There are plenty of people, including us, who wonder why BMW is building an M version of the X6. The answer seems to parallel the punchline of the joke about a canine licking himself: “because it can.” Also, everybody else is making a high-performance SUV. The Mercedes-Benz ML63 AMG, Porsche Cayenne, Infiniti FX50, and Range Rover Sport are all evidence that more than a few people want an SUV with a sporty on-road demeanor. This being BMW, the X6 M and its mechanically identical sibling, the X5 M, aim straight for the top of the muscle-SUV mountain—it’s no coincidence that the two Bimmers’ 555-hp output bests that of the Porsche Cayenne Turbo S by 5 ponies. And just to throw more mud in Porsche’s eye, the X6 M base price of $89,725 undercuts the top Cayenne by $34,690.

The highlight of the X6 M is the engine with its trick exhaust manifold. Based on the 4.4-liter twin-turbo V-8 found in the X6 xDrive50i and 7-series, the M engine gets two twin-scroll Honeywell turbochargers fed by a newly patented exhaust manifold. The manifold’s tangle of piping in the valley of the V-8 routes to each scroll the exhaust from two specific cylinders. The two cylinders are 360 degrees apart in firing order, ensuring that the exhaust pulses spinning the turbos are smooth. The result is almost no turbo lag.

Unlike other M cars, there are no radical changes to the suspension and bodywork. Springs, bushings, anti-roll bars, and the two-stage electronic adjustable dampers are all stiffer than those of the standard X6, but the components are virtually the same. On the outside, the M model gets massive front air intakes below the grille for its larger intercoolers, quad tailpipes in back, and M-badged gill vents on the front fenders.

The X6 M also keeps the six-speed automatic transmission, although the M version uses an aluminum transmission fluid pan with cooling fins in place of the plastic pan on the regular X6. To enact quicker shifts more befitting of an M car, the engine cuts ignition and throttle to reduce the torque load during gearchanges. In standard drive mode, the transmission keeps revs below 4500 rpm to conserve fuel. Since the 500 lb-ft of torque is available as early as 1500 rpm, this efficient programming doesn’t noticeably impact normal driving.

In both Sport and full-on Manual modes, the engine will run all the way to redline and hold gears. The X6 M also comes with a launch-control function that will handle the shifts as long as you keep the gas pedal planted to the floor. Hold your foot down for just 4.3 seconds and you’ll see 60 miles per hour fly by—and that was achieved without launch control enabled. With launch control, we think a tick or two could easily be shaved off. Our X6 M got to 100 mph in 10.7 seconds. For reference, the Cayenne Turbo S hits 60 in 4.4 seconds and 100 mph in 10.8. (Does that $35K price difference look even more substantial now?)

Amazingly, considering its 5254-pound curb weight, the X6 M does more than go fast in a straight line. Lapping the Road Atlanta racetrack during our preview drive, the X6 M flew around corners with awe-inspiring ease. It’s huge yet easy to drive quickly and displays tremendous capability—it’s a glorious contradiction of a vehicle. Both the steering and brakes could offer more feedback, but that’s probably a tall order for a big vehicle with 20-inch tires. But the fact that the X6 M is faster around the Nürburgring Nordschleife faster than the last-generation M3 pretty much says all you need to know about its overall performance. BMW says the suspension tuning for the X5 M is slightly different due to weight and balance, but that it should prove just as capable as the X6 M.

But does anybody really need a Nürburgring-tuned, four-seat SUV in the first place? We’re not here to pass judgment, but we can tell you that if you want such a thing, the X6 M is the perfect choice.

The all-new BMW X1 has finally been officially revealed after a plethora of photographs were leaked into the web last night. Cutting to the chase, the X1 is BMW’s new entry-level SUV model slotting right under the X6, X5 and X3. It will arrive at European showrooms this fall rivaling high-end versions of the Toyota RAV4, Honda CR-V and Volkswagen Tiguan compact SUVs while BMW has also confirmed that the X1 will be offered in the States from 2011.

f BMW’s latest SUV/SAV looks familiar to you, it’s no surprise as the X1 was shown in pre-production form at last year’s Paris auto show under the ConceptX1 moniker. Compared to the X3′s fussy styling, a more streamlined look has been adopted for the X1 that incorporates flatter surfaces and tauter forms. We’re still trying to get used to that large snout, but we’ll wait to see the car up close for our final judgment (don’t expect us to fall in love…).

