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      04-18-2013, 09:58 PM   #1
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Post M6 Gran Coupe First Drive Reviews (Autocar, CAR, Edmunds)

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The Sexier M5 Has Arrived



According to BMW, there are sport sedan buyers who think the BMW M5 doesn't suit them. BMW doesn't say why, but in a bout of unashamed honesty, the company insists it happens.

To combat the unexplained disdain for the powerful 5 Series, BMW has essentially rebodied it. In place of the 5 Series-based sheet metal of the 2013 BMW M5, there now sits the sleeker shape of the 6 Series Gran Coupe. The result is the equally powerful, yet slightly more luxurious 2014 BMW M6 Gran Coupe.

The four-door "coupe" has the same wheelbase, engine, suspension, transmission and rear-wheel-drive configuration as the M5. Despite this, BMW says the two models won't compete against each other. So one minute BMW is being brutally honest, and the next it ignores the obvious. Go figure.

The Luxurious Side of M
Every word we heard from BMW at the launch of the 2014 BMW M6 Gran Coupe mentioned the word "luxury" before the word "power." That's partly because the M6 is positioned slightly above the M5 and partly because it actually is luxurious.

The driver seat is a particularly pleasant place to be, with the long, curving strip of leather-clad dashboard joining to the center console to create the driver-focused interior that the M5 lacks. There are beautiful touches of trimming throughout, including a leather strip that runs the length of the carbon-fiber roof.

As in all cut-down sedans like the Gran Coupe, the rear seat is a little tight. In this case, it's not claustrophobic like the 2012 Aston Martin Rapide, but it's not nearly as spacious as the rear quarters of the 2013 Porsche Panamera.

There's Power Aplenty
So the luxury is definitely there, but so is the power. The 4.4-liter V8 has its pair of twin-scroll turbochargers snuggled inside the engine's vee and uses both variable valve timing and variable valve lift, along with direct fuel injection.

This helps it to crank out 500 pound-feet of torque from just 1,500 rpm, and it holds that figure until 5,750 rpm. By then, the 560-hp power peak is set to take over the headlines, and it does that happily at 6,000 rpm. All of that power runs through a seven-speed dual-clutch automated manual transmission and on to 20-inch rear wheels.

Part of the reason it needs that much power is that it's not particularly light, with 4,134 pounds spread 50:50 between the front and rear axles. A pair of 15.7-inch rotors up front gives the six-piston fixed calipers plenty of bite to quickly bring the big sedan to a stop.

More Than Numbers
Once you're behind the wheel of the 2014 BMW M6 Gran Coupe you quickly forget the numbers. Actually, you quickly forget most things, because the V8 is working hard to make anything in front of you get big in a hurry.

This is a monster motor, and its claimed 0-62-mph time of 4.2 seconds backs it up. There are competitors that are faster on paper, yet it's hard to imagine them feeling faster than this sedan. Its in-gear acceleration is phenomenal, with an exhaust note demonstrably louder and more brutal than the Audi RS 6 and an equally dramatic treatment of the off-throttle and gearchange theatre.

Leave it in gear (any gear) and it will revel in a torque curve that stiffens at 1,500 rpm before it delivers another 5,500 rpm of punishment on top of that. Our M6 Gran Coupe had the higher, 190-mph speed limiter that the U.S. cars won't get and the car hit it, hard and quickly. And all the time the big sedan was streaming across Germany, it sat there, rock solid even in the presence of the occasionally wandering hatchback. Its only wobble came in the sudden transition from full throttle at vMax to full braking, and then it was only a little trace of instability as the changing stance altered the aero angle of attack.

A Big List of Competitors
Perhaps the biggest problem facing the M6 Gran Coupe is the sheer number of equally competent competitors that already reside in the category. There's the 2013 Mercedes-Benz E63 AMG in both rear- and all-wheel-drive guise, and soon it will be joined by the CLS63 AMG. We won't get the incredible twin-turbo V8 Audi RS 6 wagon, but it forms the basis of the upcoming Audi RS 7 that will make its way to the States.

