BMW 6 Series 2004 Review

What we liked
>> Smooth and powerful engine
>> Stands out from the crowd
>> Sweet blend of style and sport

Not so much
>> Lack of oddments stowage
>> Steering overly sensitive
>> iDrive confuses through complexity

OVERVIEW
Sheer Driving Pleasure; it's BMW's corporate catchcry, and more than the sum of three little words. It's easy to take the cynical approach to idealistic company mantras, stemming as they often do from flighty spin doctors in the marketing department. But one drive of the BMW 6 Series luxury sports coupe and its convertible sibling is enough to convince even the most stubborn critic that, at BMW, it's more than just hollow prose. It's bred into every ounce of steel, every inch of bodywork, and every horse under the bonnet.

Cars like the 6 Series are equally important not only for their role in attracting its own customers, but also in bringing people to the entire BMW brand. They are halo cars. Their abilities and prestige, and the lust and desire they ignite, rubs off on the more mundane, more affordable models from that brand. Build a brilliant 6 Series and there's a very good chance you'll sell more 3 Series coupes and sedans.

A strong heritage only enhances the aura surrounding these halo cars, and the 2004 6 Series traces its roots as far back as the 1968 2800 CS, though BMW will tell you it goes beyond even that -- to the V8-engined 503 coupe and convertible of 1955. The first BMW to wear the 6 Series badge, the 635CSi, landed in Australia in the late 1970s, and built a strong reputation and a loyal following until the model died of old age in the mid-1980s, with no plans for a successor.

The 2004 BMW 6 Series coupe and the convertible are all-new designs which rely heavily on under body mechanicals from other BMW models like the 5 Series and 7 Series sedans. Australians will have the choice of one model at launch, the 4.4-litre V8-powered 645Ci in either $203,000 coupe form or $220,000 for the soft-top convertible.

More variants will follow, most likely a $160k 6-cylinder coupe and -- the one to wait for -- an ultra high performance M6 with 373kW 5.0-litre V10. Price? Unknown until closer to its 2005 launch, but $250k-$300k would be a good guess. Put the house on the market now...

FEATURES
Car companies, particularly prestige German car companies, use high-priced coupes and sedans to debut new technology, before it filters down to more affordable models. So it's some surprise then, that the 6 Series makes do with technology already seen on the bigger 7 Series limo and the 5 Series sedan.

There are a couple of new techs, like the head-up-display and brake force display, but the former is nothing new in the automotive world, and the latter will be on most BMWs within six months. The rest is, it's fair to say, conventional coupe. Engine up front, seating for two and maybe two more in the back, an automatic folding soft top roof and a boot which BMW reckons will hold two golf bags -- seemingly the new standard in boot capacity measurement.

But to leave the description at that would be to severely under-value the 6 Series. Everything, its design, development and construction is aimed at providing the best automotive experience BMW can. It is the embodiment of Sheer Driving Pleasure, with little compromise between luxury and performance.

For example, an ultra high quality sound system is matched for intensity by the car's blistering straight-line acceleration; supple leather seats both coddle you and keep you planted at the controls despite the road's twists and turns; a near windless roof-down cabin and smooth, bump soaking ride neither dilute the car's sporting prowess nor reduce driver enjoyment; it's quite literally the best prestige sports car and luxury car BMW know how to build, all rolled into one eye-catching sports coupe.

We're not going to discuss the styling in this article, because it's a moot point. You like it, we hate it, others love it, still more are unaffected. Whichever side of the fence you sit on, the simple fact is that styling must be noticed. And on those terms, BMW's designed a winner.

But the design is simply one part of the overall package, and we place more importance on how a prestige car performs. Would you pay $200,000 for a car you don't enjoy driving?

COMFORT
BMW's focus on driver enjoyment pays off in terms of driver's seat flexibility. The seat is multi-adjustable and the steering column tilts and telescopes across a good range. Room inside the car is not what you'd expect based on its exterior dimensions, but feels intimate, not claustrophobic.

Getting into the back seats is a breeze with the tilt-sliding front seat. Room in the rear is adequate for accommodating two adults though the lack of headroom is an issue. Stretching is out of the question, too, so long drives should come with a DVT warning from the pilot.

All primary driver controls fall readily to hand, including the unloved iDrive system, which combines the lesser used 'secondary' systems like air conditioning, stereo, navigation and communication in one interface. Good in theory, needs to be easier to use in reality. Have no doubt that BMW is sticking with iDrive, and will refine its operation further in future cars.

The boot's a biggun' and easily up to most requirements. It's helped by the lack of spare tyre under the floor, which also improves the car's overall weight. Instead, the 6 Series features run-flat tyres on each corner, which have strong internal ribbing built-in so drivers can travel up to 100km on a 'flat' in safety -- hopefully to the nearest tyre centre.

