BMW M6 2005 Review

What we liked
>> Powerful, high-revving V10
>> Much improved SMG gearbox
>> Effortless touring ability

Not so much
>> M-mods can't hide strange styling
>> Steering's a bit lifeless
>> M5 is heaps cheaper

OVERVIEW
What could be more desirable than the new BMW M5? Based on the latest 5 Series sedan, but with a stonking 5.0-litre V10 under the bonnet, a seven-speed SMG gearbox, rear-drive of course, and a host of electronic aids to make the most of the experience, it has to be the ultimate high-speed four-door on the market. Or it will be, at least, when it arrives in July.

BMW's M Division has already trumped the M5 however, by launching the M6 coupe in Europe. It will go on sale in Oz this November, promising all the excitement of the M5 thanks to similar technical specification, but with the added spice of the 6 Series' unique styling, plus even better performance thanks to the use of some lightweight components including a carbon fibre roof.

This is the fastest car BMW has ever built, which is saying quite a bit given the past lineage of glorious M3 compacts, the previous M5 and, if you go back far enough, even the M version of the original 635Ci coupe. CarPoint has driven it both on the roads of southern Spain, and at the private Ascari racetrack. Here's what it's all about.

FEATURES
There's just the one version of the M6 for the moment, at least until a convertible comes around probably at this time next year. There's no conventional manual, and the high-revving nature of the V10 has precluded a normal automatic as well. So it's either a clutchless SMG or nothing as transmission choice.

It's based on the 645Ci coupe, which in turn gets its platform, suspension and other structural components from the 5 Series, but there the similarity ends. In a quest to keep weight down - both figuratively and literally - the steel roof has been replaced by a carbon fibre panel that saves 4.5kg, but more crucially helps lower the centre of gravity for better handling. Although it weighs about 90kg more than a 645Ci, the M6 is 50kg lighter than an M5 and its mass centre is 60mm lower.

Styling additions include a more aggressive front airdam, wider 19-inch wheels and tyres and a peculiar rear bumper with a gaping slot under the number plate area and between the dual twin exhausts. Seen in the flesh, the M6 has more aggression from its seemingly extra width and lower stance, and manages to look both fat and menacing without the need for extra wings or the like. Still, the basic 6 Series shape with its bulging snout and raised bootlid remain, and the look is as controversial as ever.

COMFORT
Inside there's all the luxury of the 6 Series: deep bucket seats with warmers and leather, cruise control, sat-nav, a grunting stereo and more. But then there are the extra M-features such as the F1-inspired steering wheel with the usual stereo controls, but also the "M" button to summon specific programs for the level of dynamic stability control needed - or not needed, for full-on driving. There's also an optional heads-up display projecting the speedo and rev-band with illuminated shift points.

The centre console has the SMG shifter (its backed-up by paddles on the steering wheel as well) with a toggle switch to dial-up the degree of aggression on the gearshift itself ranging from slow and smooth, to quicker and a bit sharper.

The M6 might be a large coupe, but it's still a two-door and can't hope to match the M5 on everyday useability. Still, if the back seat is needed it will accommodate two adults in reasonable comfort, and the 450-litre boot is quite large.

Shared with the M5 (or any 5 Series or 6 Series for that matter) is a lack of storage space in the cabin for mobile phones or a drink bottle, indicating the designers' priorities might have been style over function. The i-Drive system is also there and although the large rotating knob does away with many minor switches, it takes some learning to access information and tailor systems instantly.

SAFETY
Clearly, the most pressing job for BMW's engineers was how to safely deliver 500-odd horsepower through the rear wheels of a road car and still make it fun and driveable. The tricky rear diff helps - it's a version of that used on the M3 - but there are also super-sticky 285/35ZR19 Pirelli PZero Corsa tyres on the rear wheels.

Then there are the electronic systems starting, of course, with traction control, while the DSC system has either a normal setting, the less intrusive M Dynamic mode or can be switched off altogether.

