Prospective M6 buyers would do well to have a healthy dose of respect (fear) of it-the engine to be precise. The same mill that resides in the new M5 is found beneath the pronounced beak of the M6. The 5-liter V10 will push the M6 to 60 mph in 4.5 seconds, aided no doubt by the 100% locking action of the rear diff. However, the M6 is lighter and sits lower than is four-door sibling; therefore, it's more agile and ultimately faster. A G-Tech performance computer recorded a quarter-mile time of 12.4 seconds. That soundly places the M6 in supercar territory. Acceleration is absolutely relentless as each 8250 rpm redline is punctuated by tire-chirping upshifts. BMW finally got its SMG gearbox right. This is the one you want. Forget rowing through the seven forward gears-use the paddle shifters. SMG is the way it is, the way it should be and the way it will become from now on. BMW believes (and rightly so) that this new generation of sequentially shifted cars will eventually make traditional manuals a thing of the past. At first I was resistant to SMG. I felt as though it removed a piece of the driving experience and replaced it with so much electronic code. I was wrong. The reality of the new generation of SMG is that it allows you to drive faster and more safely than before. I'd dive into corners so fast I doubt I could have done a timely or accurate double downshift. SMG did it in two tiny clicks and made sure the revs were matched for optimum power. Not having to think about fancy footwork (and having two hands on the steering wheel) is a blessing for those who want to concentrate on getting somewhere in the shortest amount of time. Ultimately, the new M6 made me a better driver.
BMW was quick to mention the new M6 burned through the Northern circuit of Nrburgring in 8 minutes, an incredible feat for any car. That must have been one hell of a ride. Several years ago, I paid my 12 Euro and drove the same stretch of pavement in an E46 M3. It took me almost twice as long.
The M6 has been fitted with BMW latest version of Dynamic Stability Control (DSC), Electronic Damper Control EDC and the P400 performance program. Turn all this stuff on and the M6 becomes a fairly docile creature (a relative term) with 400 bhp, a more relaxed suspension and electronic guardian angels. Or turn everything off for maximum, tire smoking, tail-wagging redneck fun. The M6 ain't above that sort of stuff. In fact, BMW installed a "launch mode" setting into the M6. That's German for "burnout."
BMW guru Steve Dinan has said that instead of making more power, it is sometimes more intelligent to shed weight. The new M6 manages to do both. You'll find extensive use of carbon fiber, including the front and rear bumpers, supports and roof. Although I strained to lift the previous model's steel bumper, I could one-hand the carbon-fiber unit. It is the first time I'd seen carbon-fiber used on a production car in such an effective manner.
For the better part of a day we drove the M6 on Ascari's 2.7-mile circuit. The back straight saw speeds in excess of 150 mph and ended so abruptly the huge 14.7-inch brake rotors turned cherry red. Geared towards sport mode, the M6 behaves like a purpose-built racecar. The steering is surgically precise and its grip is beyond anything in recent memory. All its lightweight aluminum suspension bits come into play to provide the ride of a lifetime. Despite my less-than-perfect lines, the M6 was quick to forgive and went on to attack the next series of turns. Personally, the M6 is far beyond my skill level. I'll never be good enough to fully utilize its formidable talents.
Driving back to the hotel revealed a car quite unlike the animal we flogged on Ascari. Here it was quiet, smooth, comfortable, what you'd expect from a luxury automobile. The idea that the M6's demeanor can instantly change is terribly sexy... and that's what the M6 is all about.
2006 BMW M6: $100,000 (est.)
DrivetrainFront engine, rear-wheel drive
Engine5.0-liter V10, dual overhead cams, four valves per cylinder, variable valve timing
TransmissionSeven-speed sequential (SMG)
SuspensionFront: Double-joint thrust-rod spring axle, anti-diveRear: Integral aluminum axle, wheel suspension with anti-squat/anti-dive
BrakesSingle-piston, floating-caliper discs, ABS
DimensionsLength x Width x Height (in.): 192 x 73 x 54Wheelbase: 109.5 in.Weight: 4,581 lb.
PerformancePeak Power: 507 bhp @ 7750 rpmPeak Torque: 383 lb-ft @ 6100 rpm0-60 mph: 4.5 sec.Top speed: 155 mph (electronically limited)