The two-day M school is a great value considering it includes nearby lodging, breakfast, lunch, and dinner. Not to mention, a custom painted BMW racing helmet that we got to take home with us. What is BMW M School all about and why do you need to go? Great hospitality. A one of a kind facility, and track designed and owned by BMW. A team of professional, enthusiastic instructors. A fleet of the latest M cars. Fellow driving enthusiasts. An opportunity to challenge your driving skills. And lots and lots of fun! I was joined by my friend, and fellow BMWBLOG editor, Andrew Murphy.

Upon arrival to Greenville Airport there was new, white 550i Gran Turismo (a perfect executive limousine car) waiting to drive me in comfort to the Greenville Marriott hotel. In the backseat I found a folder with a welcome letter from BMW, itinerary for both days, and a couple nice gifts: a white golf shirt, and a grey all-weather jacket with an embroidered BMW Performance Driving School logo. The driver and I had nice conversation about how important BMW is to the local economy. He even told me something I didn’t know – in 2011 BMW exported more vehicles from the U.S. than any other manufacturer. After settling into my room, I enjoyed a wonderful Mahi-Mahi fish dinner at Giatu located inside the hotel lobby. Then it was off to bed to get some rest for the next day’s activities.

Day One

Andrew and I started off the day with a great complimentary breakfast at the hotel, and hopped on the shuttle bus around 8 A.M. We were greeted in the main entrance of the Performance Center by our pleasant instructors. From there we headed to the classroom for introductions, group assignments, and about one hour briefing on basic fundamentals: weight transfer, braking, over-steer, under-steer, proper seating position, and vision.

There is no prerequisite track experience required to be able to sign up for the one, or two-day M School. However, BMW requires participants to successfully pass M School before attending Advanced M School at Virginia International Raceway, or Carolina Motorsports Park. The most important things I learned from the instructors in class were: keep your eyes up far down the road, look where you want to go, drive the car as hard as you can (keeping it within your comfort limits), and the fastest professional drivers know how to use the brakes. Sounds counter intuitive, but it made sense once I got in the car, and started the exercises.

So we could rotate cars, and start to learn each section of the track, our group was split into three teams of five people. We got to use some of best hardware BMW M makes: E82 1M, E90/2 M3, and the E60 M5. I’ll never forget walking outside to the staging area, and seeing, and hearing all the M cars idling, just waiting for us to give them all we had. M cars seem to have a soul, and even standing still they look as though they beg to be driven hard. The BMW Performance Center is paradise for BMW enthusiasts in the U.S., and we couldn’t have asked for more perfect weather – warm, sunny, pleasant – I love the South Carolina climate!

First up for me was the cornering and braking exercise in the M3 (all M3s had the DCT). The objectives were: proper shifting, threshold braking (full ABS), keeping your eyes on the apex, and accelerating out of the corner. The M3 is all business, and strapping myself in was made me feel like one of the luckiest guys in the world at that moment. The M3 undoubtedly is my favorite BMW (note to self, start saving for the next F80 M3 Sedan).

I was little nervous sitting in the car as I waited for my turn in the M3. However, each car had a two-way so we could get feedback and coaching from the instructors, as well as safety reasons. Our instructors Allison, Jim, Steve, Adam, and Clint, all did a great job coaching and giving us constructive criticism during each exercise. The school used colored reference point cones to help us with brake zones, apexes, brake points, and track out points. Also, before each exercise, the instructor would do a warm-up lap and demonstration with us.

It didn’t take me too long to feel comfortable behind the wheel of the M3. The balanced chassis responds to the drivers inputs with precision, and gives great feedback through the seat, steering wheel, and pedals. It was also easy to modulate power from the M3’s dual-clutch gearbox, and responsive naturally aspirated S65 V8 – what a masterpiece this engine is as it sings toward the 8,400 rpm redline. We took off hard to about 70 mph in third gear, downshifted to second, went as hard as we could on the brakes, turned into tight left hand hairpin, let the car track out, and made our way back to the starting line.

On the first go around I started my braking at the right time, but wasn’t nearly as hard on the pedal as I should have been (6/10). I also didn’t use my side window to look at the apex – this was holding me back from achieving the optimal line. At first I felt a little shy about being hard on the car. I never drive my car, or use the brakes this hard on the road in my 135i Coupe. By the fifth lap I was gaining more confidence which allowed me to go deeper into the braking zone. I also figured out how to keep my eyes where they should be. This exercise proved to be the most helpful for me as we worked our way to the half and full track sessions at the end of each day.

For the next exercise we were able to get behind the wheel of the 1M for heel-toe shifting on a technical part of the track. This wasn’t about who could go the fastest, but rather getting the technique down. Even after the session, I could have used some more practice. I should really drive a manual transmission for my personal car. It makes you feel more connected to what the car is doing and requires you to do a lot more quick thinking on the track.

The final exercise of the morning was the skid pad circle in the E60 M5. This ended being the hardest exercise for me. The M5 was set up with full power, and traction control (DSC) off. The objective here was to induce under-steer and over-steer, feel for how the car behaves, and learn how quickly correct. The instructors referred to this as C.P.R. (correct, pause, recover), and they made it look too easy during the demonstration.

Growing up in the Midwest meant l had to learn how to drive in the snow. I thought I had the concept of braking, and counter steering down pretty good – different story doing it around around wet polished concrete circle with a 500hp sedan. The best was to describe the feeling is to try it yourself by feeling how your car behaves when you drive a little too fast while getting on the expressway via the on-ramp. What happens is the front tires start to reach their physical grip limits, making it harder for you to steer the car. Depending on your speed, the front end may push or plow around the corner, and send a chatter sensation through to the steering wheel. Having a little under-steer dialed in from the factory will help the average driver from loosing control and steering off the road. Over-steer, on the other hand, is done by adding power to get the rear end to slide out (think drifting). There were a few times when I didn’t move my hands quick enough to correct, and it consequently sent the sports saloon into a fast 360 degree spin (I’ll admit those were pretty fun, though)! After around the eighth time around the circle, I got the correction part down – what a sigh of relief. I do good with motion sickness, but this was the hardest exercise on my body – time for a break!

We headed back into the Performance Center cafeteria for a nice lunch. I had a good time chatting with my fellow classmates, and the instructors about cars and life. Andrew and I used some of our break time to take a peek at the cars parked behind the building. We spotted a new red F30 335i Sport and blue X5M test vehicle which looked to be sporting led headlights. We learned the Performance Center serves a training center for BMW technicians.

They also maintain the entire fleet of cars used at the driving school, and any car owned by the plant employees. A popular option you can take advantage of is taking delivery of any new BMW vehicle at the Performance Center; even if it wasn’t manufactured at the Spartanburg plant (as a bonus you get to spend some time on the track with driving instructors in a car just like yours). BMW Driving School also offers a motorcycle training program, and teen driving courses.  After lunch we were briefed in the classroom on the curriculum for the rest of the day, and got to ask any questions about what we did in the morning. We also got fitted for our BMW helmets that we would be using the next day.

I started the second half of day one at the timed autocross exercise in the M5. This short technical course was set up with a slalom section, a long decreasing radius right hander, a quick S curve, and a coned off stopping box. We were required to get the car to come to a complete stop within the the box, or penalty seconds were added to our final time. Many skills are taught during the auto-x course: steering input, weight transfer to the tires, trail braking, threshold braking, and of course vision.

These skills not only help on track days, but also during everyday driving on public roads, and emergency driving situations. I was surprised after my first couple laps just how good I was doing. I started to regain some confidence after the skid pad, and heel-toe stints earlier in the day. I ended up tied with Andrew for the second fasted time in our group by a couple tenths of a second.

The oval rat race on the wet rectangle skid pad ended up being a blast! The school had us use 1Ms, but I asked if I could use a 135i Coupe instead. I wanted to see how the 1M and standard 1er stacked up against each other. Steve, our instructor, called this little Talladega raceway, and had me smiling the entire time with his Southern charm, and Nascar references over the radio. The objective: each driver would start at opposite ends of the short oval track with a large diameter of about 50-60 yards, and see who crossed the start/finish line first the most times out of five laps.

The driver who won would go to round two, and ultimately there would be one rat race winner. On my first lap it was evident that the 135i had more under-steer than the M3 and 1M, and the electronic differential held it back a bit on corner exit compared to a limited slip differential. However, the steering felt nicely weighted, and low end torque of the N55 engine really made car feel quick. For not being an M car, the 1er Coupe is still a very capable, fun car out of the box. If I started autocrossing my 135i, I would consider some suspension modifications, and non-runflat tires. This exercise was particularly helpful with training my eyes look ahead of the car, finding the balance of letting off the brake while steering the car around the curve, and feeling how much power to squeeze as I went onto the short straight.

We ended the day on a short road course in the M3s for two timed laps. This session proved to be a lot of fun as we strived for our best personal times, and also tried to best our classmates at the same time. I remember watching Jim demonstrate the course layout, and noticed how calm he was behind the wheel with his movements. I kept this in mind while doing my laps. By this time I felt confident with my driving, and thought I had a good chance for some sold runs – it also helps that the M3 is a confidence inspiring driving machine.

The M3s were set up by the school via the M button on the steering wheel. The shift setting was at the most aggressive (6), and M Dynamic Mode was on which allowed for some wheel spin while accelerating out of corners. This made for a fun and dynamic driving experience. We had the option of turning the power button (sharpens throttle response) on, or off depending on personal preference. I like to have it on while on the track, but not for everyday street driving. The course had a long back straight with speeds reaching around 100 mph. My favorite part of the course was the tight technical uphill section after coming off the wet skid pad. I really pushed the car hard here, and since the tires were wet, the rear danced around which made me work the over-steer. I felt that each exercise I practiced earlier in the day made me faster on this short road course. I ended up posting the fastest lap time out of 15 drivers (48.87)! We ended the day with a great dinner, and adult beverages inside the Performance Center.

Day Two

Day two of M School is broken down into three parts which are designed to prepare you for the full track circuit. The first part was the figure 8 exercise on the wet skid pad where the rat race took place. Each driver got 10 laps – once in the M3, and once in the 1M. This exercise was very challenging and designed to always keep the car in an unbalanced state. Concepts such as proper vision, quick hand movement, throttle control, braking, and managing the tire contact patch with weight distribution were all reinforced here. Since we had smaller group, and extra time, we were able to squeeze in a few more laps. I used the bonus laps to step out of my comfort zone, and to see if I could get the car to drift around the entire figure 8 – I almost managed to do it. It required delicate balance of the throttle, and steering. I really think that pushing myself during this exercise helped to make a better, and quicker driver on the road at the end of day two.

Here is a video demonstration of the figure 8 exercise in the E92 M3:

Click here to view the embedded video.

For part two and three the instructors split the full circuit up into two parts. For one session we drove the M5s and the other session was in the M3s. I started in the M3 on the most technical part of the course. It consisted of a: blind drop off corkscrew section, decreasing radius corner, and tight chicane section with several elevations changes. The key here was being as smooth as possible, approaching the limit smoothly, and learning the proper race line. If you are too aggressive with the throttle, and overkill corners, you will loose time from having to correct your line. I will attach of video of me in the M5 that shows a better visual of the line. Unfortunately, the video of me driving the full circuit in the M3 (the better of my two sessions) didn’t save properly via the in-car video recording and telemetry device.

Part three is designed to practice the fastest corner of the track in the M5 – a right hand double apex dubbed the “man corner.” The name came from how fast you enter the braking zone, and the G force generated during cornering. The key to the man corner is to see how late you can brake, you’re not applying full brakes, just enough to scrub off some speed, and get as close to the first clipping point (yellow cone) as possible; add a touch of maintenance gas, let off the gas just before the blue turn-in cone, let the car rotate, and follow the line keeping as close to the second yellow cone as you can. As you straighten the wheel you unwind the power toward the next blue cone, and onto the back straight. This led to the second section we would be practicing –  a compromise S bend corner.

The objective here was brake as hard as possible (10/10) before the corner, make a wide arc toward the first late apex (making sure not to give the car too much gas), and then unwind a little more power toward the second late apex, so you can carry more speed onto the next short straight. Compromise corner really made the suspension work hard due to the road camber change, and quick weight transfer. It was my favorite part of the track as it challenged my corner transition technique.

Now it was time to put everything together and attempt the full circuit. By this time we were all pretty tired, but excited to apply everything we learned. We got about 8-10 laps in both the M3 and M5. I pushed the M5 too hard in certain sections (you will hear Jim giving me feedback before the downhill section) which ended up slowing me down, and adding a couple seconds to my lap times. I felt more comfortable in the M3 – I believe it was a combination of being a more nimble car, and the dual-clutch gearbox was much smoother than the sequential manual in the M5.

Click here to view the embedded video.

Overall, this was one of the best experiences I’ve had. I learned a tremendous amount about proper performance driving technique, and had a lot of fun doing it at a unique facility with first class coaches. The M cars are truly engineering icons. We pushed the cars to their limit all day, and not one had a mechanical issue – besides one punctured tire. Very encouraging considering some of the cars in the fleet were over a year old with several miles of hard driving. If you haven’t had any track experience in your own M car, you will be surprised to find out during M school just how capable, forgiving, and balanced M cars really are.

I highly recommend going if you’re a driving enthusiast likes a fun challenge. I’m looking forward to attending the Advanced M School next.

Disclaimer: BMW North America arranged the M School accommodations for the BMWBLOG team.

The M5 is about as exotic as a 4-door sedan can get, in close company with the Quattroporte, Panamera, and Rapide. It’s shape is already beautiful, but when you add Frozen Grey matte finish paint, the surface captures light and shadow with stunning effect.

For more information about the BMW M5, including a full drive review, racetrack review and drift session, click here, here and here.

Enjoy the photos, and if you do have the chance to attend the auto show in person – do so. It’s worth the trip just to see the M5 wearing this paint. It’s just the right amount of makeup on a beautiful woman.

The F10 M5 uses a high-revving 4.4-liter (4395cc) turbocharged engine with 560 horsepower from 5,750-7,000 rpm and 502 lb-ft of torque from only 1500rpm.

So how is it like to live with and how does it cope over really long distances? Is the new BMW M5 really the continent-slayer its predecessor — with its limited range, manic engine and firm suspension — failed to be?

Let’s have a look and feel free to follow other BMW M5 articles.

U.S. pricing is expected to be announced at the 2012 New York Auto Show. The new 2012 BMW M6 Convertible will be the first to reach US BMW Center showrooms in June 2012.

