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| Published
on 29
Jan 2011 |
All rights reserved.
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The new generation
BMW
6-series is not difficult to write about. Basically, it follows
strictly the formula of its predecessor, no matter in market
positioning, styling, mechanical design or driving character. There are
plenty of small evolutions and improvements, of course, and the end
result is a more satisfying car to drive and to own. However, it just
won't surprise you as do every generation of Mercedes SL or Jaguar XK.
That also makes it quite boring to write about.
As always – actually since the first generation E24 of 1976 – the
6-series is more or less the coupe version of 5-series. It is based on
the platform, suspensions, powertrains, running gears and electronic
systems of the mass production sedan. That's not a bad thing,
considering the current 5-series is one of the most sophisticated
executive cars on the market. Goodies such as twin-turbo V8, ZF 8-speed
automatic transmission, active rear-wheel steering, adaptive dampers,
active anti-roll bars and Dynamic Drive control system are all
available to the coupe. Taking into account a slightly more compact and
lower-built body, you can expect sportier handling and slightly higher
performance than the equivalent 5-series.
The exterior of the new car was designed by Nader Faghihzadeh under the
guidance and strong influence of Adrian van Hooydonk. Most people think
it looks prettier than the old car, but I would say it does not make a
huge difference. If it looks more sophisticated, that is because of the
advancement in assembly tolerance and technology to shape metal or
plastic panels to the desired effect. Some may applause that the
"Bangle butt" of the old car has given place to a more civilized tail,
while some might disappoint for its lack of drama.
Like that of the 5-series, the chassis is constructed in steel, but
covered with plenty of lightweight panels – the nose and front fenders
are thermoplastic, while the bonnet, windscreen pillar and doors are
made of aluminum. However, they appear to help little to cut weight.
The 6-series weighs some 1940 kg in the form of 650i Cabriolet. We do
not mention the coupe here because it is yet to be released –
unusually, BMW launch the cabriolet first. Anyway, you can expect the
coupe to be just 100 kg or so lighter.
Part of the immense weight can be credited to a stronger chassis.
Compare with the old 6-series cabriolet, the new car has its torsional
rigidity increased by 50 percent. On the road, you can easily feel the
difference. Scuttle shake and flex have disappeared. Ditto squeaks and
rattles. Big bumps can no longer unsettle its steering. Overall
refinement is excellent for a cabriolet.
Attack corners, the new 6er has a reassuring feel unfound in its
predecessor. Its countless of technologies keep it precise and
controlled. Ride is Germanic firm without harsh thanks to adaptive
damping. Cornering is flat due to the active anti-roll bars. The
electromechanical power steering is accurate, responsive and
well-weighted. 4-wheel steering makes the 6-series more agile than its
weight suggests.
The powertrain is even more satisfying. The ZF transmission is silky
smooth yet reacts quickly to your commands. The twin-turbo 4.4-liter
direct-injection V8 on 650i is smooth, cultured yet powerful and
responsive once you determine to unleash its deep reserves. It does
0-60 mph easily in 4.8 seconds. Other engines, including the 3.0
twin-turbo straight-six of 640i and 3.0 twin-turbo diesel of 640d are
barely slower. BMW engines never disappoint.
The interior continues the luxury theme of recent big BMWs. Materials
are high quality, but the design is on the conservative side. Even
though the center console now angles towards the driver (like the first
generation 6-series), it is not especially inspiring to look. BMW had
better to learn from Jaguar how to merge high-tech and bespoke luxury
theme together.
Thanks to a much longer wheelbase and extra width, the cabin is roomier
than before, especially for occupants up front. Rear passengers also
get more shoulder room, but legroom is still tight for adults. This
limits its usage to short journeys.
The Cabriolet has a 3-layer soft top that can be opened and closed in
20 and 25 seconds respectively. Behind it is a vertical glass rear
window which raises automatically from the rear bulkhead. Insulation
and wind management of the roof system is generally good, as you would
expect on a German luxury car.
