In July, we brought you the news of the BMW 1 Series Coupe, a car that was reminiscent of BMW’s legendary 2002 sport sedan. Now, we’re excited to say that BMW just announced the 1 Series Convertible. This compact Ultimate Driving Machine will be built on a rear-drive chassis with an inline-6 engine and will go on sale in 2008.

There will be two engine options for the 1 Series Convertible. The 128i Convertible (like the 128i coupe) will be powered by BMW’s 3.0-liter inline-6, which produces 230hp and 200 lb-ft of torque and, like its sibling, the 1 Series Coupe, it will feature Valvetronic valvetrain management and the other core element of BMW’s EfficientDynamics, the aluminum/magnesium cylinder block construction.

The 135i Convertible, (like the 135i Coupe) will feature BMW’s twin-turbocharged 3.0 inline-6, producing 300hp and 300 lb-ft of torque for as low as 1,400 rpm. Because of its direct piezo gasoline injects, the twin low-mass turbochargers, and the air-to-air intercooler, you can get optimum performance and economy without loss in engine response. The 135i convertible will go 0-62 in 5.6 sections, but is electronically governed to a top speed of 155mph.

Performance-wise, the 1 Series Convertible also features the same front suspension of the 1 Series Coupe, the aluminum double-pivot front suspension n and a five-link fully independent rear suspension in lightweight steel. Standard BMW Dynamic Stability Control (DSC) includes the Dynamic Traction Control (DTC) function that provides electronic intervention to prevent loss of vehicle control but at a higher threshold before activation. However, both DTC and DSC can be disabled. The BMW-exclusive Active Steering is also available.

Now those with convertibles know opening/closing a convertible top can be cumbersome, but that is not true of the1 Series Convertible. In only 22 seconds, the top can be opened or closed and get this: it can be done while moving at up to 25mph. The standard soft-top comes in black or taupe but the optional Moonlight Black version, unique to the 1 Series Convertible, is also available. The Moonlight Black option comprised of interwoven shiny metallic fibers that produces a shimmery metal silver appearance in sunlight. The 1 Series Convertible will come in nine colors, including the exclusive Cashmere Silver Metallic.

Much of the styling of the 1 Series Convertible is the same as its 1 Series Coupe sibling, like the signature kidney-shaped grille, front skirt, rear skirt, and doorsills. But, the 1 Series Convertible has a flared shoulder line that runs parallel to the road (from the hood past the A pillar to the trunk lid), giving the impression of a boat deck. In the 135i convertible, there is an additional spoiler lip that provides greater downforce on the rear at high speeds.

The interior standard upholstery is the Leatherette, both sporty and comfortable. The Leatherette also covers the option sports bucket seats in the optional Sports Package. However, you can go with the optional Boston leather that incorporates BMW’s Sun Reflective Technology where the sun’s ultraviolet rays are mitigated by the pigments that were worked into the upholstery. The results mean that the heating of the seats and armrests are about 20 degrees Fahrenheit below comparable leather interiors. With the top down, there is still room for two golf bags to fit in the trunk. There is also an extra optional large storage bag that extends into the passenger compartment that can fit two snowboards or a golf bag while keeping the upholstery clean. The passengers also have access into the storage bag from where they sit thanks to the zippered opening.

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To make the 1 Series Coupe even more desirable, the climate-control system has an additional convertible mode designed for top-down conditions. The three standard modes of gentle, medium, and intensive, react to interior sensors while the convertible mode reacts less to interior temperature and more to the exterior temperature and sunlight factors to establish the intensity of the ventilation. Turbulence with the top down can be reduced by an available wind deflector that can be affixed to the sides of the car with a few adjustments.

Like other BMWs, you can choose optional features like the navigation system with iDrive, HD radio, SIRIUS satellite radio, Bluetooth, the Premium Sound system, and an USB port for easy and simple connection of a MP3 player (and iPod or iPhone); an auxiliary input jack comes standard. The latest version if iDrive become a bit more user-friendly. It is now equipped with six Programmable Memory keys that allow the driver to program frequently used functions like phone numbers, radio stations, and navigation destinations. The buttons are touch-sensitive so you can preview the choice on the iDrive screen before the button is fully depressed and the command activated. The1 Series Convertible will feature the BMW Ultimate Service that includes the BMW Maintenance Program, roadside Assistance, and New Vehicle Limited Warranty.

