Hoovey689

iTrader: (16)

2013 BMW M6 Coupe

Gallery:
http://www.autoblog.com/photos/2013-...photo-5110144/

With the dust just settling on recent tests of the $113,995 BMW M6 convertible and the start of U.S. deliveries in late May, we now get to attack some traffic-free Spanish two-lanes and the 3.4-mile track at the Ascari Race Resort in the third-generation, or F12, BMW M6 coupe, which sells for the "discount" price of just $106,995.

Let's cut to the chase a bit: The M6 coupe is far more convincing as a big M car with this bi-turbo V8 powertrain than either the M6 convertible or M5 four-door.

Of these three 560-horsepower platform-sharing M cars, it's definitely this sleek coupe that takes home the prize on dynamics. It's some 65 pounds lighter than the M5 and almost 290 pounds lighter than the convertible M6, so just on those numbers, one would certainly hope for a crisper, more responsive road and track manner.

Almost as a way of driving home this chief difference between the intentions of the coupe and convertible, BMW dressed all of the M6 coupes we were testing in both the optional five-spoke 20-inch forged M wheels and big lightweight optional carbon ceramic brake discs. The convertibles on hand at this European drive event all had standard 19-inchers and compound discs. And thus the drop tops were not allowed on the track at all, and that felt right.


BMW is fully aware of the delicate balance it needs to strike with these big showpieces. Munich handed down orders a few years back that these new muscle beach Bimmers needed to err more on the everyday-driver grand touring side of the equation. They make buckets of profit on each unit sold and so they want to shift more units. Makes sense.

But have they lost something during the evolution of these cars? Though all M cars are closer to true passion than most Audi RS quattro setups, and Mercedes' AMG and Cadillac's V cars are right there with the BMWs, the latest M5 and M6 convertible have only slightly impressed us whereas the previous generation with its naturally aspirated 5.0-liter V10 just blew us away.

These days we can also see fit to mention the Jaguar XKR and XKR-S, Nissan GT-R, and even seriously throw in the Chevrolet Camaro ZL1 and Ford GT500 Shelby Mustang. When prior to this could we lump so many others in with the likes of a BMW M5 or M6? (If we testers and car fans everywhere are not loving all of this these days, then we're all hopelessly numb.)


With the E60 M5, the M treatment really saved the overly busy Chris Bangle design for the 5 Series sedan. That same argument can be made here with the F12 M6 coupe, which really benefits from filling out and pumping up versus the base 6 Series. With the carbon-fiber reinforced plastic roof adding a slick two-tone feel to the exterior and the roof's Zagato-esque double bubble form, the M6 coupe also wins in the aesthetics department versus its current siblings.

Between the M6's shorter 112.2-inch wheelbase versus the M5, slightly wider tracks, lower center of gravity, denser chassis bushings, and that lower weight, the M6 coupe did exactly what we wanted around a demanding track and on the equally demanding sweepers along the so-called "Ronda Road". There's a way to drive a heavier-set GT with buckets of turbocharged torque from low revs, and the M6 relishes the part.

In acceleration, the F12/F13 generation M6 models are a tenth of a second quicker than the V10-powered generation, coming in at 4.1 seconds in the coupe to get to 60 miles per hour while using launch control. With the two twin-scroll turbocharged V8, torque improves some 32 percent up to 502 pound-feet. The new gen does suffer in comparison with the older gen when distances reach a quarter mile or more, this being due to the rabid high-revving peak of the former M6 at over 8,000 rpm. Max revs here get to 7,200 rpm and max power hits between 6,000 and 7,000.


But it's while playing around in the wide meat of the rev cycle – literally from about 1,500 on up to nearly 7,000 revs – where we noticed the huge advantage of this new setup versus the former. The useable rev band in this M6 is essentially three times broader than anything the E63 M6 could approach. What you get is much more consistent behavior with amazing balance while aiming for a hot lap time, and practically not a hair out of place. Previously it took almost no effort at all from the right ankle to get the E63/E64 to wag a tail or smoke a tire.

But, again, BMW wants to make this mighty M6 more accessible to more premium sport buyers. So, here we are, pushing much harder and charting our weight transfer and curve approach with much more precision than previously was the case. We eventually nailed it and the fun and games took off from there.

To reel in all this weight – 4,244 pounds for the coupe – and hold the best line with the least roll, the 63.5-inch rear track rides on an axle whose support structure has been bolted directly to the chassis subframe. It helps in not only minimizing corner slop, but also makes hooking up with traction sooner a more reliable expectation. Before we were totally comfy on Ascari's 26 curves, we placed the Dynamic Stability Control system in M Drive Mode (a higher-threshold form of BMW's Dynamic Traction Control), the seven-speed double clutch transmission with Drivelogic in the second level (there are three) of the manual sport mode, and relied on the Active M locking rear differential. Configured so, the M6 coupe let us safely exceed the track surface's coefficient of friction all day long through its many transitions.