Both M6 models make use of the S63Tu engine, a 4.4-liter unit with an output of 560 hp (412 kW) at 5,750 – 7,000 rpm, and maximum torque of 500 lb-ft (680 Nm) on tap between 1,500 and 5,750 rpm. The rev limiter intervenes at 7,200 rpm.

The engine is mated to a 7-Speed M-Double Clutch Transmission and an innovative Active M Differential. A manual option might be offered for U.S. customers.

0 to 62 mph is achieved in 4.3 seconds while the spring to 124 mph (200km/h) takes only 13.1 seconds. Top speed is electronically limited to 155 mph (250 km/h).

Download German price list and options

Enjoy the high-res wallpapers!

Much like the terms “high tech” or “in style,” the term “super-car” calls for standards that continuously change through time. What was high-tech or in style in the 1980s or 1990’s is no longer so, and similarly what was super-car fast two or three decades ago is no longer special, or “super.” Conversely, the emotion that this term evokes is frozen in time. Thus, a super-car must both press the envelope of what is possible dynamically, while also capturing romance and aura that stirs the heart.

Sound like a design challenge? It most certainly is, and sports car makers Ferrari, Porsche, Aston Martin and others consistently pump out full-blown super-cars generation after generation. Consider a few recent supercars from the three aforementioned brands.

Released in 2006, the now slightly dated Ferrari 599 packs a 6.0 liter 65 degree V12 that produces a very healthy 611 horsepower and 448 lb-ft of torque. The engine revs to 8,400 rpm and sounds like angels having sex. The engine is in fact borrowed from the highly lethal Enzo flagship.

Like the M6, the 599 is a front-mid engine, rear-wheel drive sports car with subtle visible aerodynamic work. Of course, the Ferrari sports vastly superior aero, with extensive underbody work jetting airflow out from the rear diffuser, sucking the car to the road. The M6 lacks in the aero department relative to this (or any modern) Ferrari.

The factory claims a 3.7 second 0-60, however Road and Track managed a 3.2 second 0-60 time. The car weighs 3,721 lbs, an impressive figure for a car of this size, packing a V12. The car reaches terminal velocity at “over 330 km/h (205 mph).” Equally as important is the way this car makes you feel while exploring these performance figures, and while I’ve yet to have the privilege, I imagine thrashing this Ferrari would be otherworldly. It is on my bucket list.

I believe that the Ferrari 599 nicely lines up with the M6 in terms of the car’s intended purpose. It is ultimately a wickedly fast Grand Touring car that is equally at home on the track as it is on the open highway over long durations. The fact the vehicle layout is similar only adds to the weight of the comparison.

Aston Martin’s V12 Vantage also lines up nicely for comparison. It too is a front engine rear-wheel drive sports car of roughly the same dimensions and mission. Its 5.9 liter V12 engine produces 510 hp and 420 lb-ft of torque. Tipping the scales at 3,750 lbs, it’s also considerably lighter than the M6. The Vantage makes the break to 60 in 4.0 seconds flat and goes on to a top speed of 305 km/h(190 mph).

Of course, the Aston looks exceedingly tempting and makes small hairs erect when you near its vicinity. It has an “it” factor that makes it one of the most tempting sports cars out there, despite its less than shocking performance numbers.

Porsche has long produced a venomous supercar affectionately abbreviated as, “the Turbo.” The 997 911 Turbo is an insanely fast car, and while there is an even faster “S” version that breaks the 3 second barrier on its way to 60 mph, even the ‘Ol run-of-the-mill Turbo turns impressive figures. The Turbo’s 3.8 liter boxer-6 produces 500 hp and 479 lb-ft of torque, effortlessly propelling its 3,461 lbs to 60 in 3.2 seconds, and eventually on to a top speed of 310 km/h (193 mph).

Of course, the way in which Porsche goes about building the Turbo is quite different from the layout BMW uses for their M6. But then, the Turbo’s approach is quite different from anyone’s approach. With the engine suspended behind the rear wheels, it is tail heavy, and unlike the other cars mentioned here, it is all-wheel drive.

When it comes to the special-factor, the 911 never fails to excite, although given its decades old familiar shape, it probably falls short of the visual stimulus the Aston or Ferrari present.

So where does the M6 fit in this company? That’s a great question, and one of interest to well-heeled readers on the brink of supercar purchase. Clearly, the M6 is in fast company, and dynamically, it cannot keep up or match the likes of modern supercars from the likes of Ferrari or Porsche. It does however land many blows to the Aston’s ego, with similar if not superior acceleration and top speed. We would love to compare all of these sports cars back to back on a track to split hairs and establish lap times for reference, but given the numbers (including the weight!) it is not difficult to establish a pecking order. The M6 ranks far down the order dynamically.

To be fair, we haven’t driven it yet, and third party magazines have not had a chance to lay down performance numbers. We shouldn’t pass dynamic judgment until both of these things have transpired.

But as the numbers currently sit, it appears the M6 is a venerable supercar if only it were born in the 1990s or early 2000s. The bar has been moved, and the M6 falls short of supercar territory. Remember that there are several supercars currently breaking the 3.0 second barrier to 60 mph, the Porsche 911 Turbo S, Nissan GTR and Buggati Veyron included among them. The M6 will end up close to a second slower – eons in the arena of supercars. Of course, there are many other performance attributes and stats that matter in this comparison, but 0-60 times are a great starter yard-stick. We’re confident that the M6 will break 200 mph if delimited, but how quickly will it get there, and what kind of competitive time will it post at a given racetrack?

And what about that all-important “it” factor? How exotic is the M6 to walk around, to sit in, and to drive? We expect the M6 to feel very special, as indeed did the M5, but is it an exotic by definition? No. It has exotic parts – M parts, but the chassis is a cookie-cutter 6er and unlike the bespoke sports cars in this article mentioned above, the 6 series starts its life as a very regular daily driver (a very nice one mind you).

Speaking of exotic parts, arguably the most exotic part of the M6 is its insane engine. It produces more torque than any of these competitors, and flat across the entire rev range. It’s horsepower figure of 560 is right in the territory – it’s the car’s heft that holds it back. If only the M6 weighed 300 lbs less it could potentially match the weight and performance of the 599.

As far as the overall feel and impression: the jury is out, and we will report back the second we exit the driver’s seat.

Price is seldom a consideration for supercar buyers – it’s a secondary thought – but as it turns out the M6 will be well priced to compete with the Aston and Porsche – the Ferrari is in a completely different price league (and many would argue, a different league altogether).

I expect the M6 to be a super car, but not a supercar when wrestling for a corner with the likes of a Ferrari, Porsche or Lamborghini – let alone a Koenigsegg, Bugatti or even the homely and lowly priced Nissan GTR. BMW: where’s the M8? I want the 760iL’s 6.0 liter turbo V12 handed over to the M division for extensive work. Place it in the i8, re-engineer the suspension, brakes, chassis, transmission and aero as always, and deliver a worthy successor the the M1. Deliver a supercar.

Compared to the previous E63/E63 M6, the new F12 and F13 models have slightly grown in size. The F13 Coupe now measures 4,898 mm in length, 1,899mm in width and 1,374 mm in height compared to 4,871 mm, 1,855mm and 1,372 mm for the previous model.

The F12 Convertible is also marginally larger than its predecessor, but slightly lower: 4,898 mm length, 1,899 mm width, 1,368 mm height versus 4,871 mm, 1,855mm and 1,377 mm.

Design wise, the new BMW M6 kicks the level of sportiness a notch higher, with a much more aggressive front-end that dominates the road with its air intakes and the road-focused design of the hood. The kidney grille also receives a fresh design with paired blacked out kidney grille slats take their cues from the characteristic double-spoke design of the M light-alloy wheels. The newly designed M kidney grille now bears an M6 badge.

At the rear, the new M6 sports a lower profile and a redesigned diffuser. The taillights continue to wrap around the body, but with the L-shape now continuing onto the trunk.

The 2013 BMW M6 shines with its interior design which can be described as xtremely sporty and luxurious. The driver-oriented cockpit reminds of the sporty allure of the M6, while the luxurious and premium feel are given by the newly developed M sports seats, Merino extended leather upholstery, door sills with “M6” lettering, an M driver’s footrest, exclusive carbon fiber interior trim and the BMW Individual roof liner in Anthracite.

In our opinion, the interior design of the new M6 is a huge step forward.

The new F12 Convertible retains the soft top.

The new 2012 BMW M6 Convertible will be the first to reach US BMW Center showrooms in June 2012, followed by the Coupe in September.

Share with us your opinions in the comment box below.

At launch time, BMW unveiled the F13 Coupe in a new orange color. The paint in question is called Sakhir Orange, a different shade compared to the Valencia Orange seen on the 1M. Under certain light conditions, the Sakhir Orange color brings out the red hues in it.

The other M6 unveiled, F12 Convertible, was show in the official photos in the San Marino Blue color.

Other colors included in the standard palette are: Alpine White, Singapore Gray, Havana, Imperial Blue, Silverstone Space Gray and Sapphire Black.

BMW Individual will also offer their own choices for the M6 customers: Ruby Black, Citrine Black, Tansanite Blue Pearl metallic and Moonstone metallic.Fans of the matte finishes have a choice between Frozen Silver and Frozen Gray.

The M6 Coupe is expected make its world premiere at the Geneva International Auto show in March and the M6Convertible is expected to premiere at the New York International Auto Show in April.

Both M6 models make use of the S63Tu engine, a 4.4-liter unit with an output of 560 hp (412 kW) at 5,750 – 7,000 rpm, and maximum torque of 500 lb-ft (680 Nm) on tap between 1,500 and 5,750 rpm. The rev limiter intervenes at 7,200 rpm.

The engine is mated to a 7-Speed M-Double Clutch Transmission and an innovative Active M Differential. A manual option has not been announced at the moment, but we anticipate the U.S. market receiving one, just as the new M5.

0 to 62 mph is achieved in 4.3 seconds while the spring to 124 mph (200km/h) takes only 13.1 seconds. Top speed is electronically limited to 155 mph (250 km/h). BMW has not release the official MPG numbers, but the company says the new M6 Convertible consumes 30% less fuel than its predecessor.

The new BMW M6 Coupe and Convertible will be the first cars in the history of BMW M to be offered with optional M Carbon-Ceramic brakes in gold color. The M Carbon-Ceramic brakes are 42.8 lb (19.4 kg) lighter than the standard brakes. The newly designed M kidney grille now bears an M6 badge, an homage to the first generation M6. The grille’s black, paired kidney grille slats take their cues from the characteristic double-spoke design of the M light-alloy wheels.

A three-dimensional shaping of the air intakes and race-inspired flaps are designed to control airflow to the outer air intakes. The front fenders feature familiar M gills.

When it goes on sale, we expect both models to be priced above the $100,000 mark.

For those of you looking for your next desktop wallpaper, see the images below.

We don’t have to wait as long this time around for the next iteration of the M6. The 2012 M6 has been officially announced. And yes, it brings over all of the F10 M5 goodies with and an extra sweetener or two thrown in for good measure.

The E9 3.0 CSL is as good an antecedent for a car as can be found, but the latest M6 has strayed substantially from the notion of a lightweight sporting coupe. The 6 series that the latest M6 is based is, at heart, a luxurious grand touring machine. But with a size and heft that has been decried by purists.

Let’s start with what carries into the M6 from the M5. Of course that incredibly powerful and efficient S63TU coupled to the M-DCT seven speed dual clutch gearbox and linked to the M specific limited slip differential is along for the ride. They can’t hardly go wrong with that
setup. But of course the software is tuned for the 6 series chassis (and it retains the hydraulic power steering setup f the M5 too).

Then there’s one of the sweeteners, optional carbon-ceramic brake rotors (included in a package with 20 inch M light-alloy wheels). This is a first for BMW M and hopefully they’ll find their way into the next M3 (the track-rats are already salivating). And yes you can tell the cars with carbon-ceramic rotors thanks to the unique gold painted calipers (fixed six pots front – floating single pots rear). The carbon-ceramic rotors themselves are massive, 410 mm (16.1 inches) front and 396 mm (15.6 inches) rear thus necessitating the 20 inch rims. The pedestrian M steel rotor brake calipers retain the blue paint as seen on the latest M5.

Further differentiating the M6 form the regular 6 series is M specific front and rear fascia, along with rocker panel trim. The styling is just a bit understated (and that’s good). But BMW is clever in their restriction of M specific body parts. The coupe sees one of the other sweeteners added to the M6 in the form of a very pretty double-bubble carbon fiber roof. The double bubble roof was a hallmark of Carrozzeria Zagato, and it’s use on the M6 is a nice homage to one of the greatest independent styling houses ever.

Of course the interior isn’t ignored. Along with the anthracite headliner are seats specific to the M6. Let’s let BMW explain them, “(t)he new M Multifunction seats offer the driver and front passenger optimum lateral support while cornering, but also a high level of comfort over long distances. The lightweight seats with integrated belt system have an M-specific design headlined by extremely prominent cushion and backrest bolsters, head restraints integrated into the backrests, eye-catching stitching emphasizing the segments of the seats, and an M logo embossed into the shoulder area. The M Multifunction seats have electric height, fore/aft, side bolster and backrest angle adjustment, and also come with pneumatically adjustable lumbar support, a memory function and a manually adjustable thigh support. The M Multifunction seats are fitted with active head restraints to reduce the risk of injury in a rear-end impact.” If you have selected the carbon-fiber brake option, the active head restraints may be added peace of mind (all puns intended).

Without an opportunity to sample the vehicle dynamics yet, we’ll have to report the performance numbers BMW has given us. Bear in mind, BMW’s numbers are reliably conservative. The 0-62 time is listed as 4.1 seconds for the coupe and 4.2 for the convertible. Amazingly the 0-124 MPH time is 12.6 seconds for the coupe. Someone, eventually, will get a ¼ mile time/trap speed on an M6, it will happen regardless of how incongruous the thought of a 6 series at a dragstrip is.

Of course the car receives the two M specific buttons, M heads-up display, and the M damper control. The M active rear differential utilizes information from the DSC passed to it by the high speed FlexRay bus. This is one of the reasons FlexRay is in use, it allows for better control and integration of information that given the slower speed bus structures of yore could not be utilized. More please.

The convertible will be available in June of this year, with the coupe arriving in late summer. No pricing yet, but one competitor, the CL63 AMG is priced at $151,000 USD base. That may give you a glimpse as to what a ballpark price may be.

Look for more on the new M6 from BMWBLOG in the days to come.