The odd thing is that the AMGs, Quattros and Ms are all within a scattered handful of horsepower of each other. If anything separates them, it's the fact that the Audi and Mercedes sedans have the advantage of putting their power down through all four wheels. Makes us wonder when BMW will just get on the bandwagon.

Until then, the 2014 BMW M6 Gran Coupe will likely do just fine. Its shape is one of the most elegant in the business right now, and anyone who doesn't feel like 560 hp is enough has other issues. All-wheel drive or not, this M6 puts its power down just fine, and even if it's not the most nimble sedan around tight bends, it dispatches more direct stretches of road with the kind of ease that makes it a flawless grand tourer.
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      04-18-2013, 09:58 PM   #2
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Post M6 Gran Coupe First Drive Reviews (Autocar and CAR)

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BMW M6 Gran Coupe (2013) CAR review

By Ben Barry
19 April 2013 16:30

This is the new BMW M6 Gran Coupe, a four-door coupe/saloon that slots between the M6 coupe and M5 saloon. It gives Munich a direct rival to the Mercedes CLS 63 AMG (£82k) and forthcoming Audi RS7, and an excuse to add £24k to the M5's sticker price – it'll cost £97,490 when it goes on sale in May. The M6 coupe retails at £93k.

Is the Gran Coupe an M6 with four doors or an M5 with a rakish roof?

The M5 and M6 share a drivetrain and the platforms are obviously closely related, but the Gran Coupe is an M5 underneath – the two share the same wheelbase. But whereas the M5 shares its basic architecture with a 520d, the M6 Gran Coupe's lowliest sibling is the far posher 640i Gran Coupe, and that means the body and interior feel more special, more M6-like. The M6 Gran Coupe also continues the theme started by the original M6, with a lightweight carbon roof helping to lower the centre of gravity. You won't find that on an M5.

As with all M5 and M6 models, the 4.4-litre twin-turbo V8 sends the same whopping 552bhp and 502lb ft to the rear wheels via a seven-speed dual-clutch gearbox and active limited-slip differential.

What comes as standard?

20-inch wheels, M Sport seats and an extended leather pack – extra portions of the door cards and dashboard are hide-trimmed, as well as the seats – are all part of the package. Elsewhere there's a head-up display plus parking sensors, heated seats, automatically dimming rear-view and exterior mirrors, and BMW Professional multimedia/sat-nav.

Options include multi-function seats, carbon ceramic brakes, keyless entry, heated steering wheel, soft-close doors, electric sun blinds, a Bang & Olufsen stereo, a rear-view camera and the usual array of beeps and bongs to try to prevent you from straying out of your lane/driving into pedestrians/blinding people with full beam.

So it feels just like an M5, then?

Not quite. M Division boss Friedrich Nitschke describes the M6 Gran Coupe as 'standing for luxury like no other M car in the past', and the tuning of the various chassis parameters reflects that: Albert Biermann, vice president of engineering, says the damper settings are slightly softer in the Gran Coupe's Comfort mode, though there's less difference as you progress through Sport and Sport Plus.

The steering, throttle maps and DSC calibrations are also subtly revised.

Does it feel like an M5 for, erm, your gran?

Well, we drove the Gran Coupe on smoother German roads, but the Comfort setting certainly seemed to be more compliant and settled than the M5's, which can feel a bit agitated and lumpy at times. So the Gran Coupe is a bit softer, yes, but it also feels happier with itself, more positively resolved. For me, that's a good thing, and if you really want a stiff ride, you can still scroll up to Sport Plus and experience uncomfortable sportiness.

The steering also feels a little different, Biermann admitting that they've tweaked it both on the Gran Coupe and in later-build M5s. Revised elastokinematics – bushings to you and me – have played a large part in a bid to create more feedback and precision from the front end. We'd say the steering still feels a little remote, but the weighting is more pronounced around top-dead centre in a way that, yes, does create more definition. As before you can choose from Comfort, Sport and Sport Plus settings for the steering, but the sporty modes just ladle on daft amounts of weight – Comfort is perfect.

