Stories to fuel your mind

2006 BMW M6

Story by  Trevor Hofmann

Ooh, I like this car. I really enjoyed the 645 when I first drove it at the media launch in Malaga, Spain, a couple of years back, and then again in convertible form in southern California the following year. Yet as wonderful as the V8- powered 6 Series is, nothing can quite prepare a person for 500-plus horsepower of F1-inspired V10.

The regular 6 already looks quite racy, but in comparison the M-tuned version comes across as downright malicious. The front valance curves downward below the twin-kidney grille, exposing a large engine vent and two cutouts for cooling the dinner plate sized, vented and cross-drilled front rotors. Yes, these are completely exposed thanks to massive gaps between each of its 19- inch alloy wheels’ five spokes, an exclusive package that’s mirrored in back, although its tires, 255/40ZR-19 in front, are a bit meatier at 285/35ZR-19 in the rear. Still, its brakes, wheels and tires, while impressive, aren’t what make the M6 even more desirable than the equally sport-tuned M5. No, it’s that glorious roof, meticulously constructed from the tip of the A-pillar to the base of the C-pillar from carbon fibre, fully exposed and, to a sports car enthusiast,

The regular 6 already looks quite racy, but in comparison the M-tuned version comes across as downright malicious. The front valance curves downward below the twin-kidney grille, exposing a large engine vent and two cutouts for cooling the dinner plate sized, vented and cross-drilled front rotors. Yes, these are completely exposed thanks to massive gaps between each of its 19- inch alloy wheels’ five spokes, an exclusive package that’s mirrored in back, although its tires, 255/40ZR-19 in front, are a bit meatier at

285/35ZR-19 in the rear. Still, its brakes, wheels and tires, while impressive, aren’t what make the M6 even more desirable than the equally sport-tuned M5. No, it’s that glorious roof, meticulously constructed from the tip of the A-pillar to the base of the C-pillar from carbon fibre, fully exposed and, to a sports car enthusiast, absolutely breathtaking. It’s so precisely crafted that it almost appears unreal, but it is very real indeed, and combines with other weight-saving components to reduce the M6’s mass some 37 kilos (104 pounds) and lower its centre of gravity when compared to its four-door sibling, improving overall performance.

I could really feel the difference on the road, with the coupe seemingly more stable during transitional responses or while tracking through long, bending high-speed corners. The absolute power made by its scintillating 5.0-litre V10, possibly the most advanced combustion engine currently in production, combines with the car’s otherworldly road-holding capability, overwhelming the horizon until it shank back and disappeared from the tarmac, the car straightening twists and turns and flattening undulations in the process. I stole up a favourite mountain pass that locals

should recognize, replete with just about every primary suspension hazard less gravel, potholes or slippery surfaces. Rather, the road includes ridiculously tight left and right turns as it snakes up the mountain side, those aforementioned long double-lane sweepers, otherwise destabilizing dips and dives, thanks to spots where the inside roadbed has given way to erosion, plus a number of long, satisfying straights.

The only better surface would have been the unrestricted limits of Mont Tremblant or Road Atlanta, but no race course was available at the time of this test. Nevertheless, I use this somewhat abandoned stretch of highway for this purpose quite frequently, and therefore am familiar with every nuance of its surface, and to this day few cars can match the M6 for speed and stability; although being that I didn’t have a stopwatch on hand, so it’s quite possible it would end up on top the quickest of all.

One thing is for sure, however, the M6 driver would be less ruffled than the drivers of some of the other cars I’ve tested up there. Like the M5 and most every other BMW, the new coupe is fully equipped and painstakingly crafted from the best materials. Its seats are fabulously comfortable and, thanks to myriad positions, can be adjusted to suit almost any body type. I especially like the lower cushion extensions that give ultimate support to the thighs, as well as the optional active side bolsters that reach out and hug you during fast corners, holding the torso in place so that each hand is free to control the steering wheel.

Behind the leather-clad, form-fitting wheel are a set of paddle shifters, connecting through to BMW’s latest 7-speed SMG sequential-manual gearbox. The M engineers have reduced the transmission’s shift speed and response time, giving the new coupe better reflexes than any M-car before it. Speaking of response time, there’s a little button on the lower console that you’ll want to be sure and press before attempting any quick getaways. Aptly named “POWER,” this switch increases engine performance from a mere 400-hp default setting to a soul-stirring 507-hp.

Once at the top, camera in hand, I gave the car chance to cool down while capturing its graceful lines in still life. Like the regular 6, the M tempts the lens with numerous unique and satisfying angles, a car that is impossible to tire of. Thanking the heavens above for not opening up on me despite ominous cloud cover, I slid back inside for the descent. Hmmm… all of the fun I had driving uphill now seems like hard work compared to the thought of the same exercise sans gravitational pull. Life just gets better and better with every mile.

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