Since the move to turbocharged engines, M has never had a more daunting task whist designing the chassis and suspension. The new turbo M engines are, frankly, monsters. They are so powerful and torquey that they require stronger transmissions than ever to handle the twist. If you “stay in it” while accelerating you will soon arrive at speeds you’ve likely never driven – and by soon I mean a handful of extra seconds.

M has developed a standard approach to taking BMW cars from super to sublime. It always starts with spreading the wheels apart at all four corners for a wider track, and lowering the car closer to the ground. In the case of the new M6, the track has jumped 30 mm (1.2 inches). This wider, lower stance serves the driver by lowering the center of gravity, improving turn in, road holding, and agility. With the wheels now protruding from the wheel wells by another half an inch, they must be covered up by bulging metal work, lending the car its subtle but seriously muscular look. Like a confident kick-boxer in a fitted suit, it says: “don’t mess with me.”

The wider track is only the beginning of the story – in fact the new M5 and M6 share few chassis and suspension parts with their generic cousins. For instance, the rear sub-frame bushings of the 5 and 6 series cars have been eliminated, the engineers instead opting to bolt the rear sub-frame directly to the chassis. This setup was previously reserved for thorough-bred race cars, but to increase feeling through the driver’s seat and response from input to action, the M5 and M6 have crossed into unprecedentedly racy territory.

Besides new suspension kinematics, the suspension components themselves are made of forged aluminum to lower weight and increase strength. The chassis now contains more high-strength and ultra-high strength steel (meaning less can be used, thus saving weight). The wheels are also lightened, with slick forged alloy 20” rims on option, and for the first time ever on a mass-production BMW, the M6 will feature optional carbon fiber ceramic brake discs, saving a massive 19.4 kg(42.8 lbs) from the vehicle weight. Critically, the wheels, suspension components and brakes are all part of the ‘unsprung mass’ meaning they articulate up and down with the road surface. Lightening a car is always a great idea, but lightening unsprung mass is brilliant as it allows the tires to maintain better contact with the road surface – ultimately offering more consistent grip for the chassis to work with.

Also ‘adding lightness’ – to borrow a page from the late Collin Chapman – are aluminum doors, thermo-plastic front fenders and front fascia, an aluminum hood, carbon fiber roof, and fiber-glass trunk lid. M has gone to great lengths to lighten the M6 as much as possible, resulting in a final curb weight of 1,850 kg (4,078 lbs) for the coupe, and 1,925 kg (4,243 lbs) for the cabriolet.

While 4,000 + lbs is a lot of heft to muscle around on the racetrack, we expect the finely tuned chassis and suspension to compensate well with massive grip. Consider that the M3 weighs 3,704 lbs, and the weight of the M6 quickly becomes impressive given its much larger footprint and endless luxury.

In a nod to quick reflexes and agility, the steering wheel has been shrunken, now feeling more responsive in your hands. The brand new M steering wheel also sports a slick design, mimicking the split-spoke wheels surrounding you.

Should you dial in a lot of steering lock and get heavy on the throttle, the active M differential lock will electronically modulate the multi-plate diff from 0 to 100% lockup. Off-throttle the diff opens quickly and completely to prevent unwanted off-throttle yaw (and the bushes).

Now about that engine. Identical to the unit found in the recently released M5, it is, as earlier mentioned, a fire breathing monster. We had hoped for a slight boost in the horsepower figure for bragging rights only, but the truth of the matter is adding lightness will go much further on the track than adding power. After driving the M5 to the very limits of its abilities on track at Ascari, the last thing I wanted was more power – rather stickier tires and less weight. To get a rough idea of how the M6 will perform, head over to our M5 track analysis from Ascari, then imagine the M6 just a little more dynamic in every respect.

The 4.4 liter V8 has two turbos, each turbo with two scrolls (the snail-shell structure that gathers hot exhaust gasses, increasing their velocity and channeling them onto the turbine inside the turbo). This effectively allows the M6 to breathe as if it had 4 turbos, two large and two small. Internally codenamed the S63tu, this engine features a “hot V” layout, meaning the turbos are stuffed between the two banks of cylinders. This offers numerous advantages, namely allowing a shorter distance between the exhaust valves and turbo turbines, greatly reducing lag. In addition, M has developed a unique cross-bank manifold that pairs two cylinders together, one from each opposing bank. Based on the firing order, the end result is that each turbo gets a pulse from the engine every 90’ of crankshaft rotation, each scroll gets a pulse every 180’. For a more in-depth look at BMW turbo design, hit the jump. The M6 will also feature “Valvetronic” valvetrain, replacing individual throttle bodies higher up stream. This too will add to the responsiveness and immediacy of the turbo engine.

The M6 will spin out 560 hp steady from 5,750 rpm to 7,000 rpm. Torque output measures 500 lb-ft flat from 1,500 rpm to 5,750 rpm. The engine goes on to redline at 7,200 rpm – and with a powerband that gets serious below 3,000 rpm, this redline feels plenty high from behind the wheel. All of this power will reproducibly hurl the M6 towards 100 km/h in a factory claimed 4.2 seconds using launch control. As we’ve seen with the M5, the factory acceleration figures generally err on the conservative side, and we are laying bets that the big magazines will find 60 in 3.7 seconds.

BMW have once again built an exciting M car with tasteful details that throw back to M heritage – the M6 badge on the grill is a personal favorite. From the first photos we’ve seen, the M6 already looks like a classic as it embodies so much character from its M6 forebears.

We can’t wait to get behind the wheel of the new M6, unleashing it where it’s most at home: on the racetrack. We can promise not only stunning photos of the M6 drifting through corners at speed, but also video coverage – soon-to-be standard with BMWBLOG drive reviews.

Stay tuned for full coverage of the M6 at BMWBLOG.com.

The M carbon-ceramic brakes available for the first time for the new  BMW M6 Coupe and Convertible (in conjunction with 20-inch M light-alloy wheels) are without parallel worldwide and take the cars’ stopping power to another new level.

The brake discs measure 410 millimetres in diameter at the front axle and 396 millimetres at the rear. Made from a new type of carbon-fibre compound ceramic, the discs boast even greater resistance to heat and combine this with significantly reduced rotating masses. The M carbon-ceramic brakes are 19.4 kg (42.8 lb) lighter than the standard-fitted items, yet the innovative material also displays exceptional resistance to wear, and the operating life of the discs is many times that of conventional equivalents.

The optional M carbon-ceramic system also sees six-piston fixed-calliper brakes at the front teaming up with single-piston floating-caliper compound disk brakes at the rear. The callipers can be identified by their special gold-coloured paint finish.

[Source: M-Power ]

• BMW M6 Coupe has a roof made from carbon fibre-reinforced plastic (CFRP);
  BMW M6 Convertible has a soft-top boasting distinctive  “fin” architecture.
• S63Tu 4.4 liter V8 engine with M TwinPower Technology – 412 kW/560 hp at 6,000 – 7,000 rpm, maximum torque: 680 Newton metres (502 lb-ft) from 1,500 rpm; maximum engine speed: 7,200 rpm; engine output 10 per cent higher than predecessor models, maximum torque 30 per cent higher.
• Acceleration: 0–100 km/h (62 mph) in 4.2 seconds (BMW M6 Coupe) or 4.3 seconds (BMW M6 Convertible); 0–200 km/h (124 mph) in 12.6 (13.1) seconds; electronically governed top speed: 250 km/h  (155 mph) or 305 km/h (189 mph) with M Driver’s Package.
• Weight M6 Coupe unladen (DIN/EU) – 1850kg / 1925kg (4,078 / 4,243lb)
• Weight M6 Convertible unladen (DIN/EU) – 1980kg / 2055 (4,364 / 4,530lb)
• Average fuel consumption in the EU test cycle: 9.9 litres per 100 km / 28.5 mpg imp (BMW M6 Coupe) and 10.3 litres per 100 km / 27.4 mpg imp  (BMW M6 Convertible)

• Auto Start-Stop function
• Seven-speed M Double Clutch Transmission with Drivelogic; automatic gear selection tuned to deliver optimum traction, Launch Control and  Low Speed Assistance
• Bespoke M gear selector
• Newly developed M leather steering wheel with gearshift paddles.
• Active M Differential ensures fully variable distribution of drive between the rear wheels
• Weight-to-power ratio – BMW M6 Coupe: 3.3 kg/hp (7.3 lb/hp), BMW M6 Convertible: 3.5 kg/hp (7.7 lb/hp)
• M carbon-ceramic brakes with optimum resistance to fade and wear, and lower weight
• New M kidney grille with black double slats
• Flared wheel arches
• Hallmark M gills with integrated direction indicator bars
• Aerodynamically optimised exterior mirrors and side skirts
• BMW Individual High-gloss Shadow Line
• Exposed reflectors below the rear lights
• Aerodynamically optimised rear apron with diffuser between the right and left-hand pair of twin exhaust tailpipes;
  19-inch (standard) or 20-inch (optional) forged M light-alloy wheels, each with a distinctive interpretation of the familiar M double-spoke design
• Exclusive M sports seats with integrated belt system
•  Merino leather upholstery with extended features
• Carbon-fibre interior trim strips
• Adaptive LED Headlights fitted as standard
• Head-Up Display with M-specific information
• High Beam Assistant
• Night Vision with pedestrian recognition
• Lane Change Warning,
  Lane Departure Warning
• Rear-view camera and Surround View
• Speed Limit Info
• Internet access
• Bang & Olufsen  High- End Surround Sound System

BMW M6 Coupe:
Acceleration [0 – 100 km/h (62 mph)]: 4.2 seconds,
acceleration [0 – 200 km/h (124 mph)]: 12.6 seconds,
top speed: 250 km/h (155 mph), 305 km/h (189 mph) with
M Driver’s Package,
average fuel consumption: 9.9 litres/100 kilometres (28.5 mpg imp),
CO2 emissions: 232 g/km, exhaust standard: EU5.

BMW M6 Convertible:  
Acceleration [0 – 100 km/h (62 mph)]: 4.3 seconds,
acceleration [0 – 200 km/h (mph)]: 13.1 seconds,
top speed: 250 km/h (155 mph), 305 km/h (189 mph) with M Driver’s
Package),
average fuel consumption: 10.3 litres/100 kilometres (27.4 mpg imp),
CO2 emissions: 239 g/km, exhaust standard: EU5.

The new 2012 BMW M6 Convertible will be the first to arrive in US BMW Center showrooms in June 2012. The BMW M6 Coupe will arrive at US BMW Centers in the late Summer of 2012 as a 2013 model. US Pricing, technical specification, EPA mileage ratings, standard and optional equipment will be announced closer to the on-sale date.

Like its sedan brother the M5, the new M6 models are high-performance sports cars whose exceptional dynamic potential is geared squarely towards the demands of track use. At the same time, the M6 sets new benchmarks in daily driving comfort, innovative features and fuel efficiency.

In order to achieve these lofty performance goals, the new BMW M6 Coupe and Convertible share the most powerful engine ever fitted in a series-produced model from BMW M GmbH mated to a high-torque 7-speed M-Double Clutch Transmission (M-DCT).  An innovative Active M Differential which optimizes power transfer between the rear wheels. This drivetrain, combined with extensive chassis and suspension upgrades ensure that the engine’s performance can be transferred to the ground.

The engine: High-Revving V8 Engine with M TwinPower Turbo Technology.

The new engine shared by the BMW M5 and M6 has the highest output ever generated by a BMW M car, and at the same time provides the most efficient balance between performance and fuel consumption. It is characterized by immediate throttle response, a linear power band and an unusually high and flat torque curve. The new engine produces around 10% higher output than the V10 engine of its predecessors and torque is up by over 30%. At the same time, fuel consumption and CO₂ are expected to be reduced by approximately 30%.

To achieve the performance levels demanded by the M6, the engineers at BMW M started with the proven BMW M developed V8 engine from the BMW X5 M – X6 M (internally known as the S63) and further developed it for its duty in the latest M5 and M6 models. Internally designated as the S63Tü this new engine uses similar M Twin Power technology combined with the reverse flow V8 layout. The result is that the high-revving V8 engine with M TwinPower Turbo Technology lends a whole new intensity to the powerful thrust at higher rev ranges for which M cars are known. The 4.4-liter engine develops a peak output of 560 hp (412 kW) at 5,750 – 7,000 rpm (versus 555 hp at 6,000 rpm for the S63), while its maximum torque of 500 lb-ft (680 Nm) is on tap between 1,500 and 5,750 rpm (versus 500 lb-ft from 1,500 to 5650 rpm for the S63). The rev limiter intervenes at 7,200 rpm (up 200 rpm from the S63 engine). The rev band, which offers extremely dynamic acceleration between peak torque and the availability of maximum output, is therefore almost three times as wide as that of the V10 engine in the previous generation M6.

As in the V-8 engine of the X5 M, the two twin-scroll turbochargers are placed (along with the catalytic converters) in the V-space between the two cylinder banks in a reverse flow layout. This layout results in an unusually compact engine where the intake is moved outboard and the exhaust inboard – the opposite of conventional V-engines. The lengths of intake and exhaust tracts are thereby reduced and their diameters increased, reducing pressure losses – especially on the exhaust side. A further advantage of the layout is the short distance between the cylinders’ combustion chambers and the primary catalytic converters; this leads to quicker warm-up of the catalysts after the engine is started and therefore lower start-up emissions.

The patented cross-bank exhaust manifold, first introduced in the S63 engine of the X5 M is also employed in the S63Tü.  This exhaust manifold is a special 8-into-4 setup that combines the exhaust from two cylinders (on opposite banks) that are 360˚ of crankshaft rotation apart from each other. Each of the eight runners is of identical length to ensure perfectly regular timing of exhaust gas pulses.

Each of the four manifold outlets is fed into each of the four available scrolls of the two twin-scroll turbochargers. The two scrolls of a twin-scroll turbo lead each exhaust pulse directly to the turbine without feedback or interference from the other scroll (that are fed by cylinders at other points in the combustion process). Additionally, dividing the gases into two smaller paths (scrolls) results in higher gas velocity than a single larger path.  This enhances the turbocharger’s response thereby reducing lag. The crossover manifold is configured so that the second scroll of the turbo is fed by two cylinders that are 180˚ out of phase with the first scroll. In this way each turbocharger receives distinct exhaust pulses every 180˚ of crankshaft rotation (from one of four cylinders). Furthermore, the two turbos receive exhaust pulses that are 90˚ offset from each other.  The result is that throttle response is sharpened and turbo lag is reduced to a minimum. The new engine also sports larger intake runners, larger air to liquid intercoolers and a tuned exhaust which results in the engine making power more quickly than previously possible. Finally, the S63Tü uses a maximum boost pressure of 1.5 bar (21.7 psi) versus 1.2 bar (17.4 psi) for the S63 engine.