Until now, the new 6-series appears to be an all-rounder. It is fast,
refined and high-quality. Competent in the twisty, too. However, what
it lacks is soul. For all its punch and creamy smoothness, the
twin-turbo V8 revs and sings nowhere as thrilling as the Ferrari V8 on
Maserati GranTurismo / GranCabrio. Its steering, like many electrical
steering systems, never feels really natural. Although clever
electronics keep its handling tidy in whatever conditions, it does not
feel as sharp and agile as Maserati or Jaguar XKR, which are either
lighter or inherently better balanced. And on the BMW you need to
choose among the four Dynamic Drive modes (comfort, normal, sport or
sport+) to suit the particular surfaces or your driving mood, rather
than a one-for-all versatile setup. Standing beside those thoroughbred
sports machines, it looks and drives too much like a spiced-up
5-series, which it actually is.
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Verdict:  |
| Published
on 4
Jun
2012 |
All rights reserved.
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6-Series Gran Coupe
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Mercedes CLS pioneered the
new wave of 4-door coupes in 2004. Ridiculously, its arch-rival at
Munich took some 8 years to realize the potential of this new type of
cars and produce its own version, by then the CLS has already entered
the second generation. Anyway, the 6-Series Gran Coupe is a good
effort. Despite of the lack of surprise or innovation, it is very well
engineered – something undoubtedly benefited from its late arrival –
and should be a strong contender in the class that now consists of CLS,
Audi A7 and S7. Take a broader look, it may also steal sales from
Jaguar XFR, Porsche Panamera, Aston Martin Rapide and Fisker Karma.
The car is derived straight from the 5-Series platform, just like the
2-door 6-Series Coupe and Cabriolet. To accommodate full-size
passengers at its rear seats, it uses the 5-Series' 2968 mm wheelbase,
which is 113 mm longer than that of its 2-door siblings. Overall length
is stretched beyond 5 meters. In other words, this luxury coupe is just
as huge as the last generation 7-Series! On the plus side, the longer
stance gives the Gran Coupe a sleeker, more balanced proportion than
the 6-Series Coupe. Otherwise, it is easily recognizable as a 6-series,
sharing the same nose and tail. With fast angle C-pillars, broad
shoulders and heavily tapered side windows, the car has high style and
strong presence on the road. It is probably not as head-turning as the
original CLS, but facing the flamboyant CLS Mk2 and the conservative A7
it has a good chance to steal the show.
Inside, the story is completely 6-series. The dashboard,
driver-oriented console and wide transmission tunnel are taken straight
from the Coupe and Cabriolet, as are the front seats which incorporate
seatbelt mountings. The perceived quality is excellent, and sense of
occasion is far beyond the level of 5-Series. The driver sits low and
enjoys more headroom than in 6-Series Coupe. The rear seat envelops
your body well and offer more space than imagined. It can truly
accommodate a pair of adults, with sufficient headroom and knee room
unless you are over 6ft. A third passenger is theoretically possible as
the rear seat is a bench rather than individual buckets, but it is best
to be avoided because the prominent transmission tunnel and center
console rob all the legroom. Anyway, if you really want to seat 5, why
do you want to buy a 4-door coupe?
The underpinnings need little introduction. Like the 5 and 6-series, it
is served with classy mechanical layouts and many high-tech systems,
namely, aluminum double-wishbone and multi-link suspensions, continuous
adaptive damping, active anti-roll bars, 4-wheel steering,
variable-ratio electric power steering, driver selectable control (from
which you can choose Eco, Comfort, Comfort+, Sport or Sport+ mode) and
countless of safety equipment. You can alter its handling and ride
according to your driving mood or road conditions. Compare with the
5-Series, its firmer suspension setting and lower center of gravity
lead to a sportier handling. However, what really surprises is that it
is better balanced than the 6-Series Coupe, showing less initial
understeer and more fluidity in the twisty. BMW said this is because
its longer body shifts 1 percent more weight to the rear, resulting in
even weight distribution. The longer wheelbase and different suspension
tuning also give the Gran Coupe a more composed ride than its 2-door
sibling. Only the excessive wind noise from its frameless windows
prevents it to match the 5-Series for high-speed refinement.
Predictably, all engines come from its siblings and all are strong,
responsive and refined. The 640i is powered by N55HP, i.e. high-power
(320hp / 332 lbft) version of the single twin-scroll turbo 3-liter
straight-six. It is not the same as the regular N55 on 535i or the N54
twin-turbo unit on 640i, but expect both will switch to the new engine
soon, especially because its additional Valvetronic gives it better
fuel economy. 640d comes with the 313 hp / 465 lbft sequential
twin-turbo diesel straight-six. As we always know, it is the best of
the bunch with all things considered. 650i is largely engineered for
America. Accompanied with the introduction of Valvetronic, its output
has been raised to 450 hp. All these engines mate with the superb ZF
8-speed automatic. The Gran Coupe weighs a little more than the 2-door
Coupe but less than the Cabriolet, so performance is good, although not
necessarily better than the equivalent CLS or A7.