Tell me about the V8 and seven-speed gearbox

The 4.4-litre twin-turbo V8 has very eager response, pulls from low and serves up a massively flexible wodge of torque, but it'll also pull to beyond 7000rpm and sound utterly mad as it does it, a tremulous trumpeting that's a world away from the farty trills and burpy rumblings of the mid-range. Combine this with the seven-speed dual-clutch gearbox in its fastest setting (there are three to choose from) and you end up firing along on a manic wave of speed punctuated by the split-second thumps that signal a gearchange. It's beserk, no question, a posh Nissan GT-R in the best possible sense.

A torque converter would be smoother – particularly at parking speeds – but the intensity of the dual-clutcher more than makes up for it, and it's perfectly capable of being civil.

There are three settings for the throttle response: Efficient feels a bit flabby, Sport feels nice and urgent and responsive, while Sport Plus is incredibly precise for a turbo motor, but it does introduce an element of shuntiness as you back in and out of the throttle on twistier roads. I don't remember that in my long-term M5, so where I'd previously gone for Sport Plus in the M5, I found myself preferring Sport in the M6 Gran Coupe.

Is the Gran Coupe practical?

There isn't an abundance of head- and kneeroom for four six footers, but there's enough, and while it is really a four-seater, the part-time seat in the middle of the rear does have its own seatbelt. You'll get five in there when you need to, but don't expect to make a habit of it.

Other than that, you'll notice that the boot is also 60 litres down on capacity at 460 litres versus the M5, and that the more rakish A-pillars and plunging bonnet do make the M6 Gran Coupe harder to place on the road than its saloon-based sibling. Not a big deal, but noticeable all the same.

Verdict

The M6 is a great car and, in nearly every way, preferable to the M5. Crucially, though, the M5's extra roominess and far cheaper price tag mean it'll still be the number one choice for many buyers.

On this evidence, the suspension changes seem to be an improvement over the M5 but we'd want to drive it on twistier, more poorly surfaced, drier – it lashed it down on our test – UK roads to definitively say if it was just as engaging, or even more so.

And here's the thing: like the M5, the M6 is relatively aloof, a car that doesn't really let on how special it is until you really explore its vast reserves of performance. Do that and you're doing silly speeds. The M6 Gran Coupe is a big, fast car, one that demolishes B-roads rather than interacts keenly with them – a CLS 63 AMG better communicates its specialness in more everyday circumstances.

But I like it. I like the devastating performance, the looks, the cabin and the 24/7 usability, but if you're looking for tactility and engagement, you might want to save yourself a stack of cash and buy a Jaguar XFR – it comes with that rakish roofline as standard.
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      04-18-2013, 09:58 PM   #3
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Post M6 Gran Coupe First Drive Reviews (Autocar and CAR)

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BMW M6 GranCoupé first drive review
Stylish four-door alternative to the M5 saloon joins the BMW M ranks



by Greg Kable
18 April 2013 11:02pm

What is it?
BMW M5 not stylish enough? Try the BMW M6 GranCoupé. That’s the message BMW’s M division is sending out with its latest model – the third in what is now an extended range of M6 models, following on from the second-generation coupé and first-generation convertible launched last year.

The recipe is familiar: the M6 GranCoupé receives the same twin-turbocharged 4.4-litre V8 petrol engine and seven-speed dual-clutch gearbox first unveiled in the fifth-generation M5.

Power is up by 108bhp and torque extends by 22lb ft over the less heavily tuned twin-turbo 4.4-litre V8 used by the fastest of the standard 6-series GranCoupé models already on sale in the UK, the 650i.

In terms of conception, there’s little separating the M6 GranCoupé and the latest M5, which will shortly receive a mild facelift as part of changes to the 5-series line-up. Both boast a four-door, saloon-style body, although the former is considerably lower and, arguably, better looking.

BMW says the wheelbase measurements are different, but at 2970mm versus 2965mm it’s a close run thing. And while the former boasts just four seats, the latter gets a more practical five seat layout as standard.

What is it like?
Despite weighing 5kg more at 1875kg and running the same 3.15:1 final drive, BMW claims the M6 GranCoupé is actually faster to 62mph than the M5, but only by 0.1sec at 4.2sec. Top speed is nominally limited to 155mph. However, buyers can have it extended to 190mph as part of an optional driver’s package. And who wouldn’t.