BMW’s efficient High Precision direct fuel injection also plays a major role in this engine’s combination of high performance and fuel efficiency. High Precision direct fuel injection ensures an extremely precise supply of fuel to the combustion chambers. Injectors positioned centrally between the valves within immediate range of the spark plugs spray the fuel into the combustion chambers with maximum pressure of 200 bar (nearly 3000 psi), providing smooth and clean combustion. Innovative solenoid valve injectors in the new BMW M6 engine use multiple injections per combustion cycle to achieve an extremely precise mixture preparation. The fuel also has a cooling effect on the combustion that allowed the M engineers to endow the engine with a high compression ratio of 10:1. This high compression ratio contributes to both performance and efficiency, while reducing exhaust emissions – and even has a positive effect on engine sound.

Throughout its history, the heart of the BMW M5 and M6 has been its high-revving, high output-per-liter engine fed by individual throttle plates.  The new engine introduces VALVETRONIC variable valve control system to a BMW M engine – effectively providing 16 individual throttles.

VALVETRONIC is BMW’s patented fully variable valve control system that eliminates the need for conventional throttles. Engine power is instead controlled directly by varying the amount of lift of the intake valves.  Pumping losses are minimized with this system and resulting in efficiency and torque improvements.  VALVETRONIC has also sharpened the responsiveness of this engine compared to the V10 engine it replaces.

The M TwinPower Technology of the new V8 engine also includes BMW’s Double VANOS infinitely-variable valve timing system which optimizes the engine’s efficiency and generates high torque at low engine revs. In addition, a volume-controlled oil pump and a range of other EfficientDynamics measures deliver an extra boost to efficiency. The new BMW M6 features both Brake Energy Regeneration and the Auto Start-Stop function, which automatically switches off the engine when the car comes to a stop.

The engine’s exhilarating thrust gives the new BMW M6 models impressive acceleration. The instant power delivery and sustained thrust of the engine results in an acceleration of 0– 62 mph (0-100 km/h) in 4.2 seconds for the Coupe and 4.3 seconds for the Convertible. The sprint from 0–124 mph (0-200 km/h) takes only 12.6 seconds for the Coupe and 13.1 for the Convertible. The top speed of both models is electronically limited to 155 mph (250 km/h). While the engine’s output has increased by around 10% and maximum torque is up by more than 30%, the new BMW M6 models consume roughly 30% less fuel and have substantially higher range than their predecessors.

M TwinPower Turbo Technology also shapes the development of the V8 engine’s soundtrack. The concept of crossover exhaust manifolds plays a key role in delivering a multi-layered collage of sound. The twin-tailpipe exhaust system of the new BMW M6 runs largely in a straight line and has a large cross section. The two exhaust pipes feed into a single muffler from which the customary M quad tailpipes extend out through the far left and right-hand sides of the rear diffuser.

7-speed M Double Clutch Transmission with Drivelogic

The new V8 engine M TwinPower Turbo engine is mated to a newly developed 7-speed double-clutch transmission designed to handle the high torque and high revving nature of the engine. The M DCT with Drivelogic System developed especially for the new M6 has been tuned to the performance characteristics of the engine. It delivers exceptionally fast and clean gear changes in both automatic mode (D) and manual mode (S). No clutch pedal is required for manual gearshifts and the driver can keep their foot on the accelerator during gear changes. The driver uses the model-specific M gear selector to choose between D and S mode and to engage reverse. Comfort is further enhanced by the new Low Speed Assistance function, which smoothes power delivery in stop-and-go traffic with a light touch of the accelerator pedal.

The transmission offers a sequential shift pattern for the manual gearshift mode. Alternatively, the driver can also change gears manually using the shift paddles on the newly developed M leather steering wheel, complete with multifunction buttons and gearshift paddles. In typical M configuration, the driver pulls the right-hand paddle to shift up and the left-hand paddle to shift down. The new M steering wheel stands out with its smaller rim diameter and a design that borrows from the double-spoke design of the M light-alloy wheels.

M DCT with Drivelogic offers three shift programs in both automatic and manual mode. The driver selects his/her desired mode using the rocker switch positioned immediately below the shift lever on the center console. The D1 program is selected automatically when the engine is started, tailoring gear selection to deliver the most efficient possible driving style. D2 mode supports laid-back cruising with gear changes carried out according to engine revs and load. And, to promote a sporty driving style laced with dynamic acceleration, shift times in D3 mode are set up to delay gear changes until the engine has climbed higher up the rev range.

Drivers can also adapt the shift characteristics to their requirements in Manual mode. S1 mode generates comfortable and smooth gear changes. In S2, the gear changes are completed noticeably faster and accompanied by significant shift kick at higher revs. S3 is the one to choose for maximum driving dynamics; it enables even sportier gear changes and is required to initiate the Launch Control function. When the stability control system is switched off, Launch Control allows the driver to achieve maximum acceleration from a standstill as permitted by conditions. During Launch Control acceleration, each gear shift takes place automatically and at the optimum engine speed.

Active M Differential.

The Active M Differential in the new M6 is an electronically controlled multi-plate limited-slip differential programmed to optimize traction, stability and sporting character.

The rear axle’s multi-plate limited-slip differential works with high precision and speed. Its control unit is connected with the Dynamic Stability Control (DSC) system via FlexRay high-speed data transfer technology and constantly cross-checks the data collected by its sensors with the feedback from DSC. It then uses this information to calculate the locking force required to deliver optimum traction and stability. The data recorded by DSC sensors is also passed on if the stability control system is in MDM mode or is switched off. The locking force within the differential can be varied continuously between 0 and 100%. The ABS system retains full functionality in all situations.

In addition to the data provided by DSC, the Active M Differential’s control unit also takes into account the position of the accelerator pedal, the rotational speed of the wheels and the car’s yaw rate. Every driving situation is therefore analyzed so that any loss of traction on one side of the car is identified at an early stage. The degree of lock is adjusted as required within a fraction of a second, enabling wheel spin to be prevented on slippery surfaces, when the right and left rear wheel have widely differing friction coefficients and in tight corners. Optimizing traction in this way also provides unbeatable driving stability in challenging conditions and allows impressive acceleration out of corners. The Active M Differential can also unlock just as quickly to stabilize the car off-throttle.

M-Specific Chassis

Each component in the suspension and chassis of the new M6 has been developed based on the extensive race expertise of BMW M engineers. The integral rear axle subframe in the M6 is rigidly bolted to the body to maximize body rigidity and handling precision. Reinforced chassis mountings at the front and rear axles ensure that dynamic forces are passed through to the body structure. Specially tuned axle kinematics and newly developed forged aluminum suspension components boasting impressive strength and minimized weight meet both the requirements of everyday road driving and the specialized demands of track use. The result is that the BMW M6 continues the BMW M tradition of engineering a chassis that is “faster than the engine”. As with every BMW M car, the engineers carried out the fine-tuning during extensive testing on the Nürburgring Nordschleife circuit.

Dynamic Damper Control (DDC) electronically controlled shock absorbers are standard on the new BMW M6. DDC uses electro-hydraulic damping force adjustment to provide a set-up suited to the driving situation and the wishes of the driver. The shock settings can be adjusted at the touch of a button. In “Comfort” mode, the dampers respond adaptively to the condition of the road surface and the driver’s style. “Sport” mode activates a noticeably stiffer damper set-up, while “Sport Plus” allows further stiffening of the suspension to achieve maximum longitudinal and lateral acceleration in ultra-dynamic driving situations.

At the touch of a button, the driver can also select from three settings for the M-specific Servotronic speed-sensitive power steering. “Comfort” mode requires only a small amount of steering force when parking or maneuvering, but still provides the M brand’s hallmark direction-changing precision at higher speeds. “Sport” ensures the driver enjoys more intensive feedback across all speed ranges. “Sports Plus” is the highest level of steering dynamics that can be selected where the driver is called on to use even greater force with the steering wheel.

The new BMW M6 also uses BMW’s most advanced Dynamic Stability Control (DSC) and Anti-lock Braking System (ABS) that includes Cornering Brake Control (CBC), Dynamic Brake Control (DBC), Brake Assistant, brake fade compensation, a Brake Drying function and Start-off Assistant.  The DSC system has three levels of operation. The default is “DSC On” which provides the greatest level of stability and traction control. M Dynamic Mode (MDM) can be activated to override the basic setting by pressing the DSC button on the center console. This mode allows for very spirited driving – as on a race track – while still providing a safety net, by raising the intervention thresholds of DSC. “DSC Off” mode can also be activated at the touch of a button for complete deactivation of the system.

High-Performance Brake System

The high-performance braking system of the new BMW M6 guarantees outstanding stopping power matching the overall performance of the car. The typical BMW M compound rotors have been further improved for the new M6. These rotors thermally separate the central hub (constructed of aluminum) and the vented/cross drilled cast iron rotors. As a result, the rotors are free to expand and contract without warping. The diameter of the brake rotors is 15.7 inches (400 mm) at the front and 15.6 inches (396 mm) at the rear. The six-piston fixed calipers are radially bolted to the pivot bearing and are painted dark blue metallic complete with the M logo. Together, the brake system has been tested to provide exceptional performance, fade resistance and pedal feel.

The new BMW M6 Coupe and Convertible will be the first cars in the history of BMW M to be offered with optional M Carbon-Ceramic brakes (in conjunction with 20-inch M light-alloy wheels as of July 2012 production). These new brakes are without parallel and take the cars stopping power to another new level – especially at the race track. The brake rotors measure 16.1 inches (410 mm) in diameter at the front and 15.6 inches (396 mm) at the rear. Made from a carbon-fiber ceramic compound, the rotors boast even greater resistance to heat combined with significantly reduced rotating masses. The M Carbon-Ceramic brakes are 42.8 lb (19.4 kg) lighter than the standard brakes, yet the innovative material also displays exceptional resistance to wear, and the operating life of the rotors is many times that of conventional equivalents. The optional M Carbon-Ceramic system also sees six-piston fixed radial calipers at the front teamed with single-piston floating calipers at the rear. The M Carbon-Ceramic system can be easily identified through the wheels by the special gold-colored calipers.

The standard M6 wheel and tire combination is a 19 inch M specific light alloy wheels fitted with 265/40 R19 ultra-high performance summer tires in the front and 295/35 R 19 tires at the rear. 20 inch forged M light-alloy wheels can be ordered as an option.

Design: athletic aura, powerfully taut surfaces, elegant lines.

Classical proportions, the sporty yet elegant lines of the BMW 6 Series and the familiar design language of BMW M Automobiles form the foundations for the body design of the BMW M6 Coupe and Convertible. Powerfully taut surfaces and precise contours underline the athletic aura of the two models. In addition, a model-specific interpretation of hallmark M styling cues includes design details which are influenced directly by technical considerations – such as the cooling air required, chassis geometry and aerodynamics – and therefore further highlight the cars’ outstanding performance attributes.

Wide air intakes, stunningly contoured headlight units and large, smooth surfaces shape the front view of the new BMW M6 Coupe and Convertible. Another eye-catching element of the car’s nose is its newly designed M kidney grille, which bears an “M6” badge – an homage to the first generation M6. The grille’s black, paired kidney grille slats take their cues from the characteristic double-spoke design of the M light-alloy wheels. The 30 millimeter (1.2 inch) increase in track width over the two cars’ respective 6 Series stablemates is complemented by powerfully flared front wheel arches, which sit flush with the wheels. This extra width offers a clear nod to the optimized roadholding of these high-performance sports cars. The three-dimensional shaping of their air intakes and race-inspired flaps designed to control airflow to the outer air intakes also underlines the cars’ forward-surging, dynamic character.

An LED accent light cuts across the tops of the standard Adaptive Xenon Headlights. The bright white, three-dimensional LED corona rings are leveled off to striking effect at the top and lower edges. Adaptive LED Headlights are available as an option on both M6 models. The LED sources in these headlights are placed on a horizontal rib running through the center of the units and feed their light into the reflectors in front of them. This ensures that the distinctive appearance of the twin circular headlights comes across clearly in every situation. The turn signals – in the form of horizontally arranged LED units – are integrated into the headlight units below the light rings.

The familiar M athleticism of both models is also clearly visible from the side. The front fenders feature familiar M gills. Their three-dimensional shape, wide chrome frames and indicator bars – which bear the M logo – give them an extremely deep-set look. In tune with the wider wheel arches, the character lines around the gills are suitably prominent. Eye-catching creases on the model-specific side skirts sweep upwards, diverting the gaze to the rear wheels. The new BMW M6 Coupe and BMW M6 Convertible are fitted with standard 19-inch M light-alloy wheels. These forged wheels feature seven double-spokes in a two-tone finish. The optional 20-inch M light-alloy wheels, meanwhile, hint at reduced weight with their five slender double-spokes and allow a clear line of sight through to the powerful brake system.

The design of the rear hints at the stable roadholding and powerful poise of the new BMW M6 models by presenting a view that broadens towards the lower section and incorporates several horizontal lines. The reflectors, positioned immediately below the L-shaped rear lights, provide an individual expression of sportiness. However, the clearest pointer to the unmistakable identity of the two high-performance sports cars are the familiar M quad exhaust tailpipes positioned on either side of the diffuser integrated into the lower area of the rear fascia.

Dynamic contours, lightweight material: the Carbon Fiber Composite roof of the BMW M6 Coupe.

Like its predecessor, the roof of the new BMW M6 Coupe is molded from natural color Carbon Fiber Composite. The dark color of the roof gives the two-door car’s silhouette a longer look, which is further emphasized by the dynamic longitudinal character lines unique to the M6 Coupe. The use of the lightweight material for the roof allows the car’s center of gravity to be lowered, enhancing agility. The standard BMW Individual High-gloss Shadow Line trim surrounds the side windows (or the waistline in the case of the BMW M6 Convertible) and the base and lower section of the aerodynamically optimized M exterior mirror caps.

The elegant yet aggressive look of the BMW M6 Convertible is underlined by the flying buttress architecture of the high-quality soft-top roof. Projecting into the rear section, the buttresses accentuate the car’s dynamically sweeping silhouette. The heated, vertical glass rear window, which is situated just behind the rear seats, retracts independently of the soft-top itself. The automatic opening and closing process for the roof can be activated both at a standstill and while on the move at speeds of up to 25 mph (40 km/h). The standard Comfort Access system allows the roof to be opened or closed by pressing the remote control button on the car key. It takes the roof 19 seconds to open and 24 seconds to close again.