The last entry into the segment is also the best. As far as 4-door
coupes are concerned, the 6-Series Gran Coupe is a little bit more
accomplished than its rivals CLS and A7. It has excellent powertrains,
good handling and ride compromise, tasteful style and high perceived
quality. It is not perfect though – the electric steering rack is not
truly feelsome, and the broad shoulders make it difficult to place on
narrow country roads. However, the biggest problem is a price premium
of £10,000 above the equivalent CLS and A7, which puts it closer
to the territory of Porsche Panamera. Is it worth the extra? I am not
so sure.
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| Verdict: |
| Published
on 27
Jun
2012 |
All rights reserved.
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BMW M6
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The M6 does not have a long
history. Its roots could be traced to the 1983 M635CSi, but its concept
was largely changed in the 2005 remake together with a new name. One
thing did not change though: it is always the coupe version of M5.
Built on the underpinnings of M5 and shares the same M-power motor, the
M6 is marginally quicker and sharper to maneuver thanks to its lower
and lighter coupe body. Yes, marginally. Take the latest M6, you will
find it is only 20 kilograms lighter than the M5. Its center of gravity
might be a bit lower thanks to the 60 mm lower roof which is made of
carbon-fiber. However, as the running gears, steering and suspensions
are all the same, its advantage over the super sedan is rather slim.
The driving character is even closer.
So how does it feel on road? Well, with the new S63tu twin-turbo V8 and
7-speed dual-clutch gearbox, it is very fast, of course. BMW promises a
top speed of 190 mph and 0-60 mph of just over 4 seconds, and we have
no reason to doubt those numbers. However, what dominates the driving
experience is not the performance but the gigantic 501 lbft of torque
available from a ridiculous 1500 rpm. That torque curve remains flat
for the next 4250 rpm, believe or not. As a result, you don't need to
wind the engine hard like the old V10. Acceleration comes instantly and
effortlessly. Even if you drop a gear and wind it beyond 6000 rpm, you
won't find much reward in terms of output and aural thrills. That kind
of effortless performance is acceptable or even appreciable on the M5
sedan, but for a super coupe we would look for more raw thrills, thus
it is a slight disappointment.
Likewise, the chassis is highly capable, offering excellent grip, poise
and braking (with optional ceramic discs at least) and even a
willingness to power slide, but at no point it really involves the
driver. That 1850 kg dampens its response and hurts its sense of
agility, putting it in the territory of Bentley Continental GT rather
than Porsche 911. Despite of hydraulic assistance, the steering does
not deliver a lot of feel – again, fine for a sedan but unacceptable on
a sporting car like this. Figure in the slightly slow throttle response
of the turbocharged V8 (especially following a drive in the old M6),
the driving experience is not as exciting as an M-car should be.
The M6 also falls victim to its complication. Its countless of
electronic aids are unnecessarily complicated. You can adjust its
damping, steering, gearchange and active differential independently,
each offers 3 settings to choose from. Unfortunately, none quite hit
the sweet spot. Comfort mode is generally too soft. Sport is better but
still not as sharp as keen drivers like. Sport+ offers excellent body
control and lightning gearshifts and loosens the tail to enable power
slide, but the downside is a hard ride and a jerky power delivery. It
lacks the fluency and versatility of a simpler Jaguar XKR-S or Maserati
MC Stradale.
After all, the M6 is not a sports car. Nor it is a true Grand Tourer –
its rear seats are small and its ride quality is marginal to do
cross-country trips. Its essence is the closest to the old 850CSi,
being big, heavy, luxurious and powerful. While some may love its
exterior design and high-quality interior, overall it is not as
convincing to purchase as many rivals in the class. A Nissan GT-R is a
lot cheaper yet faster and more fun to drive. A 911 Carrera S beats it
easily in both driving thrills and day-to-day comfort. A Bentley
Continental GT has a classy image that not the mass-production BMW
coupe can match. Maserati Gran Turismo might be a lot slower, but it is
more beautiful and works better as a GT. Finally, its four-door sibling
M5 is nearly as quick and offers more practicality at considerably less
money. All these reasons make its £94,000 entry price hard to
justify.
