Introduction

The BMW M6 has a distinguished history beginning with the E24 “sharknose” released in the 1980s with its throaty 3.5 liter six cylinder motor derived from the legendary BMW M1. After ceasing production in 1988, the E24 was replaced by the E63/64 from 2005 through 2010. BMW dropped in a motorsports derived V10 producing 500 hp and it generated very serious performance numbers, like its four door brother the M5. However, like the M5, this generation of the M6 had a reputation for very expensive maintenance requirements. In 2012/2013 BMW introduced the F12/F06 version with a twin turbo V8 for better emissions and performance. The M6 has always sold in smaller numbers to the M5 and hence is more rare. The F12 provides good looks at the expense of rear seat comfort, which for those who prefer a two door is a small price to pay.

Motor

BMW installed a 4.4 liter 32 valve V8 into the M6 with two Honeywell twin-scroll turbo chargers sitting in between the cylinders to keep intake/exhaust tracks shorter, keep the turbos warm and reduce lag. The engine produces 550 hp and 500 lb torque, the later from 1500 rpm until 5750 rpm. Boost pressure is 22 psi and BMW’s double VANOS is used with valve timing that is imperceptible in operation. There is no step-on at certain rev markers. Redline is 7200 rpm. 0-60 takes 4.1 seconds and in derestricted European markets the M6 will pass 190 mph.

In a variety of driving conditions you can easily feel this rich lather of torque. The rear tires have difficulty dealing with it and I was able to break traction with only twenty percent throttle applied. It’s true I tested the car in 36 degree January temperatures on Pirelli P-Zeros that were not in their ideal operating environment. However, like a number of turbocharged cars with significant torque from low revs, the rear tires cannot cope fully with all this twist force. At tip in the engine feels a bit flat, but this changes instantly once the turbos spool up.

Transmission and Clutch

The F12 has a twin-clutch seven speed transmission that produces very quick gear changes up and down – which is a welcome change from it’s predecessor. Automatic and manual shifts under acceleration are very smooth. Twice while in traffic the transmission got caught out of sync and jerked at very low speeds. In fairness, this is not atypical of double clutch transmissions. Other brands have the same issue too. However, it was a reminder that torque converter transmissions – such as ZF’s current eight speed – are smoother in some situations. A six speed manual did become available to U.S. buyers for the M6 in 2014.

Chassis and Suspension

There are double wishbones up front and a 5-link setup in the rear with a predominance of aluminum being used along with some high strength steel. I found the damper settings – comfort, sport, sport + – to offer genuine differences and a range of experiences depending upon road surfaces and camber. In my view, sport + is too harsh for most pockmarked American roads. On smooth surfaces sport was a welcome setting. However, if the tarmac was compromised comfort was the best choice. Finally, while the steering was heavier – which, in theory, offers better feel – there was not as much communication coming through the thick wheel as I would have liked. However, the system is very accurate and I had no issues pointing the M6 where I wanted it to go.

Ergonomics

The M6 is a very comfortable place to be. The sport seats are excellent and offer all day support with plenty of helpful adjustments. They heat and cool as needed. Meaningfully, the controls for drive settings, temperature, sat nav, and other parameters were also readily at hand. I’m on the smaller side at 5’7” and everything fit me very well. The rear seats are a compromise. I sat in them and had about 1” of head space left. However, there was almost no leg room. So, they are best for those who are 5 years or younger or one person spread across two seats – for short journeys only.

Wheels, Tires, and Brakes

The M6 tested here was riding on 20” rims with Pirelli P-Zero tires. Michelin’s Pilot Supersports were the tires fitted to the car from the factory. Sizes are 265/30R20 on the front and 295/30R20 on the rear. The fronts provided good grip and feedback despite the sub optimal temperatures, but the rears broke away too easily once the torque kicked in. Stickier tires would help but the Pirelli P-Zero Corsa and Trofeo R tires are more temperature sensitive and wear more quickly.

