But this is a vehicle from the M division. Who gives a rat's ass what it looks like? Let's talk about what really matters here — size. With a weight of 4,993 lb, the BMW X6 is a beefy bitch. The X6 M? It's even heavier, weighing in at a staggering 5,324 lb. But that's OK, because thanks to the new M TwinPower Turbo V8 under the hood producing 555 HP and 501 lb-ft of torque by way of BMW's new Twin Scroll Twin Turbo technology, there's plenty of power to take this porker around the track, around the street and around wherever the hell you want to take it. Today I wanted to take it around Road Atlanta. The big V8 gave me seemingly endless power as I dipped into the accelerator on the long back straight. But it's the corners that are even more fun.

The X6 M has the same rear-weight bias and is fitted with the same Dynamic Performance Control system as the plain-Jane X6 that Wes enjoyed flicking around tight corners last April with its ass waving in the wind. That means the same exciting driving — only this time with more power.

Let's get back to my initial question of why BMW's M division built the X6 M by repeating what a German engineer said to the group of assembled journalists today when asked to describe the X6 M in one sentence. His response was "the X6 M is the ideal car to pick up your spirits in this day and age of a world in crisis." All I know is this $90,000-plus toy certainly brought a smile to my face and picked up my spirits. So in that, it's done its high-priced job.

It's not all peaches and cream here in Atlanta, but because of the embargo lifting at 6:00 PM EST (midnight in Germany), and us only driving it a couple hours ago, we've limited time to say much more than this. But fear not as we'll have more tomorrow.

Suitability Parameters:
Speed Merchants: Yes
Fashion Victims: Yes
Treehuggers: No
Mack Daddies: Yes
Tuner Crowd: No
Hairdressers: Yes
Penny Pinchers: No
Euro Snobs: Yes
Working Stiffs: No
Technogeeks: Yes
Poseurs: Yes
Soccer Moms: No
NASCAR Dads: No
Golfing Grandparents: No

Also consider:
• Mercedes CLS
• Porsche Cayenne
• Range Rover Sport
• Infiniti FX50
• Mercedes G55 AMG
• Audi S6 Avant

Vitals:
• Manufacturer: BMW
• Model tested: X6 xDrive35i
• Model year: 2009
• Base Price: $53,275
• Price as Tested: $63,225
• Engine type: 3.0-liter twin-turbocharged inline-six
• Horsepower: 300 @ 5,800-6,250 RPM
• Torque: 300 @ 1,400-5,000 RPM
• Red line: 7,000 RPM
• Transmission: 6-speed automatic
• Curb Weight: 4,894 lbs
• LxWxH: 192.0" x 78.1" x 66.5"
• Wheelbase: 115.5"
• Tires: 315/35 ZR20 front and rear
• Drive type: AWD
• 0 - 60 mph: 6.5 seconds [estimated]
• 1/4-mile: N/A
• Top speed: 149mph
• EPA Fuel economy city/highway: 15/20 MPG
• NHTSA crash test rating: N/A

Also see:

• BMW X6, Part One

• BMW X6, Part Two

Acceleration: ****
Both the 3.0-liter twin-turbo inline-six and 4.4-liter twin-turbo V8 move the X6 forward with real gusto. There's nothing in it below 100mph, but the V8 doesn't taper off at high speeds like the six-cylinder does. The revvy xDrive35i fits the X6's sporty character best, and weighs 264lbs less, making it noticeably more agile.

Braking: *****
Immensely powerful, the brakes haul the heavy X6 up without drama. On the track, they didn't fade and the ABS isn't over conservative, allowing drivers to fully exploit the available grip. The active dampers eliminate dive.

Ride: ****
Back off the pace a bit and the X6 is luxury car comfortable. While the big 315/20s ride firmly, the suspension always keeps things in control on everything from smooth highways to rough dirt tracks. There's less tire noise than you might think, but it's not as quiet as say a 7-series.

Handling: ****
So good you'll forget you're driving an SUV. Dynamic Performance Control is a genuine game changer, think of it as a form of stability control that gives you more control, increases grip to unimaginable levels and does both without interfering by grabbing brakes or cutting power. Other electronics eliminate dive and roll, too.

The laws of physics do eventually intervene and the X6 will understeer, but its limits are unbelievably high. We'd put the X6 up against any sports car on a tight, twisty and wet mountain road, it's just a shame the steering is devoid of feel.

