Test drive BMW M6 compartment F13 since 2012 compartment

Red heat

If you buy a BMW M6 for yourself, then most likely you are a man over forty -five, the list of your households is limited by one wife, you are sports, follow fashion, and in the garage you already have several cars. Finally, you are most likely in Germany, Great Britain or the USA. If you are not very similar to the photobot compiled by the BMW AG marketers, then you can only grumble about the fact that the car you get in some way does not correspond to your expectations for a while.
The BMW M5, on which we rode six months ago, is a comment car, the classic two in one, which they do not stop pointing to Munich: if you want-business sedan, you want-a sports car for ambitious races. And the presence in the car heaps of settings that change its character is quite justified. There is a free minute - you have a gym on wheels, you have to work - the car can again turn into a mobile office. That is why more than half of all M5 sold in Germany are corporate cars.
The coupe is already uncompromising by virtue of the construction of the body. The screaming appearance, in fact, there are only two places-in the M6, the beard of the central tunnel stretches to the back of the rear seat, and in the remaining space, only business partners from the tribes of Central Africa will sit comfortably. In addition, try to convince your shareholders that you want to purchase a compartment as an office car. Hence, quite reasonable expectations that the BMW M6 will become exclusively a sports car, whose strict image will not be muddered by adaptability. It turned out, alas, not so.
Outwardly, the car is not too different from the usual compartment of the sixth series. This is the philosophy of BMW Motorsport GmbH: the wolf should be in sheep's skin. A new apron with wide air intakes is paid attention to the front - V10 requires twice as much cooling air than an eight that is installed on 645CI. It is characteristic that the operating temperature of the engine is more than a hundred degrees, from the hood, if you stand nearby, so it is dusting fervor. What is curious, the gills in the front wings are not through, as on M5, but fake, for beauty. But external mirrors are exactly the same as in the athlete, they not only look elegant, but also reduce the lifting force on the front wheels. Optimize air flows and wider thresholds. The rear diffuser is also new, the lanterns in the bumper are located slightly higher than that of the six, and the license plate of the M6 \u200b\u200bis attached to the apron. And, of course, four exhaust pipes, from which an amazing sound is torn - this, of course, is not Ferrari circular saw, but also makes an impression. Plus a carbon roof - to reduce the mass, the designers fought for every kilogram: carbon fiber instead of metal over the head allowed to save 5 kg, each forged disk is almost 2 kg easier than the usual alloy, still in M6 plastic front wings and trunk lid ... All this allowed the designers to achieve an enviable specific mass - one horse force here carries only 3.3 kg of car weight. This indicator plus the best, relative to M5, aerodynamics allow M6 to start up to hundreds for one tenth second faster than a sedan with Litera M.
According to the technical filling and the way the driver communicates with it, the coupe and the sedan from the BMW M GmbH are almost identical. After the engine starts, the P400 power mode is set by default. In order to slowly feel sick around the city in traffic jams, 507 forces, of course, are much too much. According to BMW experts, just right ... - 400 hp Why not 200, not 100? At you can hardly notice the movement of 40 km/h, 400 or 507 you have the strength. Then why? Maybe to save the 98th gasoline, which in the city mode is consumed about 23 liters? Therefore, let's forget about the P400, press the Power button and will be constantly fully armed.
The next button near the checkpoint handle sets up the stiffness of shock absorbers in three modes: Komfort, Normal and Sport. On public roads, we tried all three and did not feel much difference. Therefore, select a sports mode and forget about the button.
Now go deeper into the box settings. The Drivelogic function gives the driver the opportunity to choose the operating mode of SMG. The modes differ from each other in the speed of switching - the higher the mode, the speed and load, the sooner the box throws the gears. This was invented so that again, with a leisurely driving around the city, not to feel jerks when switching, and during sports driving - not to interrupt the stream of power. To someone like, and I was satisfied with the fastest switching mode even when driving from traffic light to a traffic light. After all, under us is still a super sports compartment, and in shocks, when the box opens the clutch, and by inertia presses you to seat belts, there is also a buzz.
Both in S mode, and in mode D Electronics itself sets the first gear when you stop at the same traffic light. And here is the main thing - do not forget what mode you have. If manual, then the M6 \u200b\u200bwill shoot at the first as a shell, the tachometer arrow will quickly jump to 8,000 rpm, then the speed will fall, and the engine picture will appear on the display. Not V10, which is under your hood, but a conditional one who says that if you continue to forget to increase the transmission, you can bend the motor.
They say that freedom is the right to choose. In this context, the BMW M6 gives you real freedom. Let's say you are traveling at a speed of 80 km/h in automatic mode in 7th gear. There are many ways to accelerate. Can just press the gas - Kikdown will lower the gear. You can push the handle from yourself for the same purpose. You can knock your fingers on the petal with the inscription - on the steering column. You can adjust the Drivelogic key by setting the fastest speed of sequential switching-SMG will immediately spread to the 4th gear. The same can be done by going on the Idrive menu ...
Finally, the last important setting is the mode of operation of the DSC dynamic stability system. There is a dynamic mode M, in which the system intervenes in the actions of the driver only in the limiting situations, allowing you to move in a controlled skid. This regime was constantly turned on in our country, although the car manufacturer insists that it should be used exclusively on closed racing tracks.
For example, on the Ascari highway, built ten years ago in the vicinity of the Spanish city of Ronda. Here the racing character of the BMW M6 is fully revealed. There is an illusion that you are driving a computer simulator - you can do everything, and you have a dozen lives in stock. Only in the turns, into which the M6 \u200b\u200bis screwed almost at the same speed that you managed to develop a straight line, the chair that is digging into the ribs recalls that this is a reality. Having left Ascari, after some time I noticed with horror that I was forgotten and driving along an ordinary road almost the same as along the racing ring. This is probably the whole truth of the BMW M6. You just need to press the M button on the steering wheel, under which you choose the most extreme BMW M6 settings in advance, and about everything the rest is unnecessary to forget.
Have you bought a copy for a long time? the colleague asked me. I never bought, but what? And the fact that you just won’t find a copy. A scanner with a printer is also surely put there to expand your capabilities and take more money from you. By the way, the price is perhaps the only thing that the automaker did not compromise. In Europe, the BMW M6 will cost 106,500, which is 20,000 more than today they ask for the BMW M5.