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In keeping with the special edition theme that seems to pervade the German car industry these days, BMW has announced that it will be releasing a quartet of M3 Coupes dubbed ‘M3 Edition Models.’ Available in four body colors with matching interior designs and a special features that include new light-alloy wheels and an even lower chassis, the M3 Edition Models will go on sale worldwide this summer with production limited to just six months. Depending on the respective Edition model, the body comes either in Alpine White Non-Metallic, Black Non-Metallic, Dakar Yellow Non-Metallic or Monte Carlo Blue Metallic.

Unique exterior features include the black finish on the openings on the engine compartment lid and the exterior mirror caps while the BMW kidney grille, the side gills and the dual tailpipes on the exhaust system come in dark eloxy-plated chrome.

The M3 Edition Models rides on 19-inch forged M light-alloy rims in double-spoke design that are available either in black or in the classic rim color. Furthermore, on the Alpine White, Black and Monte Carlo Blue models, BMW offers the same rims in a special white contrasting color with polished spokes.

BMW has also upped the M3 Coupe’s interior. All models come with black leather seats feature contrasting seams (white on the Alpine White and Black models, yellow on the Dakar Yellow and blue on the Monte Carlo Blue) as well as vertical trim stripes on the upper section of the backrest and at the front of the legrest.

Same goes for the leather/ plastic trim on the center armrest, the center console and the armrests on the door panels. The entry trim bars in Checkered Flag Design bearing the “M3″ model designation round up the interior upgrades.

The special edition M3 Coupe models also come with a sportier suspension set up that lowers the entire body by 10 millimeters or 0.4-inches. Other than that, there are no other mechanical changes with the M3 Edition Models holding on to the 4.0-liter V8 engine that produces 420HP with power being transferred to the rear wheels either through the standard six-speed manual gearbox or via the optional M double-clutch seven-speed gearbox. As a reminder, the manual version goes from 0 to 100km/h (62mph) in 4.8 seconds while the twin-clutch gearbox model in 4.6 seconds.

So much for BMW’s preparations to take the wraps off the production-ready 5-Series Gran Turismo this upcoming weekend. Following an earlier leak this morning, a string of photos made their way around the internet revealing the controversial model in detail. As anticipated, the 5-Series GT has remained faithful to the concept car that was previewed for the first time at the Geneva motor show in March. To put it bluntly, the GT is quite possibly, one of the most weirdest cars ever produced by BMW. First of all, it’s no Gran Turismo, at least not in the way we think of GTs.

What we see as an outlandish fusion of bits and pieces from sedans, station wagons, fastbacks, coupes, MPVs, SUVs and bulgy buttocks, the Bavarian automaker views as a SAV which is short for ‘Sport Activity Vehicle’ – yes, something in the likes of an X6 saloon. The 5-Series GT supposedly blends the sporty shape of a fastback with the elevated seating position of an SUV, the cargo-hauling versatility of an MPV and the roominess of a 7-Series. Go figure.

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Each country makes its specific contribution to automotive greatness: Germany, for example, has the autobahn, where unlimited speed still rules. But with gasoline prices approaching the equivalent of $7.50 a gallon and more, it’s no wonder that fuel-sipping technologies such as BMW’s “efficient dynamics” are all the rage. This is where other markets, such as the U.S. or Asia, come in. They don’t have much to offer in terms of high-speed, long-distance cruising, but thanks to status-conscious customers, ultra-powerful V-12 engines are in sufficient demand to warrant constant updates.

Huffing and Puffing

“We need a V-12 mainly for Asian and American customers,” confirms a BMW engineer. And so, the Shanghai auto show will see BMW launch a new V-12 version of the new-for-2009 7-series. The 2010 760i and the long-wheelbase 760Li are powered by an all-aluminum, direct-injected 6.0-liter V-12, which, unlike its 439-hp predecessor, is force-fed by two turbochargers. The two compressors are placed in a conventional manner outside the cylinder banks, each feeding six cylinders. Output for the new engine is 536 hp at 5250 rpm, while 553 lb-ft of torque is available from as low as 1500 rpm.

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