Customers can chose from one non-metallic and eight metallic shades (including four exclusive M finishes) for the exterior paintwork of both models. The soft-top for the new BMW M6 Convertible is available in Black and Beige, or – as an option – in Anthracite Silver effect.

M-specific cockpit design: flawless car control, made-to-measure luxury.

The interior of the new BMW M6 brings together the incomparable combination of a driver-oriented cockpit design of a sports car, the spaciousness and luxurious feel of a premium automobile. Newly developed M sports seats, Merino extended leather upholstery, door sills with “M6” lettering, an M driver’s footrest, exclusive carbon fiber interior trim and the BMW Individual roof liner in Anthracite are all standard equipment, as is the iDrive control system with a 10.2-inch Control Display. This screen is centrally positioned and like the controls in the central section of the instrument panel, slightly oriented towards the driver.

The new M Multifunction seats offer the driver and front passenger optimum lateral support while cornering, but also a high level of comfort over long distances. The lightweight seats with integrated belt system have an M-specific design headlined by extremely prominent cushion and backrest bolsters, head restraints integrated into the backrests, eye-catching stitching emphasizing the segments of the seats, and an M logo embossed into the shoulder area. The M Multifunction seats have electric height, fore/aft, side bolster and backrest angle adjustment, and also come with pneumatically adjustable lumbar support, a memory function and a manually adjustable thigh support. The M Multifunction seats are fitted with active head restraints to reduce the risk of injury in a rear-end impact.

The instrument cluster with black-panel-technology includes classic circular instruments in traditional BMW M car style, with red needles and white illumination, as well as model-specific displays and the M logo on the rev counter. The shift program currently selected and gear engaged are shown in the center of the instrument cluster. Feedback from all the drive and chassis settings selected at the touch a button are also displayed in the instrument cluster under the tachometer.

Sports Car Cockpit – Custom Tailored M Drive Buttons

On the left-hand steering wheel spoke, the driver has two M Drive buttons which can be used to call up a pre-configured setup for the car. For example, the driver can save a sporty configuration on the “M1” button and a track focused setup (with all driver aids shut off) on the “M2” button. The set-up selected will remain activated until it is either cancelled by pressing the button again or the driver switches to another M Drive setting. Once the system has been switched off – as when the engine is started – it reverts back to a default configuration focusing on efficiency and ride comfort.

The M Drive system in the new BMW M6 allows the driver to adjust no fewer than six parameters: the engine management, the response of the Servotronic steering system, the M DCT shift program, the DSC mode, the responses of DDC and the information in the Head-Up Display. The desired settings can be configured in any combination via the iDrive menu or by using the M Drive select buttons on the center console to set the configuration followed by pressing and holding one of the two M Drive buttons for a few seconds (until the configuration is stored). For safety reasons, a setup involving setting MDM mode or “DSC Off” requires confirmation from the driver – by pressing the M Drive button again – before it can be activated. The setup configuration selected is shown by a “M1” or “M2” symbol displayed in the instrument cluster.

M Head-Up Display.

The M Drive configuration also includes the information shown on the optional M Head-Up Display and projects important information onto the windshield directly in the driver’s field of vision. A full spectrum of colors is used to display graphics and symbols and the all-color capability means road sign symbols can be reproduced very realistically. In addition to a digital speed read-out, the M-specific version of the Head-Up Display also shows the gear currently engaged and a color rev counter symbol, complete with Shift Lights.

Body Structure and Safety

The hallmark M handling and occupant protection both are made possible due to the extraordinary strength of the BMW M6 Coupe and Convertible body structures. Incredibly, durable load-bearing structures and precisely defined deformation zones keep the forces released in a collision away from the extremely stiff passenger compartment. The new BMW M6 models include front and side airbags, three-point inertial reel seat belts on all seats, front belt force limiters, seat belt tensioners, and ISOFIX child seat attachments in the rear all as standard equipment. The M6 Coupe also has side curtain head airbags for both rows of seats while the M6 Convertible is equipped with roll-over protection. Positioned behind the rear head restraints, these high-strength aluminum roll bars extend automatically in a fraction of a second should there be a danger of the car rolling over.

The BMW M6 weight is minimized by an intelligent mix of materials containing a high proportion of high-tensile and ultra-high tensile steel, as well as aluminum. The hood and doors of the new BMW M6 models are made of aluminum. The front fenders on both models are molded from thermoplastic. The Coupe has the unique Carbon Fiber Composite roof panel described earlier. In addition, the trunk lids and – in the case of the BMW M6 Convertible – also the roof compartment cover, are made from the glass fiber composite material SMC (Sheet Molding Compound). With a power-to-weight ratio of 7.3lb/hp for the Coupe and 7.7lb/hp for the Convertible, both models represent a substantial step forward from their predecessors.

The new 2012 BMW M6 Convertible will be the first to reach US BMW Center showrooms in June 2012. The BMW M6 Coupe will arrive at US BMW Centers in the late Summer of 2012 as a 2013 model. US Pricing, technical specification, EPA mileage ratings, standard and optional equipment will be announced closer to the on-sale date.

The 4.4-liter engine develops a peak output of 560 hp (412 kW) at 5,750 – 7,000 rpm (versus 555 hp at 6,000 rpm for the S63), while its maximum torque of 500 lb-ft (680 Nm) is on tap between 1,500 and 5,750 rpm (versus 500 lb-ft from 1,500 to 5650 rpm for the S63). The rev limiter intervenes at 7,200 rpm (up 200 rpm from the S63 engine). The rev band, which offers extremely dynamic acceleration between peak torque and the availability of maximum output, is therefore almost three times as wide as that of the V10 engine in the previous generation M6.

The engine is mated to a 7-Speed M-Double Clutch Transmission and an innovative Active M Differential. A manual option has not been announced at the moment, but we anticipate the U.S. market receiving one, just as the new M5.

0 to 62 mph is achieved in 4.3 seconds while the spring to 124 mph (200km/h) takes only 13.1 seconds. Top speed is electronically limited to 155 mph (250 km/h). BMW has not release the official MPG numbers, but the company says the new M6 Convertible consumes 30% less fuel than its predecessor.

The M-tuned chassis comes standard with Dynamic Damper Control (DDC) electronically controlled shock absorbers that can be adjusted with the touch of a button.

The standard braking system has been further enhanced. Now the rotors thermally separate the central hub (constructed of aluminum) and the vented/cross drilled cast iron rotors. As a result, the rotors are free to expand and contract without warping. The diameter of the brake rotors is 15.7 inches (400 mm) at the front and 15.6 inches (396 mm) at the rear. The six-piston fixed calipers are radially bolted to the pivot bearing and are painted dark blue metallic complete with the M logo. Together, the brake system has been tested to provide exceptional performance, fade resistance and pedal feel.

The new BMW M6 Coupe and Convertible will be the first cars in the history of BMW M to be offered with optional M Carbon-Ceramic brakes (in conjunction with 20-inch M light-alloy wheels as of July 2012 production). The brake rotors measure 16.1 inches (410 mm) in diameter at the front and 15.6 inches (396 mm) at the rear. Made from a carbon-fiber ceramic compound, the rotors boast even greater resistance to heat combined with significantly reduced rotating masses. The M Carbon-Ceramic brakes are 42.8 lb (19.4 kg) lighter than the standard brakes.

The front-end of the M6 Convertible will stand out among the other M models. The newly designed M kidney grille now bears an M6 badge, an homage to the first generation M6. The grille’s black, paired kidney grille slats take their cues from the characteristic double-spoke design of the M light-alloy wheels.

A three-dimensional shaping of the air intakes and race-inspired flaps are designed to control airflow to the outer air intakes. The front fenders feature familiar M gills. Their three-dimensional shape, wide chrome frames and indicator bars – which bear the M logo – give them an extremely deep-set look.

The interior of the M6 Convertible can be described in a single phrase: extremely sporty and luxurious. The driver-oriented cockpit reminds of the sporty allure of the M6, while the luxurious and premium feel are given by the newly developed M sports seats, Merino extended leather upholstery, door sills with “M6” lettering, an M driver’s footrest, exclusive carbon fiber interior trim and the BMW Individual roof liner in Anthracite.

The new M steering wheel comes with two M drive buttons: M1 and M2. The driver can save a sporty configuration on the “M1” button and a track focused setup (with all driver aids shut off) on the “M2” button. The M Drive system in the new BMW M6 allows the driver to adjust no fewer than six parameters: the engine management, the response of the Servotronic steering system, the M DCT shift program, the DSC mode, the responses of DDC and the information in the Head-Up Display.

The new 2012 BMW M6 Convertible will be the first to reach US BMW Center showrooms in June 2012. The M6 Coupe is expected make its world premiere at the Geneva International Auto show in March and the M6Convertible is expected to premiere at the New York International Auto Show in April.

BMW M6 Convertible:
Acceleration [0 – 100 km/h (62 mph)]: 4.3 seconds,
acceleration [0 – 200 km/h (mph)]: 13.1 seconds,
top speed: 250 km/h (155 mph), 305 km/h (189 mph) with M Driver’s
Package),
average fuel consumption: 10.3 litres/100 kilometres (27.4 mpg imp),
CO2 emissions: 239 g/km, exhaust standard: EU5.

Press Release:

The iconic M6 returns from a two year hiatus more powerful, more athletic, more focused, more luxurious and more efficient than ever before. Since the “M6” badge was first placed on a BMW back in 1987, this iconic model has exemplified the luxury and daily usability of a top range BMW coupe combined with true super-car performance.  Now, in its 3^rd generation, the all-new BMW M6 will again be offered as a 4-seat Coupe and Convertible.

The new 2012 BMW M6 Convertible will be the first to arrive in US BMW Center showrooms in June 2012. The BMW M6 Coupe will arrive at US BMW Centers in the late Summer of 2012 as a 2013 model. US Pricing, technical specification, EPA mileage ratings, standard and optional equipment will be announced closer to the on-sale date.

Like its sedan brother the M5, the new M6 models are high-performance sports cars whose exceptional dynamic potential is geared squarely towards the demands of track use. At the same time, the M6 sets new benchmarks in daily driving comfort, innovative features and fuel efficiency.

In order to achieve these lofty performance goals, the new BMW M6 Coupe and Convertible share the most powerful engine ever fitted in a series-produced model from BMW M GmbH mated to a high-torque 7-speed M-Double Clutch Transmission (M-DCT).  An innovative Active M Differential which optimizes power transfer between the rear wheels. This drivetrain, combined with extensive chassis and suspension upgrades ensure that the engine’s performance can be transferred to the ground.

The engine: High-Revving V8 Engine with M TwinPower Turbo Technology.

The new engine shared by the BMW M5 and M6 has the highest output ever generated by a BMW M car, and at the same time provides the most efficient balance between performance and fuel consumption. It is characterized by immediate throttle response, a linear power band and an unusually high and flat torque curve. The new engine produces around 10% higher output than the V10 engine of its predecessors and torque is up by over 30%. At the same time, fuel consumption and CO₂ are expected to be reduced by approximately 30%.

To achieve the performance levels demanded by the M6, the engineers at BMW M started with the proven BMW M developed V8 engine from the BMW X5 M – X6 M (internally known as the S63) and further developed it for its duty in the latest M5 and M6 models. Internally designated as the S63Tü this new engine uses similar M Twin Power technology combined with the reverse flow V8 layout. The result is that the high-revving V8 engine with M TwinPower Turbo Technology lends a whole new intensity to the powerful thrust at higher rev ranges for which M cars are known. The 4.4-liter engine develops a peak output of 560 hp (412 kW) at 5,750 – 7,000 rpm (versus 555 hp at 6,000 rpm for the S63), while its maximum torque of 500 lb-ft (680 Nm) is on tap between 1,500 and 5,750 rpm (versus 500 lb-ft from 1,500 to 5650 rpm for the S63). The rev limiter intervenes at 7,200 rpm (up 200 rpm from the S63 engine). The rev band, which offers extremely dynamic acceleration between peak torque and the availability of maximum output, is therefore almost three times as wide as that of the V10 engine in the previous generation M6.

As in the V-8 engine of the X5 M, the two twin-scroll turbochargers are placed (along with the catalytic converters) in the V-space between the two cylinder banks in a reverse flow layout. This layout results in an unusually compact engine where the intake is moved outboard and the exhaust inboard – the opposite of conventional V-engines. The lengths of intake and exhaust tracts are thereby reduced and their diameters increased, reducing pressure losses – especially on the exhaust side. A further advantage of the layout is the short distance between the cylinders’ combustion chambers and the primary catalytic converters; this leads to quicker warm-up of the catalysts after the engine is started and therefore lower start-up emissions.

The patented cross-bank exhaust manifold, first introduced in the S63 engine of the X5 M is also employed in the S63Tü.  This exhaust manifold is a special 8-into-4 setup that combines the exhaust from two cylinders (on opposite banks) that are 360˚ of crankshaft rotation apart from each other. Each of the eight runners is of identical length to ensure perfectly regular timing of exhaust gas pulses.

Each of the four manifold outlets is fed into each of the four available scrolls of the two twin-scroll turbochargers. The two scrolls of a twin-scroll turbo lead each exhaust pulse directly to the turbine without feedback or interference from the other scroll (that are fed by cylinders at other points in the combustion process). Additionally, dividing the gases into two smaller paths (scrolls) results in higher gas velocity than a single larger path.  This enhances the turbocharger’s response thereby reducing lag. The crossover manifold is configured so that the second scroll of the turbo is fed by two cylinders that are 180˚ out of phase with the first scroll. In this way each turbocharger receives distinct exhaust pulses every 180˚ of crankshaft rotation (from one of four cylinders). Furthermore, the two turbos receive exhaust pulses that are 90˚ offset from each other.  The result is that throttle response is sharpened and turbo lag is reduced to a minimum. The new engine also sports larger intake runners, larger air to liquid intercoolers and a tuned exhaust which results in the engine making power more quickly than previously possible. Finally, the S63Tü uses a maximum boost pressure of 1.5 bar (21.7 psi) versus 1.2 bar (17.4 psi) for the S63 engine.

