Note the deeper front spoiler and bigger airdams to feed two-section high performance radiator. Flaps on front airdam also reduce lift on the axle.
When we first drove the M5 saloon, we just about ran out of superlatives to describe the colossal performance of the fastest-ever 5-Series. 'Truly astounding' and 'supercar' figured prominently, so it was with great expectation that we strapped ourselves into the M6 coupe. Which is lighter, has a lower centre of gravity and a shorter wheelbase than the giant-killing M5. The M6's headline figures are, though, near-identical to the M5's, with the V10 developing 500bhp at a stratospheric 7750rpm and 384lb ft of torque at an equally silly 6100rpm. This results in 0-62mph sprints of 4.6secs and a top speed, were the big coupe not limited to 155mph, of 205mph. As we said of the M5, this really is supercar territory.
BMW reckons it will sell about 300 M6s a year, so exclusivity is guaranteed. And with those sculpted sills, hugely aggressive quad tail pipes and gorgeous 19-inch wheels (which are unique to the M6), this is the best looking 6-Series by some margin. In fact, the most significant threat to the 80,000 M6's success is one of BMW's own making. Namely, it's the M5, which is more practical, just as quick in real terms and costs a whopping 20,000 less than the M6 Coupe. So, read on to find out whether BMW really has invested its latest supercoupe with 20k worth of 'specialness.'
<TABLE cellSpacing=0 cellPadding=0 width="90%" border=0><TBODY><TR><TD class=text11>That rear diffuser under the license plate helps direct airflow under the car to lower drag and increase downforce at the back. Handy at 205mph...</TD></TR></TBODY></TABLE>
No other production engine of this capacity develops max torque at such high revs - 383lb ft at 6100rpm, as you ask.
We've given the M6 an initial three-and-a-half stars, as we'll be watching closely to see how such a large-capacity high-revving engine deals with high mileage (and probably occasional abuse). This is, after all, an all-new engine from the ground up, and one that revs to a near-race-spec 8250rpm. Our money would be on the thoroughness of BMW engineering, though, and the company's continued excellent performance in customer surveys such as JD Power is equally encouraging. Elsewhere, perceived build quality in the feel and fit of the M6 is up to BMW's usual - though not guaranteed - high standards
This is the first carbon fibre roof to feature on a series production car. Beautiful in natural weave finish, it also lowers M6's centre of gravity. Which is good.
This really is a unique experience - that 5.0-litre V10 develops 500bhp at a high 7750rpm and maximum torque of 383lb ft, which peaks at an amazing 6100rpm. No other passenger-car production engine of this capacity in the world develops peak torque at anywhere near as many revs. Which partly explains why BMW has equipped the M6 (and M5) with a seven-ratio SMG sequential manual gearbox. More ratios means more opportunity to keep the engine on a high-rev boil, with the engine delivering its most magical moments between 5000 and 8000rpm.
There's a pretty big downside, though. The SMG can be operated in normal, automatic mode, but you won't want to do that because the shifts are slow and clumsy. The manual mode involves shifting either with the paddles mounted behind the steering wheel or the gearlever. The driver can select a shift mode that ranges from lazy and smooth, to sudden and brutal. To be honest, we couldn't find a happy medium, mainly because this gearbox just isn't intuitive in the way a good manual is. For us, this resulted in slightly less confidence through very high speed corners.
Absolutely no complaints about the steering feel and feedback, though. Light enough around town to make parking easy, yet firm and meaty once the roads open up and speeds rise, the steering inspires confidence, especially on really twisting B-roads. The grip available from those sticky 255/40 front, 285/35 rear tyres is excellent, too.
The M6 has a lower centre of gravity than the M5 saloon thanks to neat touches such as the carbon fibre roof, which looks sensational with its natural-weave finish. It's also a lighter car with a shorter wheelbase, and so should prove even more agile than the M5. Indeed, on a race track the M6 corners with virtually no body roll, especially when the most aggressive damper settings are selected. And while its ability to change direction belies its 1710kg bulk, the M6 does tend to understeer as it approaches the limit. With DSC (Dynamic Stability Control) switched off, the driver can deal with understeer by prompting the back end to step out, thereby tightening the cornering line. Which, we hasten to add, is not something that should be attempted outside the confines of a closed circuit.
The brakes are more than up to seriously press-on driving on the road, but heavy-duty use on the track will make the pedal go a bit soft. Stopping power remains deeply impressive even then, though.
In the end, the M6 is a beautifully balanced car that can maintain massive cross country speed, but one which remains a little remote, a little less engaging and involving than the best (for which, read Porsche). And the M6 badly needs a good manual shift.