Text Dmitry Gronsky, photo BMW AG

No less huge brake discs are clearly visible through the thin knitting needles of huge forged wheels - according to the manufacturer, on dry asphalt with 100 km/h and until the M6 \u200b\u200bis completely stopped, only 36 meters run. Inhibition on this car is no less exciting than acceleration. Overloads are such that it darkens in the eyes is like starting to a hundred, running the same 36 steps. Almost 1G - acceleration of free fall!

The current BMW M6 coupe continues the traditions of cars that the BMW Motorsport GmbH began to build more than a quarter century ago. In 1978, to participate in the Ring Rounds of the Procar series, the average two -seater BMW M1 was developed, the six -cylinder power unit of which, with a volume of 3.5 liters, developed 277 hp. Up to a hundred, the car started in 5.6 s, and the maximum speed M1 was 262 km/h. In 1979, EMKA prepared for public roads became available to ordinary customers. In total, 456 copies of the BMW M1 were sold, the surviving samples today are expensive collecting items. The BMW M635 CSI, which was released from 1984 to 1989, was not as fast as M1, but its main advantage was that this athlete was based on the units of the serial luxury cape of the sixth series. 286 hp The four -seater car was accelerated to 100 km/h for 6.4 C and could force the speedometer arrow to rest 255 km/h. It is curious that in the United States, curved up to 260 hp. The compartment was sold under the M6 \u200b\u200bindex, as well as today's new product.

BMW M6
 
Gasoline engine V10
Working volume (cubic cub) 4999
Power (L.S. at rpm) 507 at 7750
Moment (nm at rpm) 520 at 6100
The rear drive
Gearbox 7-speed, mechanical, robotic, SMGIII
Length/width/height (mm) 4871/11855/1377
Wheel base (mm) 2781
Mass weight (kg) 1710
Maximum speed (km/h) 250
Acceleration to 100 km/h (c) 4.6
Fuel consumption (city/highway, l/100 km) 22.7/10.2
Price in Europe 106 500

 
 
 

Source: "Autopilot"