Gearbox: *
The biggest flaw in the X6's driving experience is made worse by the rest of the car's competence. The plastic paddles are counterintuitive to use and provide a disappointing level of control. The automatic's electronic brain is an unpredictable master, you never know when or if it'll allow you to downshift and loves shifting up at unpredictable moments.

Audio: ****
Another journalist remarked to us that he hadn't noticed the sound that emanates from the differential under hard driving as he'd switched the radio on and spent the day in cruise-mode. We did exactly the opposite and were rewarded with two great-sounding engines and the unique mechanical noise coming from the back end. But taking a peak at the X6's options list reveals the kind of fancy audio systems you'd expect from a high-spec luxury car.

Toys: *****
We'd give the X6 five stars here if all it came with was Dynamic Performance Control, any technology that increases driver control, safety and speed at the same time makes us happy boys. It's the antithesis of traditional stability control — which we normally switch off — as it doesn't interfere with your driving. But, the X6 also comes with every other conceivable kid of gizmo, which while impressive, would make us worry about buying an X6 as a used car in a few years' time. The iDrive is better than ever as well, spend a few minutes getting used to it and you'll be rewarded with rapid, intuitive access to all the vehicle's settings.

Value: *
The X6 costs over $8,500 more than an equivalent X5. While it does drive considerably better, it offers a lot less utility. Having said that, it doesn't set out to be a practical package, more a car that people will want rather than one they'll need.

Overall: ***
Faster and better to drive than any vehicle this big, this heavy and this tall has any right to be, we'd love to be able to give it more stars, but ultimately its flaws compromise its ability to too great a degree.

Having said that, with the X6, driving is believing. Put your preconceptions and prejudices aside and take one for a spin, you'll be amazed. But fitting one into your life might prove a slightly less exciting experience.

Also see:

• BMW X6, Part One

BMW calls the X6 a Sports Activity Coupe. That seems preposterous given both their constant assertion that their best selling SUVs, the X3 and X5, be referred to as SAVs and the X6's four doors, which is 2 more than the unofficial definition of a coupe allows. The BMW X6 is based on that X5, its main difference, aside from the obvious low roof, swoopy bodywork and huge ass, is firm suspension and the addition of Dynamic Performance Control.

It's the latter that makes the X6 so special. Basically the cleverest rear differential in the world, DPC apportions power to the rear wheels independently to improve agility, stability and traction at all times. This matters to you and me because it makes the X6 handle incredibly well and incredibly safely in any condition without cutting power or hitting the brakes to interfere.

Combine DPC with Adaptive Drive, which eliminates roll and dive, and two incredibly powerful engines and you have a car that performs better than even the wildest imagination allows.

The first indication of the X6's genre-creating genius came with a tearing sound from the back end. Getting on the power in the middle of a wet and foggy hairpin in the Appalachian Mountains that sound suddenly joined the twin-turbo inline-six's deep growl as the level of grip began to beggar belief. It's the sound of the rear differential working hard to keep the X6 accelerating rather than spinning. Its function is otherwise undetectable, except through the scarcely unbelievable speed with which it allowed me to attack that windy mountain road in the middle of a thunderstorm.

Eventually, the realities of physics do overcome the ability of BMW's engineers to bend them. Pushed to the limits of grip the X6 will oversteer, stepping out into a few degrees of controllable slide, but take things a step further and the end result is understeer. The aggression it takes to provoke is, however, unlikely to be encountered on anything this side of an icy road or racetrack.

Slowing down, later in the day, that performance becomes nothing but a memory as the realities of driving an X6 on the road set in. It's bigger than you think, dwarfing Ford Explorers and minivans, a full width lane barely containing its bulk. This is both good and bad. The size creates an incredibly spacious interior for its four occupants and plenty of their luggage, but it's hard to place on narrow streets and in tight corners. The svelte shape leaves plenty of room for six footers in the rear seats, but doesn't allow for rear visibility. BMW has compensated by speccing the biggest wing mirrors you'll find this side of a semi, but we don't recommend reversing without the aid of the on board camera. And while its incredibly fast and has ridiculous levels of grip, the steering is almost totally numb, so it takes time to develop faith in the chassis' ability.

