BMW 650i 2007 Review

Not so much
>> Remote (yet still competent) chassis
>> Performance is strong rather than vivid
>> Only just a 2+2

Overall rating: 3.5/5.0
Engine/Drivetrain/Chassis: 4.0/5.0
Price, Packaging and Practicality: 3.0/5.0
Safety: 3.5/5.0
Behind the wheel: 3.5/5.0
X-factor: 3.5/5.0

In the rarified atmosphere on the far side of $200K, the car has garnered a loyal following. Though it has arguably always played catch-up to the likes of Mercedes-Benz's SL and CL two-doors, around 700 6 Series have found their way to Aussie owners -- almost two-thirds of them coupes. Worldwide close to 90,000 6 Series models have been delivered.

BMW has made-over its 6 Series range for 2008, adding some aggression to the controversially styled coupe and convertible's lines and equipment from up (and down) the family tree -- at a relatively modest dollar increase.

PRICE AND EQUIPMENT
BMW has increased the 650i Coupe's recommended retail to $212,000 while the 650i Convertible is now $228,800 (both a $6000 increase). The company claims that specification adjustments more than address the price increase.

Though the external changes are subtle, the 2008 6 gets new, more aggressive bodywork front and rear, as well as revised headlamps and new LED taillights. Re-sculptured sills help visually lower the car, says BMW. The front air intakes get a hint of M-car to their more purposeful lines and there are new integrated foglamps. At the rear, the high-level stop lamp moves from the rear window to the re-profiled boot spoiler -- to align Coupe and Convertible.

Hardly Spartan previously, the 650i Coupe and Convertible get even more luxury inside for 2008. The general softening of BMW's cockpits that we've seen across 1, 3 and 5 Series models continues in the 6, with the choice of new interior trims and colours offered in the update models.

The soft-top model gets Sun Reflective Technology leather as standard for the first time. Previously this was optional and required buyers to upgrade the level of leather trim at a cost of around $5000, says BMW.

The standard specification level for both the coupe and convertible vehicles has been enhanced with the update. Changes include addition of keyless entry and start, 'Soft Close' doors (from the 7 Series), the latest generation of cruise control (with brake function), as well as the latest iDrive iteration (with 'Favourite' buttons) and revised USB/audio interface. Adjustable, active headrests augment the safety suite (see below).

Options available for the first time include Night Vision ($4000), Lane Change Warning System ($1200), Active Cruise Control with 'Stop & Go function' ($4500), BMW's latest Individual premium sound system ($3000) and new active headlamps (Variable Light Distribution Technology).

At the very top of the BMW range, for 2008 the M6 coupe and soft-top models also pick up the interior and system changes detailed above plus added equipment such as soft-close doors, etc. The V10-engined seven-speed SMG-equipped hotshoes are unchanged and are now priced from $279,400 for the Coupe.

MECHANICAL
The big Coupe is offered with six-cylinder petrol and turbodiesel powerplants in markets like Germany and the UK. Aussies get a single engine variant in the non-M 6 Series hard and soft-top models. It's little hardship, however, as the engine is the same stonking 270kW 4.8-litre V8 as featured in the latest X5 4.8i and 550i.

Pumping out a useful 490Nm, the powerplant is unchanged (from the above models) in the update. What is changed is the gearbox. Featured on the 650i (and optional on selected 5 Series models), BMW's new Sports Automatic transmission promises faster reactions and shifts and says BMW, delivers "a myriad of [sic] advances and advantages for drivers".

No actual shift time improvements were quoted by BMW Australia at the launch, nor have they been forthcoming to date.

In practice, the 'box does seem more eager to respond in 'manual' gear mode -- whether the driver is using the new steering wheel-mounted paddles or the electronic centre console lever (see more under ON THE ROAD below). There is no longer a manual gearbox offered in the 6 Series Down Under.