BMW’s efficient High Precision direct fuel injection also plays a major role in this engine’s combination of high performance and fuel efficiency. High Precision direct fuel injection ensures an extremely precise supply of fuel to the combustion chambers. Injectors positioned centrally between the valves within immediate range of the spark plugs spray the fuel into the combustion chambers with maximum pressure of 200 bar (nearly 3000 psi), providing smooth and clean combustion. Innovative solenoid valve injectors in the new BMW M6 engine use multiple injections per combustion cycle to achieve an extremely precise mixture preparation. The fuel also has a cooling effect on the combustion that allowed the M engineers to endow the engine with a high compression ratio of 10:1. This high compression ratio contributes to both performance and efficiency, while reducing exhaust emissions – and even has a positive effect on engine sound.

Throughout its history, the heart of the BMW M5 and M6 has been its high-revving, high output-per-liter engine fed by individual throttle plates.  The new engine introduces VALVETRONIC variable valve control system to a BMW M engine – effectively providing 16 individual throttles.

VALVETRONIC is BMW’s patented fully variable valve control system that eliminates the need for conventional throttles. Engine power is instead controlled directly by varying the amount of lift of the intake valves.  Pumping losses are minimized with this system and resulting in efficiency and torque improvements.  VALVETRONIC has also sharpened the responsiveness of this engine compared to the V10 engine it replaces.

The M TwinPower Technology of the new V8 engine also includes BMW’s Double VANOS [1] infinitely-variable valve timing system which optimizes the engine’s efficiency and generates high torque at low engine revs. In addition, a volume-controlled oil pump and a range of other EfficientDynamics measures deliver an extra boost to efficiency. The new BMW M6 features both Brake Energy Regeneration and the Auto Start-Stop function, which automatically switches off the engine when the car comes to a stop.

The engine’s exhilarating thrust gives the new BMW M6 models impressive acceleration. The instant power delivery and sustained thrust of the engine results in an acceleration of 0– 62 mph (0-100 km/h) in 4.2 seconds for the Coupe and 4.3 seconds for the Convertible. The sprint from 0–124 mph (0-200 km/h) takes only 12.6 seconds for the Coupe and 13.1 for the Convertible. The top speed of both models is electronically limited to 155 mph (250 km/h). While the engine’s output has increased by around 10% and maximum torque is up by more than 30%, the new BMW M6 models consume roughly 30% less fuel and have substantially higher range than their predecessors.

M TwinPower Turbo Technology also shapes the development of the V8 engine’s soundtrack. The concept of crossover exhaust manifolds plays a key role in delivering a multi-layered collage of sound. The twin-tailpipe exhaust system of the new BMW M6 runs largely in a straight line and has a large cross section. The two exhaust pipes feed into a single muffler from which the customary M quad tailpipes extend out through the far left and right-hand sides of the rear diffuser.

7-speed M Double Clutch Transmission with Drivelogic

The new V8 engine M TwinPower Turbo engine is mated to a newly developed 7-speed double-clutch transmission designed to handle the high torque and high revving nature of the engine. The M DCT with Drivelogic System developed especially for the new M6 has been tuned to the performance characteristics of the engine. It delivers exceptionally fast and clean gear changes in both automatic mode (D) and manual mode (S). No clutch pedal is required for manual gearshifts and the driver can keep their foot on the accelerator during gear changes. The driver uses the model-specific M gear selector to choose between D and S mode and to engage reverse. Comfort is further enhanced by the new Low Speed Assistance function, which smoothes power delivery in stop-and-go traffic with a light touch of the accelerator pedal.

The transmission offers a sequential shift pattern for the manual gearshift mode. Alternatively, the driver can also change gears manually using the shift paddles on the newly developed M leather steering wheel, complete with multifunction buttons and gearshift paddles. In typical M configuration, the driver pulls the right-hand paddle to shift up and the left-hand paddle to shift down. The new M steering wheel stands out with its smaller rim diameter and a design that borrows from the double-spoke design of the M light-alloy wheels.

M DCT with Drivelogic offers three shift programs in both automatic and manual mode. The driver selects his/her desired mode using the rocker switch positioned immediately below the shift lever on the center console. The D1 program is selected automatically when the engine is started, tailoring gear selection to deliver the most efficient possible driving style. D2 mode supports laid-back cruising with gear changes carried out according to engine revs and load. And, to promote a sporty driving style laced with dynamic acceleration, shift times in D3 mode are set up to delay gear changes until the engine has climbed higher up the rev range.

Drivers can also adapt the shift characteristics to their requirements in Manual mode. S1 mode generates comfortable and smooth gear changes. In S2, the gear changes are completed noticeably faster and accompanied by significant shift kick at higher revs. S3 is the one to choose for maximum driving dynamics; it enables even sportier gear changes and is required to initiate the Launch Control function. When the stability control system is switched off, Launch Control allows the driver to achieve maximum acceleration from a standstill as permitted by conditions. During Launch Control acceleration, each gear shift takes place automatically and at the optimum engine speed.

Active M Differential.

The Active M Differential in the new M6 is an electronically controlled multi-plate limited-slip differential programmed to optimize traction, stability and sporting character.

The rear axle’s multi-plate limited-slip differential works with high precision and speed. Its control unit is connected with the Dynamic Stability Control (DSC) system via FlexRay high-speed data transfer technology and constantly cross-checks the data collected by its sensors with the feedback from DSC. It then uses this information to calculate the locking force required to deliver optimum traction and stability. The data recorded by DSC sensors is also passed on if the stability control system is in MDM mode or is switched off. The locking force within the differential can be varied continuously between 0 and 100%. The ABS system retains full functionality in all situations.

In addition to the data provided by DSC, the Active M Differential’s control unit also takes into account the position of the accelerator pedal, the rotational speed of the wheels and the car’s yaw rate. Every driving situation is therefore analyzed so that any loss of traction on one side of the car is identified at an early stage. The degree of lock is adjusted as required within a fraction of a second, enabling wheel spin to be prevented on slippery surfaces, when the right and left rear wheel have widely differing friction coefficients and in tight corners. Optimizing traction in this way also provides unbeatable driving stability in challenging conditions and allows impressive acceleration out of corners. The Active M Differential can also unlock just as quickly to stabilize the car off-throttle.

M-Specific Chassis

Each component in the suspension and chassis of the new M6 has been developed based on the extensive race expertise of BMW M engineers. The integral rear axle subframe in the M6 is rigidly bolted to the body to maximize body rigidity and handling precision. Reinforced chassis mountings at the front and rear axles ensure that dynamic forces are passed through to the body structure. Specially tuned axle kinematics and newly developed forged aluminum suspension components boasting impressive strength and minimized weight meet both the requirements of everyday road driving and the specialized demands of track use. The result is that the BMW M6 continues the BMW M tradition of engineering a chassis that is “faster than the engine”. As with every BMW M car, the engineers carried out the fine-tuning during extensive testing on the Nürburgring Nordschleife circuit.

Dynamic Damper Control (DDC) electronically controlled shock absorbers are standard on the new BMW M6. DDC uses electro-hydraulic damping force adjustment to provide a set-up suited to the driving situation and the wishes of the driver. The shock settings can be adjusted at the touch of a button. In “Comfort” mode, the dampers respond adaptively to the condition of the road surface and the driver’s style. “Sport” mode activates a noticeably stiffer damper set-up, while “Sport Plus” allows further stiffening of the suspension to achieve maximum longitudinal and lateral acceleration in ultra-dynamic driving situations.

At the touch of a button, the driver can also select from three settings for the M-specific Servotronic speed-sensitive power steering. “Comfort” mode requires only a small amount of steering force when parking or maneuvering, but still provides the M brand’s hallmark direction-changing precision at higher speeds. “Sport” ensures the driver enjoys more intensive feedback across all speed ranges. “Sports Plus” is the highest level of steering dynamics that can be selected where the driver is called on to use even greater force with the steering wheel.

The new BMW M6 also uses BMW’s most advanced Dynamic Stability Control (DSC) and Anti-lock Braking System (ABS) that includes Cornering Brake Control (CBC), Dynamic Brake Control (DBC), Brake Assistant, brake fade compensation, a Brake Drying function and Start-off Assistant.  The DSC system has three levels of operation. The default is “DSC On” which provides the greatest level of stability and traction control. M Dynamic Mode (MDM) can be activated to override the basic setting by pressing the DSC button on the center console. This mode allows for very spirited driving – as on a race track – while still providing a safety net, by raising the intervention thresholds of DSC. “DSC Off” mode can also be activated at the touch of a button for complete deactivation of the system.

High-Performance Brake System

The high-performance braking system of the new BMW M6 guarantees outstanding stopping power matching the overall performance of the car. The typical BMW M compound rotors have been further improved for the new M6. These rotors thermally separate the central hub (constructed of aluminum) and the vented/cross drilled cast iron rotors. As a result, the rotors are free to expand and contract without warping. The diameter of the brake rotors is 15.7 inches (400 mm) at the front and 15.6 inches (396 mm) at the rear. The six-piston fixed calipers are radially bolted to the pivot bearing and are painted dark blue metallic complete with the M logo. Together, the brake system has been tested to provide exceptional performance, fade resistance and pedal feel.

The new BMW M6 Coupe and Convertible will be the first cars in the history of BMW M to be offered with optional M Carbon-Ceramic brakes (in conjunction with 20-inch M light-alloy wheels as of July 2012 production). These new brakes are without parallel and take the cars stopping power to another new level – especially at the race track. The brake rotors measure 16.1 inches (410 mm) in diameter at the front and 15.6 inches (396 mm) at the rear. Made from a carbon-fiber ceramic compound, the rotors boast even greater resistance to heat combined with significantly reduced rotating masses. The M Carbon-Ceramic brakes are 42.8 lb (19.4 kg) lighter than the standard brakes, yet the innovative material also displays exceptional resistance to wear, and the operating life of the rotors is many times that of conventional equivalents. The optional M Carbon-Ceramic system also sees six-piston fixed radial calipers at the front teamed with single-piston floating calipers at the rear. The M Carbon-Ceramic system can be easily identified through the wheels by the special gold-colored calipers.

The standard M6 wheel and tire combination is a 19 inch M specific light alloy wheels fitted with 265/40 R19 ultra-high performance summer tires in the front and 295/35 R 19 tires at the rear. 20 inch forged M light-alloy wheels can be ordered as an option.

Design: athletic aura, powerfully taut surfaces, elegant lines.

Classical proportions, the sporty yet elegant lines of the BMW 6 Series and the familiar design language of BMW M Automobiles form the foundations for the body design of the BMW M6 Coupe and Convertible. Powerfully taut surfaces and precise contours underline the athletic aura of the two models. In addition, a model-specific interpretation of hallmark M styling cues includes design details which are influenced directly by technical considerations – such as the cooling air required, chassis geometry and aerodynamics – and therefore further highlight the cars’ outstanding performance attributes.

Wide air intakes, stunningly contoured headlight units and large, smooth surfaces shape the front view of the new BMW M6 Coupe and Convertible. Another eye-catching element of the car’s nose is its newly designed M kidney grille, which bears an “M6” badge – an homage to the first generation M6. The grille’s black, paired kidney grille slats take their cues from the characteristic double-spoke design of the M light-alloy wheels. The 30 millimeter (1.2 inch) increase in track width over the two cars’ respective 6 Series stablemates is complemented by powerfully flared front wheel arches, which sit flush with the wheels. This extra width offers a clear nod to the optimized roadholding of these high-performance sports cars. The three-dimensional shaping of their air intakes and race-inspired flaps designed to control airflow to the outer air intakes also underlines the cars’ forward-surging, dynamic character.

An LED accent light cuts across the tops of the standard Adaptive Xenon Headlights. The bright white, three-dimensional LED corona rings are leveled off to striking effect at the top and lower edges. Adaptive LED Headlights are available as an option on both M6 models. The LED sources in these headlights are placed on a horizontal rib running through the center of the units and feed their light into the reflectors in front of them. This ensures that the distinctive appearance of the twin circular headlights comes across clearly in every situation. The turn signals – in the form of horizontally arranged LED units – are integrated into the headlight units below the light rings.

The familiar M athleticism of both models is also clearly visible from the side. The front fenders feature familiar M gills. Their three-dimensional shape, wide chrome frames and indicator bars – which bear the M logo – give them an extremely deep-set look. In tune with the wider wheel arches, the character lines around the gills are suitably prominent. Eye-catching creases on the model-specific side skirts sweep upwards, diverting the gaze to the rear wheels. The new BMW M6 Coupe and BMW M6 Convertible are fitted with standard 19-inch M light-alloy wheels. These forged wheels feature seven double-spokes in a two-tone finish. The optional 20-inch M light-alloy wheels, meanwhile, hint at reduced weight with their five slender double-spokes and allow a clear line of sight through to the powerful brake system.

The design of the rear hints at the stable roadholding and powerful poise of the new BMW M6 models by presenting a view that broadens towards the lower section and incorporates several horizontal lines. The reflectors, positioned immediately below the L-shaped rear lights, provide an individual expression of sportiness. However, the clearest pointer to the unmistakable identity of the two high-performance sports cars are the familiar M quad exhaust tailpipes positioned on either side of the diffuser integrated into the lower area of the rear fascia.

Dynamic contours, lightweight material: the Carbon Fiber Composite roof of the BMW M6 Coupe.

Like its predecessor, the roof of the new BMW M6 Coupe is molded from natural color Carbon Fiber Composite. The dark color of the roof gives the two-door car’s silhouette a longer look, which is further emphasized by the dynamic longitudinal character lines unique to the M6 Coupe. The use of the lightweight material for the roof allows the car’s center of gravity to be lowered, enhancing agility. The standard BMW Individual High-gloss Shadow Line trim surrounds the side windows (or the waistline in the case of the BMW M6 Convertible) and the base and lower section of the aerodynamically optimized M exterior mirror caps.

The elegant yet aggressive look of the BMW M6 Convertible is underlined by the flying buttress architecture of the high-quality soft-top roof. Projecting into the rear section, the buttresses accentuate the car’s dynamically sweeping silhouette. The heated, vertical glass rear window, which is situated just behind the rear seats, retracts independently of the soft-top itself. The automatic opening and closing process for the roof can be activated both at a standstill and while on the move at speeds of up to 25 mph (40 km/h). The standard Comfort Access system allows the roof to be opened or closed by pressing the remote control button on the car key. It takes the roof 19 seconds to open and 24 seconds to close again.

Customers can chose from one non-metallic and eight metallic shades (including four exclusive M finishes) for the exterior paintwork of both models. The soft-top for the new BMW M6 Convertible is available in Black and Beige, or – as an option – in Anthracite Silver effect.

M-specific cockpit design: flawless car control, made-to-measure luxury.

