BMW 650i Convertible 2011 Review

Price Guide (recommended price before statutory and delivery charges): $248,300
Options fitted (not included in above price): 245/35 (front)/275/30 (rear) R20 run-flat tyres N/C, audio streaming from Bluetooth phone $220, Leather dash top $3000, contrast stitching $500, black folding roof N/C, American Oak woodgrain trim N/C, Lane Change Warning system $1400, Lane Departure Warning system $1400
Crash rating: TBA
Fuel: 95 RON PULP
Claimed fuel economy (L/100km): 10.7
CO2 emissions (g/km): 249
Also consider: Maserati GranCabrio, Mercedes-Benz E 500 Cabriolet

About our ratings

BMW's latest F12 generation of 6 Series marks a move away from the teary-eyed look of the Bangle-styled E64 model that preceded it.

It's not a full return to the glory days of the original E24 generation of 6 Series introduced in the 1970s, but most will agree that the new '6' has shifted the goal posts by virtue of its handsome looks. For your quarter of a million bucks, however, does it go far enough?

We think it does. The 650i tested by the Carsales Network acquitted itself well for the stare snare test during the week it was with us. If only the car being reviewed had come in a bolder colour than the conservative light gold finish, which is likely to appeal more to retirees than the dot.com millionaires.

That says something about the sort of buyer BMW expects to attract with the 650i. Those who want to own 'the ultimate driving machine' might be more likely to consider an M3 or the next-generation M5. Perhaps the 6 Series appeals more to those who like easy touring and the satisfaction of being seen on the way to the beach with the top down.

Whatever the target demographic for this car, we can say with confidence that only those of a particularly delicate disposition would ever select the 'Comfort' option from the Dynamic Drive Control system in the 650i. The ride quality in 'Normal' was more than up to the task and also delivered cornering that felt just that much more poised. If you want real fun and frolics from the BMW though, you can't beat the 'Sport' and 'Sport+' modes. There's demonstrably less body roll — although the ride quality remains better than expected — and everything's just a little tighter. Leaving the braking a bit too late may provoke the 650i to step out at the rear, but it's predictable almost to the point of being tame.

Steering is impressively communicative for an electrically-assisted system. It's lighter in the Comfort and Normal modes, but never feels unduly heavy in the Sport/Sport+ modes. While the 650i is a fairly heavy car — and certainly feels that in tighter corners — it appears to thrive on higher entry speeds and the steering response seems faster.

Which is well, since enthusiastic drivers in the 650i may wake up to the car turning into a corner or bend known to the driver at speeds higher than usual. This is due, in part, to the car's performance, but also due to the serene and composed way the BMW tackles most roads. It lulls you into a state of mind that is relaxed — and slightly under-focused for the next corner.

Is that a good thing? Not sure, but it speaks to the 650i's strength as a tourer. Bearing in mind it's blessed with an insulated folding soft top and a glass rear window, the 650i is still remarkably quiet at speed. There's a bit of rumble from the road, overpowering a tiny vestige of wind noise, but you won't hear the engine or any other part of the driveline until you drop the hammer. Then you'll have a muted but satisfyingly wolfish growl joining you in the cabin.

The peace and quiet in the cabin of the 650i can be attributed, among other things, to the taut body construction. During a drive in an outer suburban area, the car's body strength was confirmed when the road between two closely-located corners changed camber from one direction to the other. Hitting this section of road at speed, the 650i just absorbed the bump without a hint of any stress from the body.

The car's kerb mass also makes its presence felt in a straight line. While the 650i is quick enough, it doesn't launch from a standing start as rapidly as expected. Whether it's about the weight of the car, the peakiness/turbo lag from the twin-turbo engine (which will get to 6500rpm in next to no time) or the eight-speed ZF safeguarding the driveline from abuse, the 650i doesn't quite throw you back in the seat when the lights change to green. Once on the move however, its acceleration is a reality check for the driver.

After a week in our possession, the 650i's trip computer was showing an average fuel consumption figure of 18L/100km. On the face of it, that's a big number, but not for a twin-turbo V8 in a heavy, four-place convertible with all of BMW's safety and convenience features. Nor is it excessive when you consider the sum total of the 650i's open-road touring for the week was less than 10km. The rest of it was commuting, tooling around the suburbs and a bit of a fang. In that sort of context, the fuel consumption figure is respectable.

Inside the 650i is everything you could want — other than rear-seat HVAC controls missing from the car on test. It's one shortcoming that you notice immediately during a Melbourne winter with kids along for the ride — and that shortcoming is in counterpoint to a cheaper Mercedes E 500 Cabriolet recently tested with this function.

Despite the fact that the 650i is significantly larger in every dimension than the Benz, that doesn't translate to roomier accommodation. The rear-seat head and legroom seem no better than the Benz, for instance, and adults of average height won't want to spend more than five minutes in the rear. It's a cubbyhole for kids — and not that much more.

In the front the 650i is altogether more commodious, but the driver should be wary of setting the seat too low, because the BMW then starts to feel like a bathtub.

The controls at the driver's position are easy to use and the general style of the interior is attractive and clearly well finished. These days, we rarely use the iDrive controller for anything other than acknowledging the message on start-up or changing radio stations. In that role it's functional and makes sense. Both BMW and Benz make pairing a Bluetooth phone or reconnecting very simple tasks, in contrast with cheaper cars from other brands.

The seats in the 650i were comfortable and supportive, but when locked forward to allow rear-seat access they're difficult to return to the upright position. Similarly, the seatbelt for the driver's seat was prone to jamming and both features were troublesome until the writer overcame his aversion to bending inanimate objects to his will.

On the other hand, there were little touches that made the 650i 'ownership' experience better all round. These were things like the stylish, forced-perspective lines in the instrument binnacle and the head-up display with the 'tulips' for the satnav, the ability to lower all four windows and raise them with the one press or pull of the passenger side rear window switch. Within that function, the driver can also choose to leave the rear window lowered by releasing the toggle prematurely. The rear window is the last to rise. Speaking of that, it's a very sensible example of design/engineering to have the (glass) rear window drop down behind the rear seats, rather than try to fold up with the roof.

BMW has blended a mix of real practicality and comfort in this latest 6 Series. It will find favour with many buyers who enjoy top-down touring, but want something that can also be driven readily during the week. The 650i qualifies easily...

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