Buyers had a choice of brakes: steel disks (400mm/396mm) with a blue caliper or carbon ceramics (410mm/396mm) with a gold caliper. The carbon ceramics offered an almost 43 lb weight savings, but at a tidy premium. My review car had steel disks and they offered plenty of braking performance in real world street driving with no fade or noise. They tracked true and straight – just as they should on an M car.

Instrumentation and Electronics

BMW M cars typically excel in this area and the F12 M6 is no exception. The tachometer and speedometer are very legible as are the other readouts in the gauge cluster. The center console area for managing cabin temperatures, heating and cooling the seats, and setting drive parameters are intuitive, feel premium, and work well.

The 10.2 inch sat nav system was quite intuitive, provided good resolution, and didn’t feel outdated. I’ll confess this was my first time working with a BMW system and it was easier to navigate on-the-fly than I thought it would be. I’m sure there are layers of additional complexity and settings deep within the 4.2 iDrive version menus. However, I was pleased to find working through the options was not a source of frustration.

The M6 is loaded with a variety of driver aids and I won’t list them all here. Noteworthy items include: heads up display, hazard sensing, 360 degree camera, radar cruise control, night vision, and pedestrian detection.

Style and Attention to Detail

The original ‘sharknose’ M6 was praised for its good looks, race derived engine, and handsome interior features. Its successor the E63/64, while appreciated for its V10 engine, didn’t hit many high notes on appearance. The front and rear appeared awkward and forced to many and the proportions didn’t quite work. The BMW design team sought to address this problem with a car that looked like an M product. Thus, while style and appearance are personal, I think the F12 M6 is a handsome looking car in a variety of colors. The interior is covered in more leather – such as the dash – which lends a more premium feel. There are plastics on the seat backs and elsewhere, but BMW has done a decent job hiding them and providing the cabin with a premium feel. Fit and finish are very good, but not quite Audi levels of details. Overall, it looks and feels more special than a standard 6 series in tone and emotional appeal – which is essential in this part of the market.

Final Thoughts

The F12 BMW M6 is a fine coupe for those wanting power, panache, the latest electronics, and a dose of exclusivity. The car is very fast, offers comfortable accommodation for two people, and can carry a fair amount of luggage or critically, two sets of golf clubs. The M6 offers up a premium feel in an archetype German manner focused around a robust architecture, technical excellence, and compelling dynamics.

But the M6 isn’t a real GT car. The road noise, due mostly to the tires and a bit to the suspension, curbs the coupe’s appeal as a cross continental cruiser. In addition, the carbon hood, which looks great, contributes to the volume inside the cabin. Like a very good restaurant with hard surfaces – where it can be a challenge to relax and focus on your meal and companions as much as you want with all of the noise rolling around – the M6 has the same effect. It serves up an impressive experience, but at the cost of feeling a bit less refreshed at the end of your journey. I would have thought BMW could have done better in this department.

As the ultimate expression of the 6 series cars, the M6 has never been about the last bit of performance. Instead the ethos has very much focused on creating a more sporting BMW coupe with an expanded portfolio of technical and luxury appointments. Over the years that has meant more complexity and bigger cars with more weight. Adding power has addresses some of these challenges, but not all of them.

I think the greatest strength of the F12 BMW M6 is its redirected focus on balancing performance, technical acumen, and strong esthetics. In my view, BMW set a high mark with the original E24 M6. By the time the second generation arrived in 2005 the market had changed dramatically necessitating the need for much greater power – hence the choice of the V10. However, that came at the cost of greater complexity and weight. With the F12, BMW wisely reinterpreted the genre of the M coupe and expanded its breadth of abilities while making the car good to look at on the move or at a standstill.

A car should make you feel special after a long day at the office and this M6 has the ingredients to elicit this emotional reaction. If you don’t mind the compromises, it will be rewarding to drive and own while providing a good dose of the M experience.

Happy Driving