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| Verdict: |
| Published
on 29
Apr
2013 |
All rights reserved.
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BMW M6 Gran Coupe
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Being powerful, flexible
and free-revving, BMW's 560 hp twin-turbo V8 is a gem. It was
originally developed for M5 (and in slightly different form the X5M and
X6M), but it didn't take long to expand to M6 Coupe and Cabriolet. Now
the latest car to get its service is M6 Gran Coupe. You might question
the need to build this car. Considering it weighs 5 kg more than the
M5, and its slightly more slippery shape is rendered useless by the
same 190 mph speed regulation, there is really no point to offer
another 4-door super saloon. The M5 betters it in headroom and rear
legroom. It also has a bigger trunk. Most important, the M6 Gran Coupe
is priced 30 percent higher than the M5 at a psychological-challenging
£100,000. Does it deserve so much?
On the road, there is no much difference actually. You might find the
ride a bit more absorbent at the Comfort mode of adaptive suspension,
but that change will be applied to the M5 soon. At Sport and Sport+
mode, it claims to be sportier than the M5, but you will be hard
pressed to find out, because the M5 already controls its body motion
very tightly. The M6 Gran Coupe's carbon-fiber roof panel seems really
not necessary. If anything we want, it will be more agility on narrow
mountain roads. Unfortunately, its 2-ton weight and massive dimensions
deny our request. Another thing we would have liked to see is more feel
from the hydraulic steering rack, which is again denied, sadly.
The performance it offers is undoubtedly remarkable for such a large
car. 0-60 mph takes merely 4.1 seconds, and I suspect some American
magazines may take that down to 3.8 seconds if they try hard. 0-100 mph
could be done within 8.5. Not long ago that was the territory of 911
GT3 RS. The borderline between saloon and supercar is getting mushy
these days.
However, back to our question, what makes it worth 30 percent more than
M5? The answer lies on the exterior design, which is more special, and
the completely different interior, which looks exclusive and better
built. Even so, it is difficult to justify the price, especially when
the equally fast and exclusive Mercedes CLS63 AMG doesn't cost so much.
The AMG also engages its driver better with a communicative steering
and exciting soundtrack, so it continues to be our top choice of luxury
4-door coupe. Munich has to raise its game.
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| Verdict: |
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640i Cabriolet
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2011
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Front-engined,
RWD, 4WS
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| Steel monocoque |
Steel + aluminum + plastic
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| 4894 / 1894 / 1365 mm |
| 2855 mm |
Inline-6
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| 2979 cc |
DOHC 24 valves, DVVT
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| Twin-turbo |
| DI |
| 320 hp |
| 332 lbft |
8-speed automatic
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F: double-wishbones
R: multi-link
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Adaptive damping,
active anti-roll bars
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| 245/45ZR18 |
1840 kg
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155 mph (limited)
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5.4 (c) / 4.9*
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| 12.7* |
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650i Cabriolet
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2011
(2015)
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Front-engined,
RWD, 4WS
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| Steel monocoque |
Steel + aluminum + plastic
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| 4894 / 1894 / 1365 mm |
| 2855 mm |
V8, 90-degree
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| 4395 cc |
DOHC 32 valves, DVVT
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| Twin-turbo |
| DI |
408 hp (450 hp)
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442 lbft (479 lbft)
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8-speed automatic
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F: double-wishbones
R: multi-link
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Adaptive damping,
active anti-roll bars
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| 245/40ZR19 |
1940 kg
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155 mph (limited)
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4.8 (c) / 4.7* / 4.9** (4.4 (c))
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11.0* / 11.4**
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640d Coupe
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2011
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Front-engined,
RWD, 4WS
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| Steel monocoque |
Steel + aluminum + plastic
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| 4894 / 1894 / 1369 mm |
| 2855 mm |
Inline-6, diesel
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| 2993 cc |
DOHC 24 valves
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| Sequential twin-turbo |
| CDI |
| 313 hp |
| 465 lbft |
8-speed automatic
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F: double-wishbones
R: multi-link
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Adaptive damping,
active anti-roll bars
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| 245/45ZR18 |
1715 kg
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155 mph (limited)
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5.2 (c) / 5.3***
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| 13.1*** |
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| Performance