A full throttle autobahn run at its launch on the outskirts of Munich last week revealed this latest M car has no trouble reaching such dizzying heights of performance when the conditions permit.

Spectacularly muscular on-boost qualities of engine combine with tremendously effective straight line stability to provide the driver with great confidence at over double the UK speed limit and make it a formidable high-speed cruiser. There’s also sufficient compliancy within the suspension, even in its most aggressive Sport-plus mode, to ensure comfort levels remain.

For a car that stretches to over five metres in length, this latest M-car is also impressively agile on more challenging roads. It steers accurately, albeit without a great deal of feedback. In Sport and Sport plus modes the damping is sufficiently firm to ensure taut body control when you’re carrying big speed through corners.

The chassis, which is largely shared with the M5, is quite fluent in its actions, providing a degree of delicacy to the handling that is rare in this segment. It also possesses great throttle response and, thanks to the inclusion of an electronically operated M-differential, immense traction for a rear-wheel-drive car with such potent reserves.

To appease buyers in the US – which BMW M boss Friedrich Nitschke predicts will be its biggest market, the M6 GranCoupé receives slightly more comfort-orientated chassis settings than the M5, including less aggressive electronic mapping for the throttle, steering and gearbox.

When the conditions call for more moderate speeds, you can choose to alter the intrinsic character of the M6 GranCoupé by switching it in to comfort mode, in which the mapping of the engine, gearbox, steering and damping are placed in an altogether more relaxed state.

So configured, it proves effortless, refined and, for a car flaunting the legendary M-badge, remarkably compliant – more so than the M5, in fact. The only thing that disturbs the calm is the uncomfortable drone of the exhaust on constant throttle loads at middling revs.

Should I buy one?
The breadth of the BMW M6 GranCoupé’s abilities are extraordinary and will no doubt appeal to many seeking everyday usability.

But for traditionalists the more practical M5 will surely remain the BMW performance car of choice, even if ultimately proves less comfortable.

BMW M6 GranCoupé

Price £97,490; 0-62mph 4.2sec; Top speed 190mph; Economy 28.5mpg (combined); CO2 232g/km; Kerb weight 1875kg; Engine V8, 4395cc, twin-turbo, petrol; Power 552bhp at 6000rpm; Torque 502lb ft at 1500rpm; Gearbox 7spd dual-clutch automatic
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      04-19-2013, 11:50 AM   #4
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Drives 3% bigger than an M6 and 2.7% smaller than an M5? Got it.
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      04-19-2013, 11:51 AM   #5
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I know its not the Gran Coupe, but its a great M6/M5 comparo.

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      04-19-2013, 12:00 PM   #6
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any car, as long as its still ///M

vrooo///M
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      04-19-2013, 12:06 PM   #7
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Gorgeous but a lot of money
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      04-19-2013, 12:26 PM   #8
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Am I the only person who thinks the M5 is far more handsome itself?
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      04-19-2013, 12:29 PM   #9
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This has got to be the ultimate four door car on this planet. M5 power in a sleeker package, wow.
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      04-19-2013, 12:36 PM   #10
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Quote:
Originally Posted by InquisitiveA View Post
Am I the only person who thinks the M5 is far more handsome itself?
In some ways, but if you see the M6 GranCoupe in real life it is a much better looking car. The roof line and the rear look fantastic. When you see one up ahead of you on the road, the wide stance and the low profile make it look like one bad ass super sport machine.

But both cars are very similar. Was driving my m5 with everything tuned to Sport+ this morning. The car is just visceral. Feels like a race car. Unbelievable!
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      04-19-2013, 12:55 PM   #11
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While I accept there is a place in the market for the M5. The M6 GC is a huge wate of sheet metal.

It offers no difference from the M5, costs more and will sell 1/10th the volume.

All this big talk of faster, lighter, pinnacle of design, blah blah is just rubbish.

Its fat, heavy, long and ugly. I challenge all the fanboys to lay down their cash and buy one first.

M5 is nicer car in ever way and is over $10 000 cheaper.

Is the M6 GC exclusive, I'll give you that.

A labotomy is pretty exclusive too.

