Globe Drive

Super-powerful, but a fuel-saving hybrid powertrain. Practical four doors, but constrained rear headroom and cargo space. Sophisticated styling, but basically identical with much-cheaper X6 models. A performance vehicle, made luxuriously silent.

There may have never been as many dichotomies inherent in one vehicle as in the BMW X6 ActiveHybrid.

“This vehicle will fundamentally change the view of hybrid vehicles,” said Peter Tunnermann, the X6 hybrid's project director, at the vehicle's international launch in Miami, just weeks before the car is to go on sale in Canada in mid-December.

This is the first hybrid BMW will sell in North America, and the first full hybrid it has introduced to the world (a mild hybrid 7-Series is on sale in Europe now, and coming here in the spring).

That “full” hybrid designation for the X6 means it can travel along on only electric power, temporarily emitting nothing from the tailpipe, not only from a start but at speeds up to about 60 km/h as well. Mild hybrids give the internal combustion engine a kick in the pants of electric boost, but the electric juice is never enough to motivate the vehicle on its own.

The X6 ActiveHybrid is also the first result for BMW of its collaboration with Daimler, Chrysler and GM on the two-mode hybrid system. If you're wondering why BMW is just now starting to introduce products with this advanced two-mode system, while GM came out with it in 2007, it's because GM initiated the project and then brought in partners along the way to help fund the necessary advanced research, said Martin Engelmann, the X6 hybrid's powertrain manager.

“GM had a good idea, then they contacted Chrysler, who were linked up with Daimler at the time,” he said, noting that BMW then had to tune all the transmission components to work on a different engine and with BMW customers in mind. “We joined the party relatively late.”

That engine is now the most powerful gas-electric hybrid engine in a passenger vehicle, boasting a maximum output of 480 hp and 575 lb-ft of torque, thanks to two electric motors, and the same twin-turbo 4.4-litre V-8 under the hood of the regular X6 V-8 (xDrive50i).

The X6 ActiveHybrid can run up to 100 km/h from rest in 5.6 seconds, according to BMW figures, still a good second slower than the M versions of the X6 and X5, but notably quicker than the 6.9 seconds promised for the X6 xDrive50i.

But so far hybrid buyers have not been interested in performance – as Honda execs still smarting from the market smack-down the more powerful Accord hybrid took will tell you – making this a very risky move on BMW's part. You'd think BMW buyers would be more into performance than Accord consumers, but as the first performance luxury hybrid crossover on the road, BMW is wading into uncharted market waters.

Official Canadian fuel economy numbers for the X6 ActiveHybrid are not yet available, but the very useful U.S. government fueleconomy.gov site lists it at 13.8 L/100 km city/12.4 highway, which combines for a 13.1 average.

If you're comparing this to other high-performance SUVs, whose average figures approach 20 L/100 km, the X6 hybrid is remarkably efficient. But compared to these heavy drinkers, so is pretty much everything else on the road.

If you instead compare it to other luxury hybrid SUVs such as the Lexus RX 450h and even the full-size Cadillac Escalade two-mode, at 8.1 and 10.7 averages, respectively, it doesn't look so efficient.

The X6 hybrid's price – which BMW Canada say will come in just under 100 grand, or right about where the speedier X6 M sits – also makes it difficult to predict which vehicles buyers will cross-shop. That's the price territory of the fleetest Porsche Cayenne Turbos and Mercedes-Benz ML 63 AMG, but also of the much more sedate Escalade hybrid. It's also a big jump higher than the much-more-frugal diesel luxury SUVs now hitting the market.

On looks alone, the X6 ActiveHybrid presents an undeniably charming silhouette, oozing sophistication and sportiness, with a roof height 8.6 cm lower than the boxier X5 it's based on. But the dramatically sloping roof cuts into cargo space and rear seat headroom. Cargo space is also diminished by the second hybrid battery that lies under the floor, removing some under-floor storage.

The hybrid is also virtually identical to the base X6 – it has slightly different wheels and a couple of hybrid exterior markings – while the hybrid achieves only slightly better overall fuel economy than the base inline-six (an overall average of 13.1 L/100 km versus 13.8). So don't think you'll be making up much of the $35,000 or so price difference between the two in fuel savings.

There are more noticeable differences inside, where the hybrid's tachometer integrates an electric boost gauge to show you the batteries' charge, as well as how much juice your right foot is demanding from them. Depending on the state of the battery charge, you may or may not hear the engine upon hitting the start button – we did in the morning, but not for the rest of the day, after a few photo stops in muggy 29-Celsius temperatures.

The driver's perch is a very comfortable place, with nicely supportive armrests on both sides that allow you grip the wheel at a proper 9 and 3 o'clock position, but also give you room to move the wheel quickly if needed without interfering. The latest-generation iDrive is much easier to use, thanks mainly to menu buttons surrounding the controller knob.

Some of that comfort was negated by the run-flat tires and firm suspension tuning, although our traffic-heavy route was remarkably devoid of curves in which to sample its handling prowess.

Like most full hybrids, the car is eerily silent at idle and at up to 20 km/h or so with normal driving, when it's powered by electricity only.

After burning more patience than fuel on a few slow rolling starts, trying to coax the silent and gas-free mode up to BMW's claimed 60 km/h maximum, the highest I achieved was 40 km/h – and that was with no radio, air conditioning or fan.

Engelmann criticized my technique and suggested that I accelerate normally, but then lift off the gas totally when I didn't need the thrust, which is more often than you'd think. Not sure if I actually hit 60 doing this, but I did come a lot closer, and it shifts your driving technique closer to that of a bicyclist, where momentum becomes paramount, and you curse every stop sign and red light.

This mental shifting almost makes one guilty when unleashing all 480 hp at once, although the hybrid system may also help ease some consciences about occasionally enjoying this prodigious power.

Ironically, that's what the BMW X6 ActiveHybrid may be all about: saving more litres of green guilt than fuel. It offers an intriguing mix of style, comfort, practicality and sophistication, but it also makes a base X6 with a regular six seem like quite the screaming bargain.

2010 BMW X6 ACTIVEHYBRID

Type: Performance luxury hybrid sport-utility fastback

Base price: (estimated) $99,990

Engine: 4.4-litre, twin-turbo, direct-injection V-8, DOHC plus two electric motors

Horsepower/torque: 480 hp/ 575 lb-ft

Transmission: CVT

Drive: All-wheel-drive

Fuel economy (litres/100 km): (estimated) 13.8 city/12.4 highway; premium recommended

Alternatives: Acura ZDX, Lexus RX 450h, Mercedes-Benz ML63 AMG, Porsche Cayenne Turbo

Like

• Smooth and plentiful power at any rpm
• Stylish looks
• Comfortable interior seats and polished appointments
• Latest-generation iDrive much easier to use
• Mid-size SUV V6-like fuel economy from a turbo V-8

Don't like

• View out the rear is limited by small rear window
• Not very fuel efficient overall, for a hybrid especially, unless you compare it to similarly powerful SUVs
• Limited rear headroom for those 5-foot-10 and taller
• Already-constricted cargo area sacrifices some under-floor storage for a hybrid battery
• Ride from run-flat tires can be harsh

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