The interior of the new BMW M6 brings together the incomparable combination of a driver-oriented cockpit design of a sports car, the spaciousness and luxurious feel of a premium automobile. Newly developed M sports seats, Merino extended leather upholstery, door sills with “M6” lettering, an M driver’s footrest, exclusive carbon fiber interior trim and the BMW Individual roof liner in Anthracite are all standard equipment, as is the iDrive control system with a 10.2-inch Control Display. This screen is centrally positioned and like the controls in the central section of the instrument panel, slightly oriented towards the driver.

The new M Multifunction seats offer the driver and front passenger optimum lateral support while cornering, but also a high level of comfort over long distances. The lightweight seats with integrated belt system have an M-specific design headlined by extremely prominent cushion and backrest bolsters, head restraints integrated into the backrests, eye-catching stitching emphasizing the segments of the seats, and an M logo embossed into the shoulder area. The M Multifunction seats have electric height, fore/aft, side bolster and backrest angle adjustment, and also come with pneumatically adjustable lumbar support, a memory function and a manually adjustable thigh support. The M Multifunction seats are fitted with active head restraints to reduce the risk of injury in a rear-end impact.

The instrument cluster with black-panel-technology includes classic circular instruments in traditional BMW M car style, with red needles and white illumination, as well as model-specific displays and the M logo on the rev counter. The shift program currently selected and gear engaged are shown in the center of the instrument cluster. Feedback from all the drive and chassis settings selected at the touch a button are also displayed in the instrument cluster under the tachometer.

Sports Car Cockpit – Custom Tailored M Drive Buttons

On the left-hand steering wheel spoke, the driver has two M Drive buttons which can be used to call up a pre-configured setup for the car. For example, the driver can save a sporty configuration on the “M1” button and a track focused setup (with all driver aids shut off) on the “M2” button. The set-up selected will remain activated until it is either cancelled by pressing the button again or the driver switches to another M Drive setting. Once the system has been switched off – as when the engine is started – it reverts back to a default configuration focusing on efficiency and ride comfort.

The M Drive system in the new BMW M6 allows the driver to adjust no fewer than six parameters: the engine management, the response of the Servotronic steering system, the M DCT shift program, the DSC mode, the responses of DDC and the information in the Head-Up Display. The desired settings can be configured in any combination via the iDrive menu or by using the M Drive select buttons on the center console to set the configuration followed by pressing and holding one of the two M Drive buttons for a few seconds (until the configuration is stored). For safety reasons, a setup involving setting MDM mode or “DSC Off” requires confirmation from the driver – by pressing the M Drive button again – before it can be activated. The setup configuration selected is shown by a “M1” or “M2” symbol displayed in the instrument cluster.

M Head-Up Display.

The M Drive configuration also includes the information shown on the optional M Head-Up Display and projects important information onto the windshield directly in the driver’s field of vision. A full spectrum of colors is used to display graphics and symbols and the all-color capability means road sign symbols can be reproduced very realistically. In addition to a digital speed read-out, the M-specific version of the Head-Up Display also shows the gear currently engaged and a color rev counter symbol, complete with Shift Lights.

Body Structure and Safety

The hallmark M handling and occupant protection both are made possible due to the extraordinary strength of the BMW M6 Coupe and Convertible body structures. Incredibly, durable load-bearing structures and precisely defined deformation zones keep the forces released in a collision away from the extremely stiff passenger compartment. The new BMW M6 models include front and side airbags, three-point inertial reel seat belts on all seats, front belt force limiters, seat belt tensioners, and ISOFIX child seat attachments in the rear all as standard equipment. The M6 Coupe also has side curtain head airbags for both rows of seats while the M6 Convertible is equipped with roll-over protection. Positioned behind the rear head restraints, these high-strength aluminum roll bars extend automatically in a fraction of a second should there be a danger of the car rolling over.

The BMW M6 weight is minimized by an intelligent mix of materials containing a high proportion of high-tensile and ultra-high tensile steel, as well as aluminum. The hood and doors of the new BMW M6 models are made of aluminum. The front fenders on both models are molded from thermoplastic. The Coupe has the unique Carbon Fiber Composite roof panel described earlier. In addition, the trunk lids and – in the case of the BMW M6 Convertible – also the roof compartment cover, are made from the glass fiber composite material SMC (Sheet Molding Compound). With a power-to-weight ratio of 7.3lb/hp for the Coupe and 7.7lb/hp for the Convertible, both models represent a substantial step forward from their predecessors.

The new 2012 BMW M6 Convertible will be the first to reach US BMW Center showrooms in June 2012. The BMW M6 Coupe will arrive at US BMW Centers in the late Summer of 2012 as a 2013 model. US Pricing, technical specification, EPA mileage ratings, standard and optional equipment will be announced closer to the on-sale date.

Here is an excerpt from their review:

“Hampton Downs’ serpentine nadgery is made all the more interesting by the fact that it’s that rare bird in New Zealand: a racetrack with changes of elevation.

Thus what looks like a series of pretty regular curves in plan form requires a seriously three- dimensional understanding while driving.

Having previously driven lighter, ostensibly “sporting” cars into tyre-howling submission at Hampton Downs, the prospect of directing almost two tonnes and four doors of brand-new 552-horsepower German luxury on it gave a certain dryness to the throat and a quickening of the pulse.

Not to worry – it was a BMW M5, after all.

It’s big and its heavy.

Amazingly, that all but disappears on the track. True, the car’s massive 20-inch wheels and tyres (265 front, 295 rear) take great chunks out of the fresh tarmacadam used for Hampton Downs’ heavily repaired infield bends when you turn in, but you’ll find it doesn’t squeal, or resist your intentions.

It goes where it’s pointed and while you can feel the car’s M-Dynamic Stability Control at work, when it’s in dynamic mode, it still allows a nudge of tail-out attitude. And when, a split second later it’s time to bring everything back into line, it’s not a Clarkson- like lurch, but a return to the status quo so smooth you want to shout “I did that!”

I didn’t, of course, but the M5′s chassis made it seem like I did.

Where the M5 really impresses is the way it gathers up ground between the corners. With the car’s “M” button prodded, the way this roomy steel and leather lounge room catapults to the next change of direction is astonishing.

…

BMW 1-SERIES M COUPE

Engine: 3-litre 24v I-6. 250kW/450Nm $111,200. Performance: 0-100kmh 5.2secs, top speed on Hampton Downs 195kmh.

The smallest, least expensive and slowest M-car, the M Coupe, is also probably the most entertaining, with a delightfully incisive character on the track that belies its easy-to-drive nature on the road. Wonderfully flexible twin- power turbocharged in-line six delivers a very usable power and torque curve. This allows tremendous throttle adjustability of the car’s cornering attitude and remarkable economy when you’re running the car day-to-day on the road. It’s probably the Porsche Cayman’s only rival as a road and track car, but almost $20,000 cheaper.

Full article and reviews at Stuff

The 2013 X5 M and X6 M now come with the blue painted M brake calipers, as seen on the M5 sedan, as well as with standard M multifunction seats.

Inside, the Mugello Red Full Merino Leather (X3MR) replaces Sakhir Orange Full Merino Leather (X3DA) on both models. The X6 M benefits additionally from the X6 LCI with a new, wider kidney grille and redesigned tail lights featuring glowing LED light bars. Additionally, the updated X6 M features an aluminum powerdome hood similar to the one seen on the M3 and ActiveHybrid X6. Both models may be equipped with the new, optional LED headlights (552) to complete the front-end update.

Optional equipment:

• Active Ventilated Seat Package (ZAV) – Active Ventilated Seat package no longer includes SA456 and has been re-priced to $900.
• Full LED Headlights (552) now available as a stand-alone option for $1,900
• Now, either M light alloy wheel style may be ordered on the either model at no charge (2NT remains standard on X5 M, 2NU remains standard on X6 M).

The BMW X6 M will debut in April at the New York Auto Show.

Sports car drivers and performance drivers (not often synonymous) are a very demanding sort. In our world, cars must become greater than the whole of their parts. They must transport us to a magical place of acceleration, neck straining cornering, and otherwise mind-bending performance. They must dance with us as willing partners on the racetrack or over a curvy road. They should wink at us naughtily from the sidewalk. And their sound should raise fine dorsal hairs. Sports cars, must steal our hearts. Why else would we buy them?! They are depreciating, impractical assets only slightly less foolish than boats.

The obvious question is this: can a diesel be sexy? Posing this question more than a decade ago would have mustered laughter toped with scorn. But times have changed, and so have diesels. The mainstay of commercial heavy equipment and ’18 wheelers,’ they have been heavily developed by the Germans. Well, that is somewhat of a redundant statement since the Germans developed the diesel engine in the first place. Our friend Rudolf Diesel gave us the first diesel engine in 1893, and the monstrous single cylinder whacking at the ground like a pile-driver was impressive and maybe even a bit thrilling (for fear of your life should you get too close), but nothing close to sexy. In the decades that followed the diesel became porridge ordinary and fell well under the radar of sports car designers.

The next most obvious question in succession would be: what makes an engine sexy? There’s a freebie for the comment section – go nuts. In my opinion, high revs are a key ingredient in the sex appeal. I want my engine to scream all the way to a lofty redline. Loud screaming is exciting, frankly. And yes we’re still talking about cars. Next, the engine must connect with the chassis and give it life – vibrant, exuberant life. This kind of vitality requires high output, so naturally, high horsepower and torque figures bring cachet and appeal to a sports car.

We mentioned screaming in the context of revs, but the sound of the engine is important all over the rev range. An interesting study conducted by a university in the UK objectively proved the sexual attraction of exotic engine sounds. The university took baseline saliva samples from all subjects and measured their testosterone levels (a central sex hormone in both males and females). All test subjects were female, and came from random backgrounds from all walks of life. The subjects were then given several soundtracks to listen to through high fidelity speakers. The first soundtrack was compliments of a Ferrari F430. The second came from Lamborghini. Several other exotica followed with their voices gloriously filling the room. The results came back with remarkable consistency. All subjects were considerably turned on. Just to ensure it wasn’t the professor’s cologne, the subjects were then submitted to the soundtrack from a late model Chrysler Neon. The results again showed consistency, but this time all subjects showed much lower than baseline testosterone levels in their saliva – they were effectively “turned off.” The moral of the story is clear. Don’t buy a Chrysler. Seriously, the study scientifically proves what we’ve known all along: a beautiful sounding engine raises the mood and for serious car enthusiasts constitutes baby making music. Sound is important. In a sports car, melodious engine notes are essential.

Finally, exotic metals add the the allure. Knowing that the materials used within were selected specifically for their unique strength and low weight adds curb appeal – at least in my books. As opposed, I suppose, to knowing your engine was made of low grade steel and plastics where they probably shouldn’t be – or is just an ordinary “run of the mill” unit. Similarly, high-tech adds to the allure of the engine, knowing it was crafted by the most talented engineers in the world, and knowing they poured over the design, sweating the details. It always feels good to own, “the best.”

So how does BMW’s new M diesel fare when measured against these sexy yardsticks? Rather well by most accounts. To start off, the new 3.0 liter revs to 5,400 rpm. Okay, this redline is low in sparked engine standards, but for a diesel this figure is caffeinated. Consider also that near-peak torque is available from below 2,000 rpm, and you end up with a wide powerband, despite the lower redline. Will the revs send shivers down my spine? Not likely after getting used to 14,000 rpm sport bikes – the S1000RR not withstanding. But considering that the revs are very high given the engine type and that the powerband starts with tire-spinning torque near idle, we’ll let this aspect slide.

Next up is the sound. We won’t be able to judge this until we’ve gotten our hands on a copy. Can a diesel engine sound sexy? After hearing the Peugeot or Audi diesel LeMans prototypes in action, the answer would be yes – though they are quieter than typical race cars. We’re confident that M will do their utmost to tune the 3.0 for a confident, throaty soundtrack. We just hope they embrace the diesel soundtrack within and embellish it, instead of trying to apologize for it by silencing it. All M engines must be heard.

This M diesel seriously seduces with its output. With a specific output of 127 hp/liter, the new M diesel matches the new M5′s mill for power output. Stunning, and yes… dead sexy. 381 hp will be ample to get the job done, and this is already seen from the provisional 0-60 times stated in the press material, showing the M550d sedan making the sprint in a scant 4.7 seconds. A driveshaft knotting 546 lb-ft of torque is always at the ready, and we know exactly how much fun this figure will be in practice. Clearly, this engine will add life to its chassis, and become one with the driving experience.

The triple-turbo is extremely high tech. From its common-rail fuel injection pressures of nearly 32,000 psi to its three separate variable-vane twin-scroll turbos, this engine oozes sophistication. It is proudly the most advanced diesel on sale and given its all-aluminum architecture and brilliant performance, I feel the new 3.0 liter is at least as sexy as its inline 6 gasoline stable mates. Actually, I feel it’s considerably more exotic.

Until we get behind the wheel we cannot conclusively offer our opinion of the new M diesel, but given the above, we’re quite confident it will impress. We are confident it will feel special, as an M engine should. Perhaps it would feel even more special in a lighter chassis. We know it could fit – why not toss it in the 3 series’ engine bay? The M335d. That could spice things up a bit – mindful of the 546 lb-ft of torque on tap. If the whole car was put on a diet and weighed-in less than the current M3, we might even place bets on it being faster. For that matter, throw it in the 1 series. The 1Md. Think the 1M is a lunatic? Imagine the performance! And yes, give us a manual – we would thoroughly enjoy being one with this engine, connecting through the gated stick-shift.

Think we’re jumping on a band wagon? Think again – we published this article over two years ago, advocating for an M diesel based on the incredible performance BMW have been able to extract thanks to advanced diesel technology.

We look forward to bringing you the latest coverage of the new M diesels and indeed, showcasing their performance through video, photos and words.

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Two to three years must be allowed for testing the development of a BMW M. In some cases predecessor vehicles are used in the first phase, enabling initial engine tests to be carried out, for example. However, this is just a short phase. The fine tuning then involves the latest models. The development departments for engine, electronics, chassis, etc. each have their own test vehicles to enable them to put the latest technology to the test. Approximately 2 million kilometres were covered throughout the world by the new BMW M5 in this way.

How does the engine of the BMW M5 differ from that of the BMW X5 M/X6 M?

The engine of the BMW M5 has been almost completely redesigned. In essence, the only feature it has in common with the engine of the X5/6 M is the bank angle (90 degrees) and the cylinder spacing. The specification sheet also indicated a higher maximum rotational speed of 7,200 rpm.