BMW has lost their way and every new lost design coming out proves it. Next the 3GC, X4, 2 series, X7, M7 Series....

Sad for a car maker with such a great past of motorsport design and history. Its a great marketing company now, just like Apple....
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      04-19-2013, 02:21 PM   #12
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Quote:
Originally Posted by sparkyg View Post
While I accept there is a place in the market for the M5. The M6 GC is a huge wate of sheet metal.

It offers no difference from the M5, costs more and will sell 1/10th the volume.

All this big talk of faster, lighter, pinnacle of design, blah blah is just rubbish.
I'm with you. No doubt the M6 and M5 are awesome cars, but this is the answer to a question that nobody asked -- except non-car people who are upset that their car isn't "exclusive" enough, so BMW changes the sheetmetal a little bit, and bam, more profits!

I'd like to see BMW offer more true variety in engine and drivetrain and FUN options, versus gran coupes and Hunchback GTs and on and on.

And it's absolutely NOT a sleeper. Nobody's gonna be surprised that a car like that performs.
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      04-19-2013, 02:38 PM   #13
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Quote:
Originally Posted by sparkyg View Post
While I accept there is a place in the market for the M5. The M6 GC is a huge wate of sheet metal.

It offers no difference from the M5, costs more and will sell 1/10th the volume.

All this big talk of faster, lighter, pinnacle of design, blah blah is just rubbish.

Its fat, heavy, long and ugly. I challenge all the fanboys to lay down their cash and buy one first.

M5 is nicer car in ever way and is over $10 000 cheaper.

Is the M6 GC exclusive, I'll give you that.

A labotomy is pretty exclusive too.

BMW has lost their way and every new lost design coming out proves it. Next the 3GC, X4, 2 series, X7, M7 Series....

Sad for a car maker with such a great past of motorsport design and history. Its a great marketing company now, just like Apple....

i wold get the GC over the 5 series. i like the design better.
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      04-19-2013, 03:05 PM   #14
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Not that a M buyer is looking at conserving fuel but "Economy 28.5mpg (combined)" is a total joke or they think we are all gullible.
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      04-19-2013, 03:10 PM   #15
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Quote:
Originally Posted by sparkyg View Post
While I accept there is a place in the market for the M5. The M6 GC is a huge wate of sheet metal.

It offers no difference from the M5, costs more and will sell 1/10th the volume.

All this big talk of faster, lighter, pinnacle of design, blah blah is just rubbish.

Its fat, heavy, long and ugly. I challenge all the fanboys to lay down their cash and buy one first.

M5 is nicer car in ever way and is over $10 000 cheaper.

Is the M6 GC exclusive, I'll give you that.

A labotomy is pretty exclusive too.

BMW has lost their way and every new lost design coming out proves it. Next the 3GC, X4, 2 series, X7, M7 Series....

Sad for a car maker with such a great past of motorsport design and history. Its a great marketing company now, just like Apple....
I agree with you in the part about BMW releasing way too many models. That saddens me as well.

But i have to argue with you on the 6GC being a waste of sheet metal. Yea the car doesn't offer much more from a 5'er but it's the uniqueness that counts. 1/10th the sale volume?...That's exactly what BMW and potential buyers want. A car that is rare.
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      04-19-2013, 04:30 PM   #16
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Originally Posted by InquisitiveA View Post
Am I the only person who thinks the M5 is far more handsome itself?
Yes you are. I like the brutish looks of my M5 but the GC is hot!!! Unlike the M5, the M6 really looks like a 6 figure car.
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      04-19-2013, 07:44 PM   #17
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Quote:
Originally Posted by Whostheboss View Post
I agree with you in the part about BMW releasing way too many models. That saddens me as well.

But i have to argue with you on the 6GC being a waste of sheet metal. Yea the car doesn't offer much more from a 5'er but it's the uniqueness that counts. 1/10th the sale volume?...That's exactly what BMW and potential buyers want. A car that is rare.
Correct, plus styling is subjective. I love the looks of the 6 with either 2 doors or 4. If I could afford it I'd take the M6 GC over an M5 any day. I saw two new M5's on the same day recently, both blue. They looked awesome but they also looked like extra large versions of my 3 M Sport.