The 1 Series Convertible also took safety into consideration and comes with crash-optimized seats with specially padded headrests and backrests that are designed to reduce the risk of injury when rear-ended. It also comes with a rollover sensor. Once the sensor recognizes the threat of a potential rollover, two roll bars extend in fractions of a second from the areas behind the rear headrests while simultaneously activating the seat-belt tensioners and head airbags.

Overall, this 1 Series Coupe seems like the answer for the buyer who wants the compact sporty, fun car but a car that is safe and still has some storage space or for the BMW enthusiast who is still missing the iconic 2002.

Another automotive category is now filled with offerings from Japan’s Big Three automakers. Nissan has finally introduced the production version of its brand-new compact SUV, the Rogue.

Nissan invited DC-area journalists to check out their newest offering in Baltimore, setting up a group ride with a handful of Rogues, commonly referred to as a ‘ride-and-drive,’ with historic Gettysburg, Pennsylvania as the destination. The usual protocol is to stay with the group, and to continue on the established route while sharing driving duties with another writer.

Roadfly was represented in both print and video, and we were able to snag one of the snazziest Rogues – a fully loaded SL with all-wheel-drive, electric “Indigo blue” paint and handsome light grey leather – for a two-man jaunt off the beaten path. We took a wrong turn somewhere while navigating the rural switchbacks of Maryland’s Carroll County, and found the Rogue a willing playmate for improvisation, conducting our road test as we struck towards Gettysburg.

Nissan has carved out a niche as a sportier, yet still mainstream alternative to Honda’s nerdy perfection and Toyota’s mass appeal. The Rogue is entirely consistent with that theme, and stacks up remarkably well against the CR-V and RAV4 while maintaining its own identity.

You can also watch the 2008 Nissan Rogue First Drive Video on YouTube.

The Rogue is based on Nissan’s Sentra compact, and that’s not a bad starting point for a crossover SUV with sporting pretensions. It weighs in at just 3533 lbs., which makes for a high degree of that elusive ‘tossability,’ especially considering the car’s place on the automotive landscape. Power is provided by the same 2.5-liter inline-four engine seen in other offerings like the base Altima, and the Rogue is rated at 170 horsepower at 6,000 rpm and 175 lb-ft of torque at 4,400 rpm. Although this trails the bigger V6s offered in some competitors, the Rogue’s sole engine choice makes more power than the competitors’ standard four-cylinder offerings.

That power is channeled through the continuously variable transmission (CVT) found in many Nissans, a unique feature that is the source of much pride for the automaker. It’s not perfect (I would have preferred a manual), but it is better than a conventional slushbox for a few reasons.

First is fuel economy. The EPA rates the Rogue at 21 mpg in the city and 26 on the highway, and Nissan advertises 27mpg for a 2WD model. Second is smoothness. The CVT is always adjusting, preventing the sluggishness and gear-hunting that plague conventional automatics. The CVT doesn’t feel like a normal transmission – there are no shift points that can be perceived by the driver. When you want to feel them, though, Nissan offers a ‘manual’ shift mode for the CVT, actuated by a pair of paddle shifters on the column. The transmission will simulate the shift points of six different ‘gears’ for a slightly more aggressive response.

The Rogue has a slightly different mission statement than its main competitors. Whereas the RAV4 tries to offer all things to all consumers (a 270-hp optional engine and a third row of seats as options), the Rogue is targeted at couples – either young, childless ones or older ones whose children have left home already. So there is no third row option, and some rear accommodations are basic, without even so much as a folding center armrest.

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Nissan is banking that the Rogue’s virtues – efficiency and a sprightly character – will outweigh the features it lacks. It does have a neat under-floor storage compartment in the rear, which pops up at the push of a button to reveal a cluster of netted compartments for holding the usual smaller bits of cargo. There are great storage options within reach of the driver – a gargantuan glove box with a removable divider, and a center armrest that is so deep, it will fit a couple bottles of water even with the removable organizer placed inside.

Considering that it’s Nissan’s first try at this vehicle, I think they have done a great job. The Roadfly team put a good chunk of miles on our test car in what amounted to one workday, and had no real complaints after prolonged seat time in its no-nonsense interior. With a starting MSRP of just $19,250 and a top end of less than $28K, it should pull a good amount of buyers desiring something a bit more organic and exciting than RAV4, CR-V, and the Saturn Vue.

You may remember the VW Touareg 2 from a little movie called The Bourne Ultimatum, but reality check: we aren’t bad-ass drivers like those in The Bourne Ultimatum. The ordinary driver is mostly likely using the Touareg 2 to haul families around or to off-road with friends, not to chase down targets.