As well as the upgraded gearbox, the new 650i models also feature a multi-faceted 'Sport' mode that at the push of a button further sharpens suspension, throttle response and steering characteristics.

The 650i wears 18-inch double-spoke alloys as standard (a new design) with the fronts 8.0-inch and shod with 245/45 R18 tyres. The 9.0-inch wide rear rims get 275/40s. A choice of three 19-inch factory wheels are optional. All tyres are runflats.

This update defines the mid-life point for the 6 Series. There's no performance crisis, however -- thanks to the new gearbox, the 650i Coupe cuts its 0-100 km sprint time from 5.5 to 5.2sec. The soft-top improves 0.2sec to 5.6sec. BMW claims combined fuel economy of 11.1L/100km for the Coupe with the soft-top 0.6L/100km thirstier; no doubt in part due to the open car's 210kg weight penalty.

PACKAGING
The 650i is no compact car -- at 4820mm it's just 60mm shy of the 550i sedan and almost 300mm longer than Mercedes' SL500. Porsche's 911 is smaller again. The 6 is around 30mm longer than Jaguar's GT, the XKR, but around 60mm shorter than Maserati's 'real' GT, the Granturismo.

It takes up its fair share of a lane laterally, too. At 1855mm wide the 650i is almost as wide as Benz's big two-door bomber, the CL500 (1871mm) and only 20mm narrower than an Aston Martin DB9 (1875mm).

Branded a 2+2 by BMW, it's only just. To accommodate adult rear-seaters both the driver and front passenger must compromise their perfect positioning. In the case of both, seats need to be raised to provide rear foot space.

Once in the back, you're locked into one spot, in fairly exaggerated 'bucket' style seating. Even this 177cm-short tester was tight for headroom. That said, the space is definitely more useable than the rear seats in the Aston, Jag or 911. It's just not likely to be as comfortable as the Maserati or CL, however.

But who cares about those in the back? Up front the sports style seats are comfortable and supportive with a multitude of adjustments and memory functions to keep three users friendly.

The interior updates generate a 'softer' cabin made even classier by the leather work on the dash of the test cars. The general ambience is lifted by the real metal highlights (the new standard interior trim is called Ruthenium Metallic) on the centre stack, though some buyers might choose a timber finish for a more 'trad' effect.

Two new upholstery finishes are offered in the updated 650i: Saddle Brown and Chateau Exclusive Pearl leather.

In the world of Coupes all round vision is often sacrificed for fashion but it's not the case with the 650i. The glasshouse is airy (more so if you uncover the large tilt-only glazed roof panel) and rear and rear-three quarter vision are probably the best in class.

The convertible suffers a touch in regard to the latter, but it's no worse than some of the current offerings. Take extra care when you're merging or maneouvring nonetheless.

The update introduces two new exterior colours: Space Grey and Deep Sea Blue. Space Grey will also be offered on the M6 variants.

SAFETY
Euro NCAP testing of the 6 Series is yet to take place. Typically, BMW's larger cars have scored four or five stars so one can reasonably assume the 6 Series will perform on a par to its counterparts -- at least in hardtop (Coupe) form.

The 6 Series comes with a full complement of safety gear with multi-stage airbags, seatbelt pretensioners and new active headrests. Designed to combat whiplash injuries, the headrests are crash activated and deploy moving forwards 60mm and upwards by 40mm to "ensure the optimum position to minimise injury", according to BMW.

This 6 Series update also brings the car in line with the 5 and 3 Series in terms of driver aids and active safety accoutrement. In addition to traction and stability control (switchable) the 6 features the latest suite of smart brake technology including: brake drying; brake pre-tensioning; soft stop (releases brake pressure just before the car stops – for smoothness perhaps, not safety); hill-start assist and brake fade compensation, which automatically recognises brake temperature increase and increases 'at the pad' brake pressures to compensate.

