive50i, the engine was the subject of numerous modifications to be able to work with the adjacent electric motors, so the whole assembly doesn't include starters, alternators or belt drive for the air-conditioning compressor and hydraulic pump anymore.

The two electric motors are also connected to a NiMH high-performance battery pack positioned beneath the floor of the luggage compartment which also supplies power for some of the electronic functions inside the car. Given the fact that the battery is mounted inside the trunk, there's no room for a spare tire, so BMW chose to rely on run-flat as it's the case of several other models belonging to the German carmaker. Obviously, there's also an Brake Energy Regeneration function that uses braking energy to recharge the batteries, with supplied power reaching 50 kW, according to official numbers.

Other tech goodies include a manual mode for the transmission system plus the xDrive all-wheel drive system that uses a 40:60 ratio to supply power to the wheel under normal conditions.

Probably another setback in the X6 - ActiveHybrid comparison is the lack of a rear differential or, if you prefer, the Dynamic Performance Control, which is missing on the latter. The reasons are probably hidden underneath the hood, as the whole assembly would raise the final weight by up to 260 kilos, which isn't exactly a thing to do when dealing with a hybrid.

Last but not least, BMW used a lightweight braking system especially designed for the X6 ActiveHybrid which not only improves braking performance but also reduces overall weight. The system includes aluminum floating calipers and brake rotors with aluminum hubs, plus 15.2 inches brake discs for the front wheels and 13.6 inches discs for the rear.

In general, hybrids are full of all kinds of goodies, most of them designed to monitor the electric powertrain and keep the driver up to date with everything that happens in the assembly. In X6 ActiveHybrid's case, the gadget department is offering much more than that. After all, what you pay is what you get. And don't forget that you have to pay more than 100,000 Euros...

Let's begin with the hybrid-related toys. The first thing that's worth mentioning is the electric motors' indicator that shows the state of the two units at a certain time. The display is connected to the 7-inch iDrive screen to present a real-time hybrid working graph, showing the passengers exactly how the two electric motors work in conjunction with the combustion engine to put the wheels in motion.

And speaking of the iDrive system, we find the controller knob a bit annoying, especially when used for the navigation function. Although pretty easy to use and intuitive, it's a bit uncomfortable to type something on the screen, such as a destination point for the navigation screen. All in all, the whole iDrive system is likely to help you a lot, but there are minor yet important things to be improved here.

The audio system sounds great and includes no less than 16 speakers, with support for most audio files out there, including MP3s stored on USB devices. There's also an integrated storage device with 12 GB of space, as well as steering-wheel mounted audio controls, AM/FM radio and CD player.

We really enjoyed the Voice Recognition feature and we swear this is the first time we actually found it useful, as it allows the driver and/or any passenger to browse the iDrive's menus without touching the knob. The Bluetooth support works pretty easy and the pairing process takes only a minute or so.

The Head-Up Display is as useful as in any other car equipped with such a function, although the high driving position might require some adjustment to avoid getting the displayed data right in the middle of the windscreen. This can be done through the iDrive interface but, once again, you have to get back to the rotating knob.

Neither EuroNCAP nor IIHS has tested the X6 ActiveHybrid or the regular X6, but we can assure that it would surely earn a maximum safety rating. Because yes, the car has both the safety equipment and the dimensions needed to become one of the safety vehicles on the road.

A total of 10 airbags are always ready to protect the passengers in the event of a crash, including frontal and hip thorax airbags and side-curtain head airbags. In addition, the X6 ActiveHybrid features crash-activated headrests plus ISOFIX mountings for the rear seats.

Besides all of these, there are also several other functions which more or less contribute to the overall safety level provided by the SAC. For example, the standard adaptive bi-xenon headlights illuminate the corners by moving in the same direction with the steering wheel, while the Automatic High Beams functions controls the dim every time it detects an oncoming vehicle.

It’s clear enough that BMW’s X6 ActiveHybrid is far from being a regular hybrid. In fact, the only connection to the hybrid world is its powertrain configuration, as it incorporates the traditional electric motors and a battery pack which, in conjunction with a combustion engine, turn a regular vehicle into a hybrid. However, BMW tried a different approach and, although it tried to keep fuel consumption and emission figures to a pretty low level, its goal was fairly different from what we, the consumers, expected.

BMW’s intention was to implement two electric motors to make the X6 a bit more powerful. If the company could do that while cutting emissions and improving efficiency, why not? This is actually how BMW managed to kill two birds with one stone. Still, there are several unanswered questions from fans of the German brands around the world.

So, presuming a consumer wants to purchase an X6 ActiveHybrid because, after all, it’s a hybrid, so it could actually be a smart investment and save some money usually spent on fuel. Well, why not choose a diesel engine in the X6 range? Fuel consumption could drop even more and the amount of money to be paid would be a bit smaller. In this scenario, the buyer would neglect power and choose efficiency.

In the second scenario, an interested customer would choose power detrimental to efficiency. Once again, a major question: why not choose the M version of the X6? More power, at a slightly bigger price but, in the end, he’s looking for power, isn’t he? This time, the buyer choose power and forgets about efficiency.

That being said, X6 ActiveHybrid seems to be a compromise. A compromise that after all tries to offer both under a single body. 485 horsepower and a fuel consumption rating that could be or could not be considered acceptable for a hybrid model that could hit sixty in a blink of an eye.

The good part of the car is the hybrid powertrain and the power it unleashes. 485 horsepower should be enough, although BMW produced several more powerful models, so only X6 fans should actually be impressed with it.

The bad is surely the fuel consumption estimates. Regardless if we’re talking about hybrids or not, we’re living during a recession period, so carmakers should be more focused on efficiency and emissions. Sure, it it generally said that if you’re going to pay more than 100,000 Euros for a car, you should be worried about fuel consumption. Still, that hybrid badge might have a deeper meaning than an extra boost of power...

The ugly side remains its design. Whether you consider it beautiful or ugly, the X6 ActiveHybrid retains the regular X6 unconventional design. A so-called coupe that’s not a coupe produced under a muscular, sporty and aggressive body. Should this be the new meaning of the term hybrid?