We had the opportunity to take the Touareg 2 off-road, so check out our video and let us know if this is more your speed or if you would rather be in a high speed chase. We can tell you one thing: this VW impressed.

You can also watch the 2008 Volkswagen Touareg 2 Off Road Video on YouTube.

Much has been made of Lexus’ redesigned flagship sedan, especially the long-wheelbase version, the LS460L. Lexus’ decision to make a long-wheelbase model is a shot across the bow of the German trinity of luxury manufacturers, with Jaguar thrown in there for good measure. No longer content to be the best of the Japanese brands, Lexus is clearly setting its sights dead on the Mercedes-Benz S-Class, BMW 7-Series, Audi A8, and the Jaguar XJ. So when one of these huge sleds rolled into the Roadfly office, we were eager to see what all the fuss was about.

Most of said fuss was directed at the LS460L’s rear seats, which are on par with any of the aforementioned Q-ships. Roadfly staffers all but ignored the cabin, clamoring for a chance to act out their executive fantasies. There’s plenty of room for that, and whatever else you want to do. The “L” signifies a five-inch increase in the LS460’s wheelbase, which translates into a truly cavernous amount of legroom. Shoulder room and headroom are unchanged from the regular-wheelbase model, but the additional floor space feels like an acre.

Our LS460L was equipped with a few extra baubles to make the rear seat an even more comfortable, exclusive hangout. The Luxury Package is the first upgrade on the options sheet. It brought us a leather upgrade and a faux-suede headliner for increased aesthetic and tactile appeal. There’s also more coddling involved, with the inclusion of “Climate-Comfort Rear Seats,” controlled by knobs in the fold-down armrest. These seats not only heat and cool, but also have a power reclining function. It’s not quite your grandpa’s La-Z-Boy, but it’s enough to make your chauffeured commute home that much more sumptuous. Not to mention safer, as the Luxury Package also adds rear-seat side airbags to the LS460L’s list of charms.

The coddling continues with the “Rear Seat Upgrade Package,” which includes a four-zone climate control system with an air purifier, as well as a “rear-seat cool box” hidden behind the rear armrest where you’d normally find a pass-through to the trunk. It’s too small to keep a bottle of Krug on ice for those impromptu hostile-takeover celebrations, but it will certainly cool a few beer cans. To keep the passengers cool and away from prying eyes, our LS460L also had five sunshades for the rear seat – one for the rear windshield, and one for each pane of glass aft of the B-pillar. These features can be controlled from the front, or, as undignified as it sounds, by the manual labor of the tycoon in the rear.

Enough about the passengers. How is the LS460L as a driver’s car? The answer is, surprisingly capable and shockingly involving. Once our road test editor and our publisher had both taken their turn behind the wheel, their opinions were identical. The aim Lexus has taken at the German uber-sedans, particularly the one wearing the three-pointed star, is dead-on.

Roadfly tested Mercedes’ top-of-the-line sedan (the S550) and coupe (CL550) not long before we got the Lexus, so we know what German V8 excellence feels like. And let us be crystal clear: if we were blindfolded and put behind the wheel of both the Lexus and the Benz, we wouldn’t be able to tell the difference. Time was that Japanese cars lagged behind their German inspirations in sensory and tactile areas. No more. The Lexus has a 4.6-liter V8, which, despite being almost a full liter smaller than the Merc’s engine, produces almost identical power (380 horsepower for the Lexus vs. 382 for the Benz) and only slightly less torque (367 vs. 391). That torque is delivered in the same alacritous swell that makes the Benz so impressive, with the same creamy growl and warp-speed stability. The Lexus’s transmission even bests the Benz’s 7-speed automatic, claiming sole bragging rights by adding another gear. Yes, that’s right. Eight speeds. With gears this short, the Lexus rips through the meat of its power band with unparalleled ruthlessness, and the rush is never more than a downshift away.

Brakes on the LS460L are outstanding, and standing on the pedal – just to see what will happen – is just as much of a thrill as stomping the gas (which, if traction control is turned off, will enable you to decorate the road with as much rubber as you want). The LS460L really is that good. Handling on our test car was rock-solid, if not razor-sharp, but that’s probably due to the longer wheelbase.

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In addition to its gearbox hegemony, the LS460L establishes bragging rights in another area. By now you have doubtless heard about the Lexus’ industry-first self-parking system, called “Intuitive Parking Assist.” It might be a bit of a stretch to call it intuitive, but it is very neat. The system utilizes the LS460L’s rear-view camera (a standard item), and gives you a little box that shows you where the car will end up. You drag the box with your fingers, but you can’t put the car just anywhere. Only when the box goes green can you select your destination. Then, just modulate the brake pedal, and the car will do the rest.

