For starters, the BMW M6 Gran Coupe is the BMWs M division's latest model. It is also third in what is now an extended range of dedicated M6 models, following the second-generation coupe and first-generation convertible launched last year.
You’ll recognize the mechanical recipe: There’s the same twin-turbo 4.4-liter V8 gasoline engine and seven-speed dual-clutch gearbox first unveiled in the fifth-generation M5 back in 2011. Power is up 108 hp to 560 and torque up 22 lb-ft to 500 over the less heavily tuned twin-turbo 4.4-liter V8 used in the 650i, until now the fastest 6-series Gran Coupe on sale in North America.
Like the M5 the Gran Coupe has a four door body made of aluminum, composite plastic and steel. It seats four.
The M6 Gran Coupe is distinguished from standard 6-series Gran Coupes by a deeper front bumper with big cooling ducts, adaptive headlamps and wider front-wheel arches. Wheels are 20 inches in diameter -- 9.5 inches wide up front, 10.5 inches rear, shod with standard 265/35 and 295/30 profile tires.
At 4,133 pounds, it’s 11 pounds heavier than an M5 but is 0.1 second faster to 62 mph. Top speed is limited to 155 mph, but you can have it extended to 190 mph as part of an optional driver’s package. Who wouldn’t? …
A full-throttle autobahn run near Munich revealed the latest M has no trouble reaching dizzying heights when the conditions permit. The engine’s spectacular on-boost qualities combine with terrific straight-line stability to make it a formidable high-speed cruiser. The suspension is sufficiently compliant to ensure acceptable comfort levels even in sport-plus mode.
For a car more than 197 inches long, it is agile on more challenging roads. It steers accurately, though without enough feedback. In sport and sport-plus modes, the damping is sufficiently firm to ensure taut body control when you’re carrying big speed through corners. The chassis, largely shared with the M5, provides a degree of delicacy to the handling -- rare in this segment.
To please U.S. buyers -- BMW M boss Friedrich Nitschke predicts the U.S. will be the new car’s biggest market -- the M6 Gran Coupe receives slightly more comfort-orientated chassis settings than the M5. At moderate speeds, you can choose comfort mode wherein engine mapping, gearbox, steering and damping are placed in a much more relaxed state. So configured, the M6 Gran Coupe proves effortless, refined and -- for a car flaunting the legendary M badge -- compliant. The only thing disturbing the calm is the uncomfortable exhaust drone at constant mid-level throttle.
The M6 Gran Coupe’s breadth of abilities is extraordinary. If you want supercar performance with everyday usability, it will appeal to you. Traditionalists might see the M5 as BMW’s performance car of choice, even if it is less cosseting. If that M5 isn’t stylish enough, though, try the M6 Gran Coupe.
Like the M5 the Gran Coupe has a four door body made of aluminum, composite plastic and steel. It seats four.
The M6 Gran Coupe is distinguished from standard 6-series Gran Coupes by a deeper front bumper with big cooling ducts, adaptive headlamps and wider front-wheel arches. Wheels are 20 inches in diameter -- 9.5 inches wide up front, 10.5 inches rear, shod with standard 265/35 and 295/30 profile tires.
At 4,133 pounds, it’s 11 pounds heavier than an M5 but is 0.1 second faster to 62 mph. Top speed is limited to 155 mph, but you can have it extended to 190 mph as part of an optional driver’s package. Who wouldn’t? …
A full-throttle autobahn run near Munich revealed the latest M has no trouble reaching dizzying heights when the conditions permit. The engine’s spectacular on-boost qualities combine with terrific straight-line stability to make it a formidable high-speed cruiser. The suspension is sufficiently compliant to ensure acceptable comfort levels even in sport-plus mode.
For a car more than 197 inches long, it is agile on more challenging roads. It steers accurately, though without enough feedback. In sport and sport-plus modes, the damping is sufficiently firm to ensure taut body control when you’re carrying big speed through corners. The chassis, largely shared with the M5, provides a degree of delicacy to the handling -- rare in this segment.
To please U.S. buyers -- BMW M boss Friedrich Nitschke predicts the U.S. will be the new car’s biggest market -- the M6 Gran Coupe receives slightly more comfort-orientated chassis settings than the M5. At moderate speeds, you can choose comfort mode wherein engine mapping, gearbox, steering and damping are placed in a much more relaxed state. So configured, the M6 Gran Coupe proves effortless, refined and -- for a car flaunting the legendary M badge -- compliant. The only thing disturbing the calm is the uncomfortable exhaust drone at constant mid-level throttle.
The M6 Gran Coupe’s breadth of abilities is extraordinary. If you want supercar performance with everyday usability, it will appeal to you. Traditionalists might see the M5 as BMW’s performance car of choice, even if it is less cosseting. If that M5 isn’t stylish enough, though, try the M6 Gran Coupe.
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