tested by: *C&D, **MT, ***Autocar |
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640i Coupe
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2011
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Front-engined,
RWD, 4WS
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| Steel monocoque |
Steel + aluminum + plastic
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| 4894 / 1894 / 1369 mm |
| 2855 mm |
Inline-6
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| 2979 cc |
DOHC 24 valves, DVVT
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| Twin-turbo |
| DI |
| 320 hp |
| 332 lbft |
8-speed automatic
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F: double-wishbones
R: multi-link
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Adaptive damping,
active anti-roll bars
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245/45ZR18
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1660 kg
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155 mph (limited)
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5.1 (c)
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| - |
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650i Coupe
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2011
(2015)
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Front-engined,
RWD, 4WS
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| Steel monocoque |
Steel + aluminum + plastic
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| 4894 / 1894 / 1369 mm |
| 2855 mm |
V8, 90-degree
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| 4395 cc |
DOHC 32 valves, DVVT
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| Twin-turbo |
| DI |
408 hp (450 hp)
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442 lbft (479 lbft)
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8-speed automatic
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F: double-wishbones
R: multi-link
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Adaptive damping,
active anti-roll bars
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245/40ZR19
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1770 kg
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155 mph (limited)
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4.7 (c) / 4.5* (4.4 (c) / 4.1*)
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10.4* (9.8*)
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M6 Coupe
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2012
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Front-engined,
RWD
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| Steel monocoque |
Steel + Al + plastic + CF
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4898 / 1899 / 1368 mm
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| 2851 mm |
V8, 90-degree
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| 4395 cc |
DOHC 32 valves, DVVT+VVL
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| Twin-turbo |
| DI |
560 hp / 6000-7000 rpm
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501 lbft / 1500-5750 rpm
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7-speed twin-clutch
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F: double-wishbones
R: multi-link
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Adaptive damping
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F: 265/40ZR19
R: 295/35ZR19
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1850 kg
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190 mph (limited)
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4.1 (c) / 3.8**
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| 8.6** |
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Performance
tested by: *C&D, **C&D on M6 Cabriolet
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640i Gran Coupe
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2012
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Front-engined,
RWD, 4WS
|
| Steel monocoque |
Steel + aluminum
|
| 5007 / 1894 / 1392 mm |
| 2968 mm |
Inline-6
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| 2979 cc |
DOHC 24 valves, DVVT, VVL
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| Turbo |
| DI |
| 320 hp |
| 332 lbft |
8-speed automatic
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F: double-wishbones
R: multi-link
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Adaptive damping,
active anti-roll bars
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245/45ZR18
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1750 kg
|
155 mph (limited)
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5.2 (c) / 5.6*
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| 15.1* |
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650i Gran Coupe
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2012
|
Front-engined,
RWD, 4WS
|
| Steel monocoque |
Steel + aluminum
|
| 5007 / 1894 / 1392 mm |
| 2968 mm |
V8, 90-degree
|
| 4395 cc |
DOHC 32 valves, DVVT, VVL
|
| Twin-turbo |
| DI |
450 hp
|
| 479 lbft |
8-speed automatic
|
F: double-wishbones
R: multi-link
|
Adaptive damping,
active anti-roll bars
|
245/40ZR19
|
1865 kg
|
155 mph (limited)
|
4.4 (c)
|
| - |
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M6 Gran Coupe
|
2013
|
Front-engined,
RWD
|
| Steel monocoque |
Steel + Al + CF
|
| 5011 / 1899 / 1393 mm |
| 2964 mm |
V8, 90-degree
|
| 4395 cc |
DOHC 32 valves, DVVT+VVL
|
| Twin-turbo |
| DI |
560 hp / 6000-7000 rpm
|
501 lbft / 1500-5750 rpm
|
7-speed twin-clutch
|
F: double-wishbones
R: multi-link
|
Adaptive damping
|
F: 265/35ZR20
R: 295/30ZR20
|
1875 kg
|
190 mph (limited)
|
4.1 (c) / 3.7* / 3.5* / 3.8**
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8.0* / 7.9* / 7.9**
|
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Performance
tested by: *C&D, **Auto Bild
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Copyright©
1997-2015
by Mark Wan @ AutoZine
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