BMW claims the 6 Series is also the only car in its class to feature High Beam Assist. This automatically switches off the high-beam headlights as soon as "oncoming traffic or a cyclist is detected, the distance to a vehicle ahead drops below a certain level, or the road ahead is well lit". The system also automatically reinstates high beam when appropriate.

COMPETITORS
Won Tatts? If you have you're likely to be looking at the same list we are when considering the 650i's competitors. Interestingly most are offered in both coupe and convertible models with the Benzs being the main exception.

Those shopping for a nice new 650i will also likely consider Aston Martin DB9, Maserati Granturismo, Jaguar XKR, Porsche 911 and the likes of the Mercedes SL (two seats only) and CL ranges.

ON THE ROAD
With familiar BMW cockpit cues, similar driving position and the same thick-rimmed steering wheel, your senses can be forgiven for being primed for M3-style impressions and driving dynamics. It doesn't take much more than a hundred metres, however, to know that the 6 Series is a very different beast.

They might both wear spinning propeller badges, sport V8 engines and have only two doors, but there's little in common about the way these cars go about their business.

While the M3 is racetrack-sharp, the 650i is a GT in the true sense of the label -- built to take you across a country (or a state Down Under), across a range of road conditions in double time, and with all the mod-cons.

Its V8 has a delicious deep and quite different burble to the 4.0-litre unit used in the fastest 3. It's possessed of a decent amount of torque right from off idle and a soundtrack that suggests its capacity is a litre or two larger than the 4799cc it actually displaces. Great stuff.

It's no slouch but don't expect to go hunting SL55s without getting your nose bloodied. Performance off the line is none too shabby (see MECHANICAL above for the actual stats) and there seems to be ne'er a peak or trough, such is the linearity of delivery. That said, overtaking and in-gear acceleration never feels as vibrant as you'd expect from the range-topping GT. I guess that's where the M6 comes in.

Select the gearbox's Sport mode and the upgraded unit's gearshifts are rapid and responsive. Use the lever or the steering-wheel mounted paddles and manual mode is accessed for changes that are swift and direct. They're not the metallically sharp shift of an SMG box, but the auto's so much more civilised we'd pick it for anything but a racetrack environment. In normal mode, the changes are syrupy smooth.

Activate the console-mounted Sport button and you're changing suspension damping rates, throttle response and the assistance level and response rate of the 6's variable-ratio Active Steering.

The sportier suspension setting is obvious and won't be to all tastes but it provides the driver with a choice when the roads are smooth and entertaining. Combined with the 6's standard (carried over) Dynamic Drive componentry, the tight damping control means the car turns in a touch sprightlier and corners flat at even elevated levels of effort. That said, though there's loads of grip and reasonable steering feedback, overall there's a general lack of feel. In this respect the 6 feels very capable but remote. As noted above -- a far cry from the likes of the M3.

Switch the safety nannies off and the 650i can be made to misbehave but it requires quite some provocation. This car has great 'natural' grip. One thing that's also hard to criticise is the brakes. Here there was plenty of power and feel. You'll be going some to test their mettle.

The big Coupe is quiet, allowing you to enjoy the engine's fine timbre. But for the full dose opt for the Convertible. The open car goes close to matching the hardtop's serenity but lower the folding cloth top (around a 20sec job) and the sky's the limit. Keep the revs between 2000-3000rpm and it's V8 burble heaven.

You seem to sit lower in the soft-top and buffeting is minimal at all legal speeds -- even the French national limit. If you're definitely two-up only you could opt for the optional folding windblocker. None of the launch convertibles were so equipped, but we managed to avoid any bad-hair moments nevertheless.

Heavier than the coupe by around 200kg, the loss of performance is arbitrary. What can be perceived, however, is an 'oh so slight' amount of scuttle shake. It's never enough to get the dash rattling, but you can detect the odd blurring of the road behind in the rear vision mirror.

Overall the soft-top gives very little away to the hardtop model -- certainly not enough to deter a typical 6 Series buyer.