As with the M5, the M6's default power output is 400bhp - you have to ask for the full 500bhp, which can be engaged by pressing the MDrive button on the steering wheel. Incidentally, this button also raises the DSC intervention level and alters the gearchange response time: think of it as the hooligan button.
With the full 500bhp dialled in, the M6 is shatteringly quick, getting to 62mph in just 4.6secs and, if it weren't electronically limited, on to a top speed of 205mph. And while this engine does pull well from 2500-3000rpm, the real magic is to be had from 5000rpm on. In this range, acceleration is fantastic, allowing the drive to contemplate open-road five-car overtaking manoeuvres with a good margin of safety. You also get the full-noise treatment - think of a dentist's drill transmitted through stadium-rock speakers with loads of bass and you'll get close to the effect. There's nothing else like it, and if the noise is inspiring from inside the car, the sound outside is as close as any production engine has come to an F1 soundtrack.
In its most aggressive setting, the gearbox deals with all this savage power with brutally punishing upchanges. It's effective, but you do have the sense that something will break if you do it too often. Likewise 'Launch Control', which is childish, pointless and utterly irresistible. It allows the driver to make tyre-smoking standing-starts without having to be a genius with the gearbox, throttle or clutch. You just punch a few buttons, nail the throttle flat and the car's software does the rest. It feels so very destructive but the fact is that Launch Control will not work unless the throttle pedal is flat to the floor. And that absolves the driver of any guilt over the thrashing being administered by the car's own computer. Sort of...
The 6-Series hasn't yet gone through Euro NCAP crash testing, but we would expect it to do very well here. Along with the improved agility that comes with any M-treatment, there are a range of active intervention systems to help rein the car in when conditions are slippery or when a corner is taken too quickly. This includes Dynamic Stability Control (DSC), which can be switched off for track days. Likewise, the M6's brakes have been uprated to cope with the car's extra performance - they're cross-drilled, ventilated units. The M6 also deploys seat belt force limiters and belt latch tensioners for the front seats. Along with driver and passenger dual-stage airbags, there is an Advanced Head Protection System (AHPS), which offers protection from intrusion into the cabin and splintering glass during side impacts and helps keep the seat occupants in place during a collision. There are also optional Adaptive Headlights, which direct the beam in sympathy with the direction of travel of the front wheels, allowing the driver to see through corners.
Few will be surprised to learn that the 80,000 M6 will be an expensive beast to maintain. Servicing that V10 engine won't be cheap, and nor will parts. Also, a car with this performance potential will be hard on consumables such as tyres and brake pads. Clutch wear could also be a factor in running costs and insurance will be the highest Group 20. BMW reckons, though, that the typical M6 customer will own 'various vehicles for various purposes'. So we can take it as read that an M6 owner won't be spooked by high running costs, which will include a real-world fuel consumption that's unlikely to top 15-16mpg. In that last case, range rather than cost is probably the more relevant issue - a hard-driven M6 is unlikely to deliver much more than 220 miles per 70-litre tankful, which isn't great.
On the upside, BMW reckons it will sell just 300 M6s per year, which will keep residual values high, certainly for the first couple of years.
The M6's EDC (Electronic Damper Control) system allows for three different program settings, Comfort, Normal and Sports. In Comfort setting, the ride is perfectly acceptable, smoothing away ruts and small bumps, while maintaining good body control. On Sport setting, the M6's cornering attitude flattens out even more, but the ride does become nervous, especially over broken surfaces. In Normal setting, the ride is still a tad on the nervous side, so we expect most owners will stick the setting in Comfort and leave it there.
Inside, the M6 sports aggressively bolstered seats, which do a fine job of keeping you planted during hard cornering. But as with the regular 6-Series coupe, the tight rear seats are very strictly for occasional use, especially for adults . And the infamous i-Drive makes an appearance in the M6, too. This menu-driven control system remains as labyrinthine and anti-intuitive as always. More usefully, a head-up display shows the car's speed, or if the MDrive button is pressed, speed, revs and gear number selected.
There are plenty of details that set the M6 cockpit apart from commoner 'Sixes. The instruments, for example, have black backgrounds with white numbers with needles in the usual BMW M Red. The M leather steering wheel is also a thick-rimmed affair, which feels quite good to hold. Also unique to the M6 is that MDrive button, which allows the driver to preset shift characteristics, alter EDC and DSC settings and dial up 'P500', which give the full plate of beans, power-wise.
http://www.channel4.com/4car/road-tests/B/bmw/m605-/m605-.html