It’s truly a spooky feeling when the LS460L begins to move backward, accompanied by a ghostly, automated spinning of the steering wheel. But once it’s set a course, the car does an admirable job of parking itself. Getting it there is a tad difficult, though. Too much undulation or unevenness in the pavement surface will cancel the parking assist, as will trying to get the car into spots below a certain size. Too much speed will also cancel the assist, so be careful to use the brakes carefully. As it stands now, the Intuitive Parking Assist is entirely superfluous; you can do a better job on your own. But Lexus now has a leg up on the competition, and in a decade when every luxury car from the First World has their own self-park system, Lexus can look back and say it was the first.

For that reason, among many others, the LS460L has secured for itself a unique toehold in automotive history. 2007 will be remembered as the year when the Japanese looked the Germans in the eye for the first time. We’re excited about what this means for the future of motoring, but for right now you can go and snatch up a piece of history for a starting price of just $71,000 for an LS460L. Optioned up the way ours was, you’ll have to pony up nearly $81,000. That is certainly S-class territory, but that’s the price of being every bit as good as the German offerings. The LS still has a little ground to make up in the aesthetic department (the S-class still has nicer window switches), but other than that, the gap has been completely closed.

With it’s coupe inspired styling the all new 2008 Infiniti EX creates an all new SUV segment. Born is the all-wheel-drive, four door, SUV Coupe. It’s smaller, sportier, more luxurious, and… stylish!

Enjoy some of the newest photos of the Infiniti EX. We have “around view” monitor, scratch shield, and self repairing paint pictures coming soon! Stay tuned.

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Jaguar has introduced its much-anticipated XF, the all-new replacement for its mid-lineup S-Type sedan. The production version is more subdued than the concept car shown at this year’s Detroit Auto Show, especially the front fascia and headlights, which are more mainstream and less Aston Martin-like.

The concept’s visual effect has been mostly preserved at the rear of the car, with short overhangs that hint at its sporting intentions.

While we wish that more of the concept’s aggressiveness had carried over, the production XF is miles ahead of the current S-Type in terms of styling. Jaguar’s Design Chief Ian Callum is embarking on an effort to modernize the Jag sedan lineup, which is at the moment comprised of gorgeously retro cars with a strong emphasis on tradition.

The XF will compete with mid-level offerings from other European manufacturers (mainly the BMW 5 Series, Mercedes-Benz E-Class, and Audi A6), and will offer comparable performance, with elevated aesthetics and luxury. The XF press release makes much of the fact that the car will have lower decibel levels than its nearest competitor, the 5-Series.

The XF’s interior is awash in what Jaguar calls “modern luxury.” As silly as marketing-speak is sometimes, this phrase is appropriate. Brushed aluminum and satin surfaces contrast with any of three wood trim choices, and Jaguar boasts that the XF features more forestry than any of its cars since the MK II saloon of the 1960’s.

Jaguar has really gone the extra mile in kicking this car into the 21st century, with a generous helping of mood lighting. Yes, mood lighting. The press release claims that the “phosphor blue” hue will soothe the driver and won’t clash with the car’s indicator lights (which illuminate in red, green, and yellow). We’re betting that the phosphor blue will be a bigger hit with younger customers than old, and we’re also betting that that’s just the way Jaguar wants it. The lights are used for a halo effect around operational buttons, and to illuminate door-mounted switches and the center console.

That halo effect also rings the new, much-anticipated transmission debuting in the XF. Jaguar, in a nod to tradition, held onto its distinctive “J-gate” shifter for what some would consider too long. Now, they have leap-frogged into the future, with a gorgeous chrome rotary-style button for gear selection. The knob itself is recessed into the console, until you hit the start button – then it pops up to provide access. Turn the knob, and your gear choice (P R N D L) will be illuminated. There is a manual mode, which is controlled with paddle shifters on the steering wheel.

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That transmission will put down power with several engines. No, the 2.7-liter turbocharged diesel V6 won’t find its way to the United States, but the 3.0-liter gasoline V6 will. The all-aluminum unit develops 240hp and 221 lb-ft of torque, with 80 percent of that being available at just 1500 rpm. Excellent stuff, but we’re a little perplexed at the decision not to include the rave-worthy 3.5-liter, 263hp V6 found in certain Ford and Lincoln products. Although if you want more power, there will be two V8s available: a naturally aspirated 4.2-liter unit making 300 horsepower and 310 lb-ft of torque, and a supercharged version with 420 horsepower and 408 lb-ft of torque.