There's also a "Power" switch on the centre console that's well worth remembering. Unless the driver gives it a stab, the M6 will operate in P400 mode - meaning the engine delivers 400bhp (or 298kW), presumably for doddering about town . For the full experience, power mode will access all 372kW and the electronic throttle is also given a silicon tweak to make it more responsive.

Passive safety gear includes the 6 Series' deformable front end with lots of aluminium components, plus there is the full catastrophe of airbags for frontal, side, upper torso and head protection. Hopefully, the monster 348mm (front) and 345mm (rear) brakes with all the usual electronic interventions will make the pyrotechnics unnecessary.

MECHANICAL
The M6 is dominated by that 5.0-litre, DOHC, 40-valve engine. It's a 90 degree V10, producing a whacking great 373kW at 7750rpm by using all the latest lightweight technology from BMW's M Division, and is lifted pretty much holus-bolus from the M5.

Although the capacity indicates sheer grunt, this engine thrives on revs to make its power. It doesn't hit its limiter until 8500rpm, and has a seven-speed SMG gearbox to make the most of that broad spread of revs. There are a total of 11 gearshift modes depending on if the transmission is being used in automatic or manual mode, the traction and stability programs can be tailored to suit a driver's needs, and the M Differential Lock does its best to deliver all 520Nm of torque on changing surfaces and under variable lateral loads.

COMPETITORS
Where do you place the M6: on price or performance? At a projected $275,000, it will be more expensive than a Maserati Gransport by about 40 grand, but has more cylinders, power and probably performance. But then again, it also out-powers the Mercedes-Benz CL55 AMG, yet undercuts it by almost $100,000.

Don't forget the M5, or if you aren't swayed by a European badge and don't mind saving close to $200,000, there's the HSV Coupe GTO. Or maybe a Porsche 911 Carrera S or Jaguar XK-R at closer to $220,000 might be attractive.

ON THE ROAD
BMW claims the M6 will hit 100km/h from standstill in 4.6 seconds, and that's fast by anyone's reckoning. That figure is available to any driver brave enough to use the transmission's in-built launch control mode which delivers an awesome burst of power and violent gearshifts, leaving the pilot without much to do except hang on.

In calmer circumstances the V10 has a wonderfully broad elasticity to its power delivery that can fool you into thinking that it isn't as fast a car as the paperwork indicates. Given its size, it is amazing how happy the engine is spinning near its 8000rpm redline, but it also pulls strongly down low. Then you glance at the speedo, and realise it's doing the job with admirable ease.

On the race track the short straights are devoured, but anyone expecting a larger version of the M3 through the corners might be disappointed. Yes, there's a ripping V10 soundtrack and huge grip - although not enough to stop the power output shaking loose the rear Pirelli's traction at any possible provocation - but there's also the feeling of more weight, and some understeer when tipping into a tight bend. The servotronic steering is deadly accurate and quite fast, but lacks feedback and feels a little wooden.

The whole package comes together much more nicely on the open road. The ride is lumpy but not uncomfortable, and can stiffened either way via dampers that are electronically controllable. Available power is enough to make a mockery of inclines or straights between corners, and the suspension, tyres and electronics are well up to mastering output through the rear wheels in tricky situations. It's difficult to think of a better way to gobble up long distances.

Anyone who has used or read about earlier versions of BMW's SMG transmission will be happy to know the improved version on the M6 is a whole lot better than previous jerky and sometimes indecisive iterations. Apart from the extra ratio, there are smoother shifts that can be up to 20 per cent faster as well. More than before, it seems a viable alternative to a DIY manual gearbox with separate clutch pedal.

BMW is indicating the M6 will cost around $275,000 when it lands in Australia. That's about $50,000 more than the M5 which, when you get right down to it, is going to be very similar to drive, and who doesn't like a hot sedan? Those who don't, and aren't bothered by financial concerns, are going to love the M6.