Other major features of the 6 Series range includes active cruise control, automatic climate control, dynamic drive control (adjusts steering 'aggression' and throttle response at the press of a button) and dynamic drive which is said to "all but eliminate body roll in corners".

SAFETY
BMW is not known for stinting on safety features, and the 6 is no different. We'll take the strength and crashworthiness of the 6 Series' body structure as a given until the independent crash testing authority NCAP new car assessment program releases its findings, but BMW expects at least four stars in frontal and side impact tests.

There's airbags a-plenty inside, including front, side and head airbags for driver and front passenger. Rear occupants luck out on airbags, apart from an inflatable sail which covers the entire side glass area in a side-on collision. Its job is to protect occupants from glass splinters and intruding objects, and it stays inflated for up to seven seconds after the impact.

On the avoidance side of the ledger all 6s get DSC dynamic stability control. It's an electronic nanny which maximises grip at each wheel through judicious use of the brakes to minimise skids, slides and loss of control. Four wheel disc brakes are ABS equipped, and big 18inch clad classy alloy wheels. Bigger 19s are an option.

The 6 is available with high intensity Bi-Xenon headlights, complete with an adaptive cornering feature which can turn them up to 15 degrees independent of the car to better illuminate through corners.

The 6 Series is the first BMW model in Australia to get dynamic brake lights. It's a system that increases the number and intensity of lit LEDs in the taillights depending on the severity of braking, as measured by the ABS system. So, brake hard and the taillights increase in intensity. BMW's own research shows that drivers react more urgently to more intense lights, and in some cases could stop up to 8 metres quicker than when following a car with conventional brake lights. Okay, then. Expensive bill if they don't.

A HUD head-up display will become optional on 6 Series after November 2004. This system projects important information such as speed, navigational aids and warning lights into the driver's line of vision, thus keeping the driver's eyes looking at the road and not down at the instrument cluster.

MECHANICAL
The BMW 6 Series coupe and convertible are front-engine, rear drive layouts with all-independent suspension. At 4.82m long and 1.86m wide, both are slightly bigger overall than a 5 Series, and run on a long 2.78m wheelbase. Significant use of aluminium in body panels and suspension hardware, along with a new-tech plastic bootlid keeps weight to acceptable levels.

Under that long bonnet resides BMW's silky smooth 4.4-litre V8 which produces 245kW of power and 450Nm of torque -- adequate by anyone's standards. All this is fed to the rear wheels via a six-speed automatic transmission (a six-speed manual is optional at no cost), and capable of propelling the coupe version from rest to 100km/h in 5.8 seconds (6.2 for the convertible). Top speed is limited to 250km/h.

The 6 Series features Active Steering as debuted on the 5 Series sedan. This system changes the steering ratio based on vehicle speed. At parking speeds steering response is sped up so it takes only 1.7 turns to go from lock to lock, in theory making parking and tight manoeuvring easier. This sensitivity is progressively dialled back as vehicle speed increases, theoretically giving more control and finesse at higher speeds. The system reaches a maximum 3.0 turns lock to lock at 120km/h.

At a time when other manufacturers like Peugeot and arch rival Mercedes-Benz are moving to hard-top convertibles, BMW chose to go with a soft top. BMW claims a folding hardtop reduces boot space and adds too much weight, thus "detracting from the car's dynamic driving pleasure", yet the 6 Series convertible weighs 200kg more than the 1620kg coupe. This extra weight is largely due to the extra chassis rails and bracing needed to compensate for the missing roof -- which is a fundamental structural member.

COMPETITORS
This one's tricky, because sports car purchases at this financial level come with a hefty dose of badge blindness. Buying a 6 Series is about rewarding your personal success, about spoiling yourself, and equally about wanting a BMW. You may grab spec sheets of competitive vehicles and analyse the pros and cons, but it's the badge you want, not the one that comes with a 10 stack CD player instead of a 6 stacker.

That said, BMW believes it'll steal sales from the Porsche 911, Jaguar XK8 and Mercedes-Benz SL roadster. Most who buy this car will have owned a BMW previously, and probably still have one in the garage -- a sedan for family needs. Some may consider the Lexus SC430, but a fifteen year heritage is no match for the BMW's fifty year lineage.

ON THE ROAD
Forget the confrontational external styling, either you like it or you don't, and whichever side you fall on thousands will agree. We reckon the best seat in this house is behind the wheel. From here it's easy to experience BMW's sheer driving pleasure mantra, whether at 60km/h or 160km/h.