Performance will be brisk. The 3.0 will get to 60 mph in 7.9 seconds and hit a top speed of 148 mph. The 4.2 will do sixty in 6.2 seconds and top out at 155 mph, while the supercharged V8 tops them all at 5.1 seconds and 155 mph.
The XF will come in three trim levels, which will look mostly identical in exterior appearance. It is slated to hit the market in spring of 2008, and we look forward to getting our paws on this very futuristic cat.

This third generation Audi A6 is still following in its family’s footsteps of success. Minor styling changes occured in the 2007 A6, but Audi knew what parts of the design heritage to keep (which turned out to be quite a bit). The A6 comes with a V6 that produces 255hp, a 6-speed automatic transmission, and tons of optional packages. After it is all said and done, i.e. adding packages like the “S-line” Sport Package which gets you 19″ alloys, the price comes to the $60,000 range. However, if you are looking for a bit of a change from the typical/standard “I’m doing better than you” midsized German sedan, the Audi A6 fits the bill.

Watch our 2007 Audi A6 Car Review Video for more on this elegant sedan.

You can also watch the 2007 Audi A6 Video on YouTube.

The second-generation A6 put Audi on the map, heralding the company’s arrival at the cutting edge of design. From 1997 to 2004, the A6 helped Audi establish a presence rivaling that of BMW and Mercedes in the driveways of affluent Americans, and yet another metallic-grey German midsize sedan was added to the “gotta-have-it” pantheon of American motoring.

Since then, Audi has skyrocketed, adding a dizzying array of vehicles to its lineup as it branched out into ever more niches, culminating in the launch of its mid-engined R8 supercar this year. The second A6 – code-named C5 – had a long run, spanning eight years of production with steady updates and a variety of engine choices, from small sixes to twin-turbo V8s.

So how does the new, third-generation A6 stack up against its standard-bearing predecessor? Well, Audi was smart enough not to tamper with a winning formula. Audi sets the bar pretty high for itself in the styling game, and somehow manages to top itself every time.

The new car, designated B6, is an evolution of the B5’s imposing profile. It’s instantly recognizable as an A6, and the “A-to-B” motoring crowd might not even notice the difference. But, as BMW did with the new X5, the A6’s strengths have been cranked up to eleven. It has the now-ubiquitous taller grille, and the squarish beltline has been emphasized even further. Otherwise, the silhouettes of the two generations are strikingly similar.

A more imposing look is complemented by larger wheel choices, one of which was fitted to our test car. Our A6 wore 19-inch deep-dish alloys with a BBS flavor to them, part of the “S-line” sport package. Incidentally, we became privy to the benefits of the A6’s wheel design through the misfortune of our video crew. During a running shot, the A6 struck a sewer grate on a parkway, seriously damaging the right-side tires and wheels. However, since the wheels are two-piece affairs, and only the lip was damaged, we are inclined to think it would be a much less expensive proposition to repair them. For the record, the car weathered the impact quite well, remaining maneuverable despite the sudden manifestation of golf ball-sized welts on two of its 19-inch Pirelli P- Zero Rosso tires.

You can also watch the 2007 Audi A6 Car Review Video on YouTube.

Until that inopportune event, the A6 had impressed staffers with a level of driving dynamics commensurate with its place in Audi’s lineup. Steering is sharp, although it takes a little getting used to. Most cars will more or less guide themselves back to center upon executing a turn of more than thirty degrees or so, but the A6 is more precise and can’t be ham-fisted – it will follow whatever path the wheel is on and must be guided in exacting fashion. After a few turns of overdoing it with too much turn-in, we adapted to the slow, deliberate style of movement that the A6 requires. Given that the Q7 we tested recently exhibited similar behavior, we’d assume it is somewhat of a family trait.

However, the most impressive thing about the A6 was its trunk. Yes, the trunk. We were able to stuff our road test editor in there without inconveniencing him too much (although he is only five-foot-six). It’s not extraordinarily wide, but it is almost unfathomably deep. It had that jaw-dropping, goofy shock value that is usually elicited by stupendous acceleration or a magical engine note. Really, it’s that big. The rear seats also fold down to form a vast slope of carpeted acreage. Barkley, our lanky video man, complained about the rear seats being small, but the car can house four normally sized adults comfortably. It’s an incredible machine for a family of that size, or for a couple that routinely carries other twosomes.