There is no mistaking a 6 for any other car in BMW's line. I love the exclusivity.
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      04-19-2013, 07:51 PM   #18
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M6 Gran Coupe is to the M5 what the X6 was to the X5... an "arguably" more stylish version of the same vehicle.
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      04-19-2013, 08:03 PM   #19
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I thought the F06 M6 being derived from the F13 M6 would be on the sport/hardcore end of things compared to the F10. But it's good to see that BMW is giving the edge to the F10. It seems that BMW is expanding their product line in more of a continuum of sorts: F13 for 'sport' minded at one end, F10 for the 'practical' sport minded at the other, and the F06 for the comfort and blend between the former two.

Moreover, to those who say the F06 M6 is a waste of money, it was never intended to be a competitor to the F10 M5. I see it as an added bonus to those who are slightly more affluent and seek an alternative to the enthusiast's choice of heritage-rich M5. This is further supported by the fact that in the review above, BMW M themselves have "softened" the throttle mapping and chassis for what in my mind would be reasons for aiming the GC at a more mature crowd.

Just my 2 cents.
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      04-19-2013, 09:05 PM   #20
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Am I the only person who thinks the M5 is far more handsome itself?
Not, I agree 100%!!!
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      04-19-2013, 10:00 PM   #21
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Fu#k it. I'm going to skip this round of ///M cars, buy a 328i and a used Mooney M201 J.
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      04-19-2013, 10:03 PM   #22
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I came from 2 F10 550is and now a F06 650i and felt some of the comment against the F06 a bit unfair......

I admit that I changed to the F06 for vanity reasons initially, as it just looked way better than the now all-too-common F10. I paid the deposit before ever test driven the F06.....

So I was with all the comments that the F06 was nothing more skin deep changes versus the F10, and I was going to mod the F06 just like what I did with the F10: Springs (because of DHP), wheels, power, BBKs..... In fact, when I traded in the F10, I retained all these mods thinking I will need them on the F06......

Boy, was I so wrong! Before delivery of my F06 (first F06 650i delivery here), BMW gave me a test drive of a F06 640i in standard configuration (no DHP, no IAS nothing extra). I was expecting the ride to be like an F10 but ah well, free anyway. So I take the car on a straight uphill ramp and hill-side windy roads to test handling. The F10 550i, although not lacking in power, feels like a big car (or rather, a boat). Yes all the electronics can give you that pseudo pyschological feeling that the car is good in handling, but......

In real life on windy roads, you will feel the F10's size.

The F06 (even 640i without DHP/IAS and all the electronic gadgets) on the same windy roads handles miles better than the F10! I find myself gunning the corners like my M3 (well, close anyway) without fear that the car will slip in anyway and the throttle response was way sharper in the F06. And the F06 was in comfort mode (normal), and I drive the F10 in the same stretch using sport.......

And when braking, the stock F10 brakes feels to me that it can barely manage stopping the car, but the F06 (according to RealOEM, same brakes as F10), can stop on a dime, which surprised me very much.

And these changes are not psychological to myself. I had my brother-in-law who owns a F10 M5 drive my F06. He thinks that the M5 definitely have more power (+108hp is a lot) but the F06 is very close in handling, and that is a non-M F06. Can't say the same about non-M F10s. Also, he feels that the F06 feels a lot smaller in terms of driving feel vs the F10. We all know physically the F06 is a large car......

So to this date, I still have yet to put a single performance mod (well, I took off the power tune from the car) on my F06 650i and it is already better than my previous F10 550i with all the mods.......

So, to all that thinks the F06 is only a F10 with a different skin..... Please, go test drive a F10 and a F06 back to back and feel for yourself.

To me, after owning both the F10 and F06, the F10 is a luxury sedan wanting to be a sport car but not quite getting there. Yes you can mod it to give it loads of power, but can't majorly correct the handling deficiencies. The F06 IS A SPORT SEDAN. WHAT A BMW SHOULD FEEL LIKE.

I would expect similar differences between the F10 M5 and F10 M6. They may have similar power, but there are subtle but significant differences between the 2 chassis to make them handle very differently.......
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