The 6 Series is one of those cars that washes away bad moods the minute you turn the key. Something about emotional sports cars like this one just make you feel good to be inside. It's a welcoming interior with a clear focus on luxury and comfort. All controls fall readily to hand, and plenty of seat and steering wheel adjustability ensure a good driving position

Interesting to note the 6 Series does away with the 7 Series' weird steering column-mounted gear selector stalk in favour of a conventional gear lever. There's also a regular, run of the mill handbrake lever instead of a push-button electric park brake. Thumbs up on those two, but thumbs down for not taking the opportunity to refine the clumsy iDrive system which acts as a centre for confusion more than a central control system. The 6 gets its iDrive from the less complicated 5 Series, and not the overly complex system on the 7 Series.

But back to driving. Point the 6 Series down the road and it'll quickly become obvious that BMW's not hunting Porsche 911s or Ferrari F360s; it's more about strong sporting credentials and a real talent for cruising. Don't take that to mean it's incompetent in corners; far from it. In the hands of a half decent driver the 6 will blow your mind with its agility and aggression. It fairly leaps from corner to corner, responding instantly to any tilts on the tiller, grips with the ferocity of a lion on the kill, and hauls up feverishly quick under brakes.

And that engine; no wonder it won the international engine Oscars in 2002. It's powerful, it's responsive, and ready for more no matter your speed. BMW's given the 4.4 a real chance to sing in the 6 Series thanks to some masterful exhaust tuning; you'll be belting redline time and again just to experience its multi-layered soundtrack.

It's hard to fault the ride or handling compromise of the 6 Series; both are exactly what you'd expect from a sporty $200,000 BMW. One aspect of its dynamic nature we can fault, however, is the active steering, which is perhaps too responsive to steering inputs and road conditions. The car's directional stability is affected by bumps in the road, not in an unnerving way but enough that you'll be chasing the steering even on the straight ahead, responding to minor course changes and constantly correcting. Becomes tiring on longer drives, too.

It's easy to say we can put up with that minor flaw given the exhilaration the rest of the 6 Series delivers, but on a $200,000 coupe or convertible we're not prepared to. BMW needs to further refine its active steering system, just like it does the iDrive. Full kudos to BMW for bringing these systems to market, and we like what they're supposed to do, but they're not there yet.

Add to this a lack of rear seat headroom, and you've got the only three issues to consider when buying a 6 Series. That, and where the money's coming from, but for some that won't be a problem at all.

BOTTOM LINE: Fantastic car to drive. Living with it is harder.

Some cars are made for driving. The BMW 645Ci convertible is one such car. It's a convertible that rewards the senses in rain or shine, night or day, on quiet country roads or all-too familiar commuting corridors. It's a great car that makes you feel good.

Roof up or down, that delicious V8 rumble bores directly into your heart, pumping pure adrenalin throughout your body. Throttle response may not be immediate, but when it does respond, the Six hunkers down and devours the distance.

It doesn't have the visceral intensity of a Porsche 911; after all it weighs more than 1800kg -- 200kg more than the 645Ci Coupe. Explosive is the wrong word, rather the BMW drop-top builds speed strongly and consistently, powering through the first hundred in just over six seconds. In the right conditions, on the right roads, the second hundred would come with similar ease.

This model is never, ever going to be compared in the same breath as the 911, despite the price similarities. It's not as agile, nor as responsive to driver commands, though we are growing to like the immediacy of the Six's active steering system.

Go-kart levels of lock with barely a flick of the wrist is the Six's secret to hiding its bulk. But you pay for it with less than ideal levels of feedback, and that annoying tendency to wander on the straight ahead is tiring.

The Six's other big failing is practicality, which dips out badly at the altar of design. Where, for example, does one put the mobile phone in the cabin? Doesn't fit in the ashtray, and slides up and down in the door pocket when you accelerate or brake. And you've only got one door pocket to choose from because the BMW-designed owner's manual doesn't fit in the BMW-designed glovebox. S'pose you could put it in the boot, but you'll need to constantly refer to it to decipher the iDrive system.

Then there's the passenger airbag warning chime that triggers with the weight of a lightly filled briefcase on the seat. OK, we should have our case in the footwell, out of harm's way, but two or three chimes is enough chiding, not five minute's worth.

Back seat room was called into question when we tested four-up, both headroom and legroom were found lacking. Of course, the front seat occupant can move forward to improve one, and the roof can be removed to improve the other, but on a cold winter's day in Melbourne poor headroom was preferable to freezing.

The 645Ci is a vehicle owners will love. Love the way it drives, the way it rewards, the way it makes you feel. Of course, they'll also love what a $220,000 convertible says about their social status to passers-by. The cabin's lack of practicality is our biggest gripe, and it will be interesting to see whether that wears on the patience of owners over time.