One other advantage with the M6 coupe is that it has a functional rear diffuser that helps the hardtop arrive at zero lift at higher speeds. The convertible has a certain amount of lift built in, but its rear diffuser, while good looking, is primarily cosmetic.


For years, even BMW's M division handed us the line that the single-piston floating caliper brakeset with compound discs was the way to go. And then they would always bring the cars to a track, hand them to us, and we would come to the pits after a few laps with copious notes regarding brake fade. This has changed at last. The standard blue front calipers are now fixed units and have six mighty pistons to better stop us with. Over about ten heated laps in high desert heat, the difference in braking precision was clearly felt. The track cars had the huge ceramic platters, and the front caliper is a bigger unit in gold with six pistons, but even the standard set on the heavy convertibles is a big improvement. Those carbon ceramic discs, however, will not be made available until early Spring 2013.

Inside the cockpit, the M sport seats are standard and much improved as well, while M multi-function seats are optional. Again, we had the standard units in the on-road convertible while the track-happy coupe had the optional thrones, and both are well suited, though a tad more bolster support in the optional seats would have been nice during high lateral gs.

The other all-new interior trick is the heritage-inspired steering wheel with three thinner spokes. It really looks the part in this M setup and is much more satisfying to grab than the former thick-gauge wheel.


Three key additional bits of news were gathered at this event: Like the new M5, the M6 will get the Getrag six-speed manual in the United States by the middle of next year; North America is not due to get the optional Drivers Package, which takes the top speed limiter from the standard 155 mph up to 189 mph; and starting in the middle of 2013, M cars with the double clutch gearbox will finally be given a clear and present no-duh P button to be certain the car is in Park. Miracles do happen.

In the midst of all this additional momentum and heavier GT luxury, the average fuel use has improved with the twin turbocharged V8 by some 30 percent, which should result in EPA average mileage numbers of nearly 20 mpg when the transmission is revved low, everything's in the timid settings, and seventh gear is engaged in fully automatic mode.

All the M5/M6 models have been tried now, with the M6 coupe arriving in the States in September. So, where exactly has all the marquee-caliber thrill gone since the debut in 2005 of the E63/E64 generation? Are there just more worthy competitors now, or are the Bimmers stepping down off their altar a bit to reach the mainstream? Both are probably true, but the M6 coupe stands out amongst its own as the best banner waver for BMW's M-branded large cars.

http://www.autoblog.com/2012/06/22/2...-review-video/

blacksc400

iTrader: (4)

Love it! Only complaint is they should at least have sun roof as an option!

Come on, I know the carbon roof saves weight and lowers center of gravity, but not all owners of the M6 is going to use it on tracks but daily driving it.

Love the carbon ceramic brake, but it's big $$$ option.

blacksc400

iTrader: (4)

New edition of the BMW M6 in Coupe and Convertible body variants;
generous dose of M feeling combined with alluring design aesthetics, a
luxurious aura, seating for four and innovative equipment features;
high-performance sports car with superior performance attributes and
extremely exclusive character; BMW M6 Coupe and BMW M6 Convertible
both occupy a unique position in the premium segment of the executive
class thanks to their blend of outstanding dynamics, hallmark M
conceptual harmony and everyday usability; further development of both
concepts breaks new ground with significantly improved efficiency,
optimised controls for individualising the car set-up and a wider variety of
driver assistance systems and infotainment functions available from
BMW ConnectedDrive.

Visually imposing body design with dynamically elegant lines and
hallmark M athleticism provides an accurate visual showcase for the car's
high-performance properties; BMW M6 Coupe with strikingly contoured
roof made from carbon fibre-reinforced plastic (CFRP);
BMW M6 Convertible with high-quality soft-top boasting
distinctive "fin" architecture.

High-revving 4.4-litre V8 engine with M TwinPower Turbo technology,
consisting of Twin Scroll Twin Turbo technology, cross-bank exhaust
manifold, High Precision Direct Petrol Injection and VALVETRONIC fully
variable valve control; hallmark M power delivery headlined by
instantaneous responsiveness and a sustained wave of thrust; highest
output in the segment; 412 kW/560 hp at 6,000 – 7,000 rpm, maximum
torque: 680 Newton metres (502 lb-ft) from 1,500 rpm; maximum engine
speed: 7,200 rpm; engine output 10 per cent higher than predecessor
models, maximum torque 30 per cent higher.

Acceleration: 0–100 km/h (62 mph) in 4.2 seconds (BMW M6 Coupe) or
4.3 seconds (BMW M6 Convertible); 0–200 km/h (124 mph) in
12.6 (13.1) seconds; electronically governed top speed: 250 km/h
(155 mph) or 305 km/h (189 mph) with M Driver's Package.

