It’s six in the ay-em, on a Monday morning. We’re passing through 85-miles-per-hour on Ontario Provincial Highway 22 in an Interlagos blue metallic BMW M6. The V-10 is purring sweetly underhood. There is not another car in sight. Steve McQueen had it right when he uttered the phrase that is emblazoned in the mind of every auto enthusiast: “Speed is life, everything else is just waiting.”
(And what is with the Namby-Pamby, artificially slow 100 kilometer-per-hour (62 mph) speed limit, as posted alongside the primary and secondary highways throughout this otherwise beautiful province? This entire country has the population of the state of Wyoming within its borders, and they can’t see fit to goose the limits just a little bit? But I digress…)
I’m on my way to Detroit, where I will join the rest of the auto scribes flying into town to sample Ford’s new F-150. But for now, we’re cruising in something considerably slicker.
What is it?
The M6 Coupe is the latest in a long line of luxury performance coupes that go back to 1972. It’s a hot-rodded version of the 6-Series personal sports car from BMW . Technically, you could call it a 2+2, but we don’t think you’d like the back seat on a cross-country trip unless you still fit into a child safety seat.
What’s it up against?
As far as divisions are concerned, “M” is BMW’s answer to Mercedes-Benz ’s AMG, Audi ’s RS, Jaguar ’s R, and well, you get the idea. The M6 is built in Dingolfing, Germany, about an hour northeast of Munich. As far as direct competitors, put it next to a Porsche 911 Turbo, a Jaguar XKR, a Maserati GranTurismo S and others of that ilk. With one or two exceptions, you’ll quickly find you’ve priced yourself into the six-figure territory.
Any breakthroughs?
Using iDrive controls to access the M-Drive functions, the M6’s power output is adjustable to three different power levels. Add to this, suspension and steering preferences which all can be combined, and you have all sorts of combinations that can be turned on and off via a twist of the iDrive knob.
We’re still not sold on the Wheel of Fortune control, but we agree this is a better laid out system than that of previous generations. Think of the newly improved iDrive like Windows XP: It’s reasonably functional and decently usable, but there are better approaches out there. Unfortunately, it looks more like Windows 3.1. Did the transmission engineer design the graphics for the user interface?
Another breakthrough: A digital/acoustic engine oil-level warning. More on this later.
How does it look?
When we saw the new 6-Series at its launch in Spain in the fall of 2003, for the upcoming 2004 model year, we were seeing just one of the initial offerings from BMW director of design Chris Bangle. Upon further squint, we noticed Porsche design cues (among others) shining through, and we can say that nearly five years later, the old girl still looks good – if a bit polarizing. Subtle ground effects, a more pronounced tail spoiler, M-design wheels, aero-mirrors and the ubiquitous M-badging all around the M6 help to set it apart from any other run-of-the-mill 650i. All new BMWs will be sporting LED illumination at front and rear, which adds to the sinister appeal of this M6.
Another cool, but possibly overlooked touch: BMW has equipped the M6 with a carbon-fiber roof panel, which accomplishes two things. One is that it reduces the total weight of the car, which is a good thing any way you look at it. Second is that removing the steel roof lowers the vehicle’s center of gravity, which enables more agile cornering than a standard 6-Series. Unfortunately, you lose the sunroof in the process. BMW offers its M3 coupe with a choice of a standard sunroof or a carbon fiber top. For those of us that aren’t trying to achieve Nürburgring lap records, the sunroof would be a nice option.
And inside?
Overall, the cabin isn’t as aesthetically pleasing as what Audi or Mercedes-Benz might churn out, but it’s still top shelf. The cockpit is very functional and the seats are excellent, as is the fit and finish. The Silverstone II Merino leather in a creamy off-white is not our idea of a high-performance color, but we suppose it must impress some interior designer somewhere. The rest of the interior makes up for the questionable hue with carbon-fiber accents, a black leather-wrapped steering wheel with M’s tri-colored thread stitching, and a leather-covered dashboard and binnacles. We’re a little worried the carbon look will go out of style quicker than a Fast and Furious lime green Mitsubishi Eclipse , so we’d probably opt for wood trim if given the choice.
Along with the millions of little Alcantaras that died for your roofliner, the full-leather treatment will set you back another $3,500 over the base $100,000. But it’s all the little bits that when combined add up to make a really great cabin. Great seats, an adjustable steering wheel with telescoping and tilt functions, a heads-up display and a sexy purr that doesn’t get lost within the audio system all do their part to ensure an amazing driving experience, especially during an early morning jaunt through the Ontario landscape.
But does it go?
With a full-tilt-boogie list price of $111,320, it damn well ought to. And truth be told, with five liters of Formula 1-inspired power under the hood, it does. But that’s not the only story. The ten-cylinder engine pumps out 500 horsepower, and 383 lb-ft. of torque, just not all the time. With the help of the engine’s steplessly variable valve timing, the engine can be “re-programmed” to provide “only” 400 horsepower, which is the default setting.
That may be fine for a daily commute, but come track day, power can be dialed into the P500 or P500 Sport mode. Both offer 500 horsepower, just at different engine map points. Additionally, Electronic Damping Control, (EDC), Dynamic Stability Control (DSC) and other functions can be programmed into a setting that’s accessible through the iDrive controller and they can further be programmed into the M button located on the steering wheel.
Sitting in and driving the M6 is more akin to wearing the car. Like a fine suit, it just fits well, and lends confidence to the maneuvers you’ll attempt while behind the wheel. Credit the all-aluminum suspension bits, with electronically controlled gas-strut shocks, for the ability to cycle through Normal, Comfort and Sport spring rates for the great handling. Using the very slick six-speed manual (our test car was not equipped with the SMG Gearbox), BMW estimates you’ll see 60 mph in 4.5 secs. And, once again, speed is artificially limited by the manufacturer to 155 mph. You’ll also see a fuel pump more frequently than you would driving a Prius, but that’s not the point. For the record, expect 11 mpg in the city and 17 on the highway.
As an aside, we had occasion to see the oil level warning light several times through our trip. The M6 uses sensors to monitor the dry sump system. When we pulled off to check the oil level with our own eyes, we simply could not locate the disptick. Thinking we were dipsticks in our own right, we called BMW, who told us that the M6 doesn’t have a dipstick, lest owners dab a little oil on their fingers. In the end, the M6′s oil level turned out to be fine, though we do question having to rely on electronics.
Overall, and except for the faulty oil level sensor, the M6 is still a technological tour de force. For model year 2009, the M6 remains untouched, except for the addition of Carbon Black Metallic as a new color choice.
Why you would buy it:
Because a 500 horsepower V-10-powered ‘bahn burner that fits like a custom-tailored suit suit is your idea of great fun. And, hey, if you’re a Wall Street CEO feeling flush with $700 billion in your back pocket, you have to spend that government bailout somewhere!
Why you wouldn’t:
Because you are technologically challenged and you think the Internet is just a passing fad.
2009 BMW M6 Coupe base price, $99,300. As tested, $111,320.
Silverstone II Merino Leather, $3,500; Heated steering wheel, $200; Carbon fiber black trim, $300; Comfort Access, $1,000; iPod adapter, $400; Heads Up display, $1,200; HD Radio, $350; Sirius satellite radio, $595; Enhanced premium sound, $700; Destination, $775; Gas Guzzler Tax, $3,000.
Words and photos by Mark Elias.
