The folks over at Autoblog headed to Malaga, Spain to drive the new 2013 BMW M6 Coupe.
Here is an excerpt from their review:
“Between the M6’s shorter 112.2-inch wheelbase versus the M5, slightly wider tracks, lower center of gravity, denser chassis bushings, and that lower weight, the M6 coupe did exactly what we wanted around a demanding track and on the equally demanding sweepers along the so-called “Ronda Road”. There’s a way to drive a heavier-set GT with buckets of turbocharged torque from low revs, and the M6 relishes the part.
In acceleration, the F12/F13 generation M6 models are a tenth of a second quicker than the V10-powered generation, coming in at 4.1 seconds in the coupe to get to 60 miles per hour while using launch control. With the two twin-scroll turbocharged V8, torque improves some 32 percent up to 502 pound-feet. The new gen does suffer in comparison with the older gen when distances reach a quarter mile or more, this being due to the rabid high-revving peak of the former M6 at over 8,000 rpm. Max revs here get to 7,200 rpm and max power hits between 6,000 and 7,000.
To reel in all this weight – 4,244 pounds for the coupe – and hold the best line with the least roll, the 63.5-inch rear track rides on an axle whose support structure has been bolted directly to the chassis subframe. It helps in not only minimizing corner slop, but also makes hooking up with traction sooner a more reliable expectation. Before we were totally comfy on Ascari’s 26 curves, we placed the Dynamic Stability Control system in M Drive Mode (a higher-threshold form of BMW’s Dynamic Traction Control), the seven-speed double clutch transmission with Drivelogic in the second level (there are three) of the manual sport mode, and relied on the Active M locking rear differential. Configured so, the M6 coupe let us safely exceed the track surface’s coefficient of friction all day long through its many transitions.”