Extraordinarily fine balance between performance and fuel consumption
represents major improvement on previous models; average fuel
consumption in the EU test cycle: 9.9 litres per 100 km / 28.5 mpg imp
(BMW M6 Coupe) and 10.3 litres per 100 km / 27.4 mpg imp
(BMW M6 Convertible); Auto Start-Stop function and further
Efficient Dynamics technology as standard; fuel consumption of the
respective predecessor models cut by more than 30 per cent.

Seven-speed M Double Clutch Transmission with Drivelogic; automatic
gear selection tuned to deliver optimum traction, Launch Control and
Low Speed Assistance; bespoke M gear selector; newly developed
M leather steering wheel with gearshift paddles.

Power sent to the rear wheels; Active M Differential ensures fully variable
distribution of drive between the rear wheels. Result is optimised traction
and directional stability during dynamic lane changes and when
accelerating out of corners.

High-performance characteristics with outstanding dynamics and
precisely controllable handling, thanks to hallmark M harmony in the
interplay of powertrain and chassis technology, aerodynamics and weight
balance; weight-to-power ratio – BMW M6 Coupe: 3.3 kg/hp,
BMW M6 Convertible: 3.5 kg/hp.

M-specific chassis with bespoke front and rear axle kinematics;
M-specific Dynamic Damper Control as standard; DSC stability control
incl. M Dynamic Mode; M Servotronic steering; body strengthening using
special panels; lightweight compound high-performance braking system;
available as an option are newly developed M carbon-ceramic brakes with
optimum resistance to fade and wear, and lower weight.

Engine responses, M Servotronic mapping, Drivelogic shift program,
DSC mode, damper characteristics and information shown on the
Head-Up Display can be programmed individually; two M Drive buttons
on the steering wheel can be used to store and call up individually
configured car set-up options.

Body design with classical BMW Coupe/Convertible proportions,
customary sporty yet elegant BMW 6 Series looks and typical M sporting
edge; special M design features provide an accurate visual representation
of the car's technical profile and performance; three-section, strikingly
modelled lower air intake with aerodynamically optimised flaps; new
M kidney grille with black double slats; flared wheel arches; hallmark M
gills with integrated direction indicator bars; aerodynamically optimised
exterior mirrors and side skirts; BMW Individual High-gloss Shadow Line;
exposed reflectors below the rear lights; aerodynamically optimised rear
apron with diffuser between the right and left-hand pair of twin exhaust
tailpipes; 19-inch (standard) or 20-inch (optional) forged M light-alloy
wheels, each with a distinctive interpretation of the familiar M doublespoke
design.

Luxurious, elegantly sweeping interior design with special M controls and
styling features; newly developed M double-spoke leather steering wheel;
M gear selector and car set-up controls on the model-specific centre
console; exclusive M sports seats with integrated belt system
(optional: M multifunction seats); Merino leather upholstery with extended
features; exclusive carbon-fibre interior trim strips; illuminated door sill
finishers with model lettering; M-specific instrument cluster with blackpanel
technology; 2-zone automatic climate control with extended
features, ambient lighting.

Adaptive LED Headlights fitted as standard, extensive range of
BMW ConnectedDrive features, some unmatched by any rival:
BMW Head-Up Display with M-specific information, High Beam
Assistant, BMW Night Vision with pedestrian recognition, Lane Change
Warning, Lane Departure Warning, rear-view camera, Surround View,
Speed Limit Info, internet access, extended integration of smartphones
and music players, Real Time Traffic Information and apps for receiving
web radio and using Facebook and Twitter.

Almost all BMW 6 Series equipment options available, including Comfort
Access, active seats, heated steering wheel, doors with Soft Close
Automatic function, navigation system Professional, Bang & Olufsen
High End Surround Sound System.

Performance, fuel consumption and emissions data:
BMW M6 Coupe:
Acceleration [0 – 100 km/h (62 mph)]: 4.2 seconds,
acceleration [0 – 200 km/h (124 mph)]: 12.6 seconds,
top speed: 250 km/h (155 mph), 305 km/h (189 mph) with
M Driver's Package,
average fuel consumption: 9.9 litres/100 kilometres (28.5 mpg imp),
CO2 emissions: 232 g/km, exhaust standard: EU5.
BMW M6 Convertible:
Acceleration [0 – 100 km/h (62 mph)]: 4.3 seconds,
acceleration [0 – 200 km/h (mph)]: 13.1 seconds,
top speed: 250 km/h (155 mph), 305 km/h (189 mph) with M Driver's
Package),
average fuel consumption: 10.3 litres/100 kilometres (27.4 mpg imp),
CO2 emissions: 239 g/km, exhaust standard: EU5.

Source: http://www.bimmerfest.com/news/62864...l-the-details/