For the US, the X6 will come with two engines, both have twin turbos. The xDrive35i comes with a 3.0-liter straight six while the xDrive50i come with a 4.4-liter V8. On paper, the V8 is the clear winner, delivering a 0-60 time of 5.4 seconds and a top speed of 155mph. In practice however, the inline-six is livelier, weighing down the X6's front end considerably less and not suffering from the bigger engine's turbo lag. At 6.5 seconds to 60mph and topping out at 149mph, it's far from slow as well.

The gearbox lets both engines down by being difficult to use. Override it manually with the paddles and the results are hit or miss. Sometimes you get the gear you want, sometimes you don't, making fully exploiting the X6's chassis disappointingly difficult.

Don't expect the X6 to be the last vehicle to use Dynamic Performance Control. Allegedly, it'll soon find its way into the X5 and maybe even into vehicles from the M division. Judging by what's it's capable of here, we can't wait to try it when it's not just serving to make a flawed vehicle surprisingly capable, but when it's being used to make an already good car even better.

MINI SPORTS ACTIVITY VEHICLE WILL BE BUILT BY MAGNA STEYR Partnership in Development and Production Munich. The new MINI Sports Activity Vehicle (SAV) will be built by Magna Steyr Fahrzeugtechnik in Graz, Austria. The vehicle concept, devised by MINI Design and BMW Group engineers, has been entrusted to Magna Steyr Fahrzeugtechnik for series development and for later production.

The cooperation with Magna Steyr is an efficient way for BMW Group to ensure the planned profitable growth through new model launches set out in the company's strategic alignment.

By outsourcing production of the MINI SAV, BMW Group is able to increase flexibility within its own production network. This allows the lead plant for MINI production in Oxford to fully direct its midterm capacity of 260,000 units towards meeting demand for the three core models MINI, MINI Convertible and MINI Clubman. It is this outsourcing of MINI SAV production that makes the extension of the MINI family possible. Frank-Peter Arndt, Head of Production and Member of the Board of Management of BMW AG, explains the advantages: "By using Magna Steyr for production, we are able to give our own Production Network some breathing space to respond fully to market needs. This solution will also allow us to bring the MINI SAV to the market as quickly as possible."

Magna Steyr is an experienced partner of BMW Group, having already produced the highly successful BMW X3. Speaking about the new contract, Siegfried Wolf, co-CEO of Magna International, sees this as a "huge recognition of the work that Magna Steyr has achieved so far through its partnership with BMW Group. Above all, I'm delighted for our employees, as this will allow us to set another milestone in our long-running and successful cooperation with BMW Group. As we have done before, we will work on this vehicle programme with our fullest commitment to ensure that we meet BMW Group's high expectations."

As with all partnerships, BMW Group itself will be steering all aspects concerning the brand and the concept of the MINI SAV project. Thus, the majority of the drive train development will be realised by BMW. In addition, BMW Group will design the supply contracts with the suppliers whilst Magna will be responsible for call-offs during series production. The MINI designers will ensure that the vehicle will be a true MINI.

Further details about the product and production will be communicated prior to the vehicle's market launch.

With room for seven and a turbocharged, 217 hp five banger right out of the European Focus ST, Ford's S-MAX minivan (pictured) courts Europe's lead-footed footballer-moms, while its larger Galaxy sibling (after the jump) targets their violin-recital-enduring half-sisters. Both small minivans (MPVs?) will show up in Geneva, where a year earlier, Ford unveiled the SAV concept to which the S-MAX owes its life. The Galaxy replaces a previous model jointly developed with Volkswagen (see also: Sharan). Americans won't likely see anything like these before the end of the century.

Related:
Geneva Premiere: Ford SAV Concept

When Ford showed off a prototype of its progressive SAV minivan earlier this year in Geneva, it made the Freestar look like an apple cart by comparison. Finally, we thought, someone was considering the minivan as a style player, not just an egg-shaped people-mover by default. Two months later, Ford announced it would build the SAV (for the European market), and less than a month later, a test mule was spotted ahead of its Frankfurt unveiling in September. The new, seven-seater will be known in Europe as the E-Max, and in the US as "What the heck is that thing?"

Ford Readies Seven-seat SAV [Autocar]

2006 Ford E-MAX MPV Spy Photos [American Car Fans]

Related:
Geneva Premiere: Ford SAV Concept;
Ford to Produce the SAV Concept for Europe [internal]