The rest of the A6 isn’t too shabby either. The 3.2-liter V6 is a version of the proven mill that resides in almost every Volkswagen and Audi product. Here it produces 255 horsepower and 243 pound-feet of torque. We didn’t test the A6’s 0-60 time, but we estimate it to be eight seconds or less. Midrange acceleration is good, and the engine does make enough noise when pushed that the A6 leaves a sportier impression than some of its leisurely-performing six-cylinder predecessors.

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As with the Q7 (or any other German car), the purchase of an A6 requires an open-minded perusal of the options list. Our test car started at $45,100, but shot up to sixty with the addition of four packages (Technology, S-line, Convenience, and Premium), as well as a few assorted a la carte options like sport seats, premium leather, and upgraded paint. If you’re looking at Audi products to begin with, we’ll assume that you’re more Robb Report than Consumer Reports. Therefore, you won’t bat an eye at what it will cost to outfit what is already a very elegant and distinctive sedan.

The MAZDASPEED3 lived up to its name when our publisher, Charlie Romero, took it out at Pocono Raceway. The SPEED3 comes with a 2.3L direct-injected turbo engine that produces 263hp. The Sport package starts at $22,935 and the Grand Touring package at $24,650. If you are in the market for a FWD sport compact make sure you put the MAZDASPEED3 on your shopping list.

Check out Mazda’s very stylish and very fast MAZDASPEED3 on the track:

You can also watch the MAZDASPEED3 Video on YouTube.

Charlie Romero recently had the opportunity to test drive the 2007 BMW Alpina B7 at Pocono Raceway. The 4.4L supercharged V8 handled like a sports car, despite its large size. Priced around $120,000, the B7 may not be affordable for everyone, but with the sexy Alpina styling, 500hp, 21” wheels, and a 0-60 time at 4.8 seconds, who could resist?

Watch the BMW Alpina B7 take on Pocono Raceway and let us know what you think:

You can also watch the Alpina B7 Video on YouTube.

To discuss the B7, check out the 7 Series forum.

Roadfly.com is bringing you a photo montage video with commentary of the BMW X6 Concept which was just unveiled at the Frankfurt Auto Show. The aggressive look of the X6 represents a new segment in the BMW family: the Sports Activity Coupe. The X6 Concept is the perfect combination of sport and elegance.

Have a first look at BMW’s X6 Concept.

You can also watch the BMW X6 Concept Preview at YouTube.

To discuss the new X6 Concept, check out the new X6 Forum.

If you have a hard time choosing between a fun, sporty car or the more practical SUV/SAV, then BMW’s Concept X6 is the perfect new vehicle for you. Debuting this week at the 2007 Frankfurt Auto Show, the Concept X6 is the world’s first Sports Activity Coupe, a perfect combination of sport and elegance. For the BMW lovers who are used to hearing Sports Activity Vehicle, your hearing does not need to be checked because I did indeed say “Sports Activity Coupe”.

The BMW Concept X6 combines the Dynamic Performance Control with BMW’s xDrive AWD technology. Dynamic Performance Control (made possible because of the unique chassis and suspension innovation) spreads out drive forces, feeding a varying degree of power whenever required to the two rear wheels. The Dynamic Performance Control provides both stabilizing effects under power and with an overrun engine.

While this is a concept vehicle, there is still plenty of BMW DNA in the Concept X6 from the BMW kidney grille with dual round headlights cut away at the side to the Hofmeister kink (the line at the bottom of the C-pillar). Chrome accents also show up around the windows, sill trim, slats, and tailpipes. New to BMW’s innovative designs are the exterior mirrors that are made up of two units with a white-glistening strip of lights between the lower unit finished in body color and an aluminum mirror cap. Customized 21” light-alloy rims with a Y-spoke design are also debuting on the Concept X6.

You can also watch the BMW X6 Concept Preview at YouTube.

The BMW Concept X6 boasts a powerful presence with the long line of the hood, a short front overhang, a long rear overhang, and a long wheel base. The exterior is also an interaction between convex and concave surfaces. The exhaust tailpipes, which are positioned far on either side, and the horizontal lines of the Concept X6 accentuate the wide track of the vehicle. The wheel arches that house the custom-designed 21” wheels appear almost square in their contours, adding more style and character to the Concept X6. For added protection, the underfloor protection for the front and rear are made of milled aluminum.

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The photos do the new BMW Concept X6 more justice than words, so browse our photo galleries and let us know what you think.

Stay tuned for more info on pricing, interior options, and performance features as it comes out.