A lot of new features have been added in order to cater for the demands for low fuel consumption and good response: starting from the continuous regulation of the variable valve timing (VALVETRONIC) by means of the optimised cross-bank manifold to the dethrottling on the intake and output side, where we use larger charge-air coolers and turbochargers with more air throughput according to the M-TwinScroll concept. This required a new cylinder head with new valve drive mechanism and high precision injection. VALVETRONIC is combined with direct injection with an eight-cylinder drive – BMW M has done some pioneering work here. This measure also saves fuel. The oil circulation system has been optimised: a wet sump with an additional oil pump, which has already proven itself in the previous engine. Engine and transmission control are also new. The overall package guarantees a responsiveness familiar from earlier M models with no sign of the so-called “turbo lag”.

Why wasn’t the automatic torque converter transmission adapted from the BMW X5 M/X6 M?

The new V8 engine in the M5 provides maximum performance between 5,750 and 7,000 rpm. In conjunction with the specially tailored M DKG dual-clutch transmission, we use the maximum engine speed of 7,200 rpm as we move up the gears in sporty driving style to ensure that we start off in each new gear with maximum output. This is precisely what we wanted to achieve by increasing the engine speed range. An automatic torque converter is not designed for the required speeds and could not be used for this reason. In addition, only the DKG dual-clutch transmission allows you to change gears without interrupting traction. This is very important for good acceleration times… There are no disadvantages in terms of fuel consumption as this is more dependent on overall transmission ratio rather than the number of gears.

How do you get a turbocharged engine in a car to reach speeds of up to 7.200 rpm? Until recently this seemed impossible.

This isn’t so much a question of the speed of the engine or turbo-charger, after all we have already had speeds of up to approx. 14,000 rpm with the BMW Formula 1 engine. The characteristic zone of the charger in terms of pressure and volume has to be adjusted to the gas throughput of the engine. This in turn depends on the displacement, speed and required output characteristics. The principle is as follows: small chargers are good for fast responsiveness and high torque at low engine speeds, while large chargers are good for high maximum output. I think we have achieved the best possible compromise here with the new M5 in terms of responsiveness and power characteristics.

How does the cooling system work with 10 coolers?

With an output of 412kW / 560 HP, the new BMW M5 has power to spare and offers excellent driving performance. However, this enormous output creates the same level of combustion heat in all high-performance engines. In the case of the Formula 1 engine, the coolers are housed in an exposed position in the side boxes – a different solution needs to be found in the case of a sports limousine. For the new BMW M5 we have developed a tailor-made cooling package that covers all our requirements to perfection. A total of 10 coolers ensure that the temperature is kept just right, while also supporting the spontaneous response of the V8 engine.

The principle of direct or indirect charged air cooling applied to turbocharged engines. Air-to-air heat exchangers are used in the case of direct turbocharged cooling, which would have required much longer paths to the front of the car for the charged air with a lot of dead volume in our case. That’s why we use an air-water heat exchanger placed between the compressor and the intake manifold for every turbo charger. The heat generated while compressing the air is fed to three water-air coolers in the front of the car by means of the medium of water. The charge air thus takes the shortest path with a large diameter from the compressor via the charge air cooler directly to the intake channel. This improves the engine response. We have an air-water cooler and a total of three water-air heat exchangers for each cylinder bank: one radiator in the wheel arch to the left and right and one in front of the main heat exchanger. This means that a total of five coolers with their own reservoir and 2 electrically powered water pumps are used to cool the charge air.

In addition, there is the radiator for the main cooling circuit (high temperature circuit), familiar from every car. In the classic configuration, additional coolers are provided for the engine and gearbox oil and the steering hydraulics. Finally there is the condenser for the air-conditioning system. That makes ten coolers in all.
The rear axle differential has an aluminium oil tray with cooling fins so that a separate radiator is not required there. A smaller offset in the differential reduces friction and therefore the build-up of heat. Less friction means less fuel consumption here too.

What role is played by the Efficient Dynamics measures in reducing ECE normal consumption by about 30%?

Such a reduction in consumption to 9.9 l/100 km in the ECE cycle is achieved through BMW EfficientDynamics measures and an improvement in efficiency. We have already explained how this works with the rear axle differential. In the case of the engine, the variable valve control and dual variable valve timing and the high torque at low engine speed make a significant contribution. On top of this comes the automatic engine start/stop, varioserve power steering pump, volume-regulated engine oil pump, roll-resistance-optimised tyres and brake energy recovery in order to charge the battery when coasting. The entire package helps in achieving consumption targets without compromising on driving pleasure. Another benefit: when consumption is taken together with the larger tank, the vehicle’s range is significantly increased.

Why is an all-wheel drive still not an option with the BMW M5?

In view of the performance and torque of the BMW M5, this might be considered an option. However, we believe any advantage is outweighed by the disadvantages of the all-wheel drive. More weight due to four driven wheels means higher fuel consumption and a shift in the axial load in the direction of the front axle. However, we are particularly concerned with a balanced distribution of weight for the driving performance typical of the M. We also had to position the engine higher, which would have led to a higher centre of gravity.

Why wasn’t the fuel tank volume increased to even more, e.g. to 90 litres?

We made the best possible use of the space under the rear seats. That’s why a steel tank is used instead of a plastic one. Steel allowed us to achieve the same rigidity with thinner walls and enabled us to increase the tank volume from 70 to 80 litres. We genuinely fought for every millimetre. After all, safety clearances also have to be met.

The press folder reads “innovative active M differential for optimising the transfer of power to the back wheels”. What is the innovation in the BMW M5?

The variable differential lock in the previous model is controlled by the speed differential between the drive wheels. In other words, this is a passive system in which the lock is activated by different wheel speeds. This is now achieved proactively by means of an electric motor with downstream transmission and ball ramp. We use a similar package of discs which is pre-stressed by means of the electric motor. The driver’s preferences are also taken into account, i.e. when the driver accelerates, the system starts to lock, even in response to fast-changing frictional conditions, e.g. on a “patchwork” of snow and asphalt. The system also operates when the car is coasting – the lock is activated when the wheel sensors detect the relevant values. This makes for greater driving stability. A passive system does not react in this case. While a passive system always operates with pre-stress, the active lock can be completely unlocked. One advantage of the reduced friction is the reduction in fuel consumption. When the M differential lock is active, we can still start off on mountain slopes even with a 25 percent incline and extremely variable frictional values (ice/asphalt). When you are on the slope, you find it hard to believe that you will be able to start, but is really does work. This is a better alternative than walking on the ice…

What is the role played by the tyres in determining the complex chassis regulation systems?

A large part of the car’s driving performance is determined by the tyres. The force transferred when the car is in a bend, or accelerating or braking passes through the tyres. The same is true of the response from the road. Chassis adjustment and steering are at least equally important. It takes tyres that are precisely tailored to the chassis to achieve the superior driving performance associated with the BMW M5. We develop our cars in close cooperation with the tyre manufacturers and for a particular tyre type. Tyres need to meet very stringent criteria, which is why it is not easy for tyre manufacturers to receive approval from us. I would therefore advise you only to use the tyres we approve.

Why was it decided to have two M Drive buttons?

Just one button only allows two adjustment options: the basic setup when starting and the personalised M Drive button configuration. This comprises the setting options for the engine and accelerator pedal characteristic curve, DSC, EDC, M DKG, Servotronic and Head-Up Display. The M5 is now always started in Efficient and Comfort mode, in other words the best setting for fuel consumption and comfort. One M button is now permanently set to Cruise mode, i.e. an automatic setting still applies, although the engine speeds increases and combustion has not yet reached its highest point in the chassis, so that I am still travelling at a reasonable speed. The second alternative is the sporty variant, where I shift gears myself (via the steering wheel paddles or using the gear stick), activating higher damper forces, giving me greater steering forces and making the engine respond even more aggressively. Many customers will probably be happy enough with these three setups. Everybody else will find it easy to adjust the assignment of the two M keys to their needs on the basis of the permanent basic setup.

How much more output is available in Efficient mode? How do the three modes differ?

There is no difference in terms of output, however the ratio of accelerator pedal position to power development varies. In “Efficient” the characteristic curve is flatter for a more gentle use of output, while is it much steeper in “Sport plus” for a very spontaneous and direct development of performance. Thus, unlike its predecessor, the BMW M5 always has full power available as and when you need it.

How has the chassis been altered in comparison with the BMW Series 5?

The front axle has a more rigid connection to the bodywork. In addition, the track has been widened, when meant that we had to move the wings further apart. We have broadened the support base of the front axle bracket, also reinforcing it with a shear panel – a metal plate screwed onto the front axle bracket at calculated points. This means that the forces are applied to the bodywork over a large area. This increases torsional rigidity, so that the body of the car is subject to even less distortion. In terms of kinematics, the rear axle follows the excellent principle applies in the predecessor model. However, the rear axle support is rigidly connected to the body, i.e. there are no rubber bearings. This results in greater driving precision and good responsiveness. A traction field is used following the same principle as on the front axle. On the rear axle we apply forces that affect the chassis, side skirts and transmission tunnel via a package of struts. In conjunction with the hydraulic rack-and-pinion steering with variable ratio, the drive receives very precise feedback regarding the road and the car’s reaction.

How high is the maximum lateral acceleration?

Depending on the road surface and ambient conditions, it can reach levels of up to 1.2 g with our standard tyres. This is not a constant value. Irregularities and unevenness on the road mean that short peaks of up to 1.3 g can be achieved, or perhaps even a little more on the Nürburgring circuit, for example, when the tracking force is briefly increased through compression. Thus, the 1.2 g simply relates to a so-called “standard curve”.

Which detailed solutions posed the greatest challenges?

The whole is more than sum of the parts. In view of the enormous performance, the coordination of the regulating systems is a particular challenge. In the final analysis, our customers and their families should be able to discover the versatility of the BMW M5 for themselves, whatever the weather. On the other hand, the BMW M5 should also shine on the race track. Reading the press reports, I’d say we have obviously succeeded.

[Source: M-Power ]

A matter of redline.

The heart of an M car is always its engine. Historically, M cars have had hearts that beat very fast – as in 8,000 + rpm; in the medical community we’d call that ventricular tachycardia. In the BMW community, we call that spinning to heaven. Predominately due to the specific burn rate of diesel fuel, compression-combustion engines (diesels) cannot rev as high as sparked (gasoline) engines. Most diesel engines in the automotive market today rev to a maximum of 4,000 to 4,500 rpm. Above 3,000 rpm, most of these diesels will sound and feel like they are about to spin themselves to oblivion, becoming rash, noisy and a bit unhappy. BMW diesels, however, welcome revs – whatever their redline might be. In the case of the new M diesels, redline is set to a maximum 5,400 rpm. That may not sound very high in the company of high-revving M engines, but trust us: for a diesel, that is stratospherically high.

Consider that modern turbo-gasoline M engines – such as the S63tu engine found in the new F10 M5 – rev to a maximum 7,200 rpm, and this high-revving diesel appears that much more impressive. The new M diesel gives up only 1,800 rpm to the highest revving turbo-gasoline M engine, and produces prodigious power along the way. This diesel, ladies and gentlemen, is an engineering marvel, a technological masterpiece. We will lay down the farm to bet it will win multiple engine of the year awards. This 3.0 liter turbo diesel is a genuine M engine – let’s get that matter out of the way early on in this tech piece.

One turbo, two turbo. Two turbo, three?

Did somebody say three turbos? Isn’t that kind of a lot of turbos? Indeed it is, and we don’t mind one bit that there are six scrolls packing air into six cylinders in a row. In fact, we rather like the concept and feel it’s a touch exotic. It’s the V-12 of turbos if you will. Lots of turbos – not cylinders. We haven’t had all of the technical information released to us yet, but from what we know so far, the turbo setup on this new diesel M engine is the most advanced turbo layout M – or any other car company for that matter – has ever produced for a production car.

With three twin-scroll turbos fed by and in-turn charging six cylinders, M have dedicated every cylinder to feed one scroll each. We do not have this detail yet, but we imagine all three turbos are of different sizes, a small turbo to spool up quickly at low rpm and provide instantaneous boost, a medium sized turbo to handle mid-rpm, and a very large turbo to produce maximum boost at high rpm.

As if this setup was not impressive enough, each turbo features variable-vane geometry (think Porsche 911 Turbo, though BMW Diesels have long featured this technology) and this allows each turbo to more efficiently spin-up and produce maximum boost across the entire rev-range. That word, “exotic” is once again coming to mind.

Don’t get your fingers near the fuel injectors… not that you would.

You’ll be too busy driving, of course. And for the health of your fingers, that’s a good thing because the piezo injection pressure of M’s new diesels would take your fingers clean off. Fuel is injected at a staggering – are you ready for this?- 2,200 bar. That’s equivalent to 31,908 psi. That is a mind-blowing figure – I’ve simply never heard of such a thing. The highly precise metering and timing of fuel injection allows for improved power, efficiency and responsiveness – extracting every joule of energy possible from every micro-droplet of diesel fuel.

Add more lightness, please.

The M engineers have not disappointed in the area of weight, using light-weight materials as much as possible in the engine. For example, the crankcase – which is normally made of heavy-duty steel to withstand the forces at play – is made of aluminum to stave off weight. We do not have final figures on the total wet weight of the engine, but we can’t wait to find out. We expect the engine block and head to also be constructed of aluminum, significantly lightening the engine. A lighter engine will allow for quicker chassis responses and more nimble, agile handling. The lower weight will also add to the balance of the car, ensuring no more than 50% of the weight rests upon the front axles.

Higher specific-output than the M5(!)

These figures caused me to do a double take, and then sit back in my chair for a moment with eyes glazed over – in mad fascination. As a reminder, the M5′s S63tu unit measures 4.4 liters in displacement, and produces 560 hp from 5,750 to 7000 rpm and 501 lb-ft of torque from 1,500 to 5,750 rpm. The new 3.0 liter M diesels produce 381 hp from 4,000 to 4,400 rpm and 546 lb-ft of torque from 2,000 to 3,000 rpm. That means a specific output of 127 hp/liter and 114 lb-ft/liter for the M5 and – paint me red and shoot me dead – 127 hp/liter and 182 lb-ft/liter for the M diesel. Theoretically, if the M division increased this Diesel’s displacement to 4.4 liters while keeping the same specific output, it would match the M5′s 560 hp while producing more torque – a gluttonous 801 lb-ft.

Yes, you read that correctly, the M diesel actually has superior specific output to the M5. Give your head a shake and start clapping – I don’t care where you are right now – seriously start clapping, slow and loud. Your workmates, family, or fellow shoppers will eventually understand when you give them a ride in your new M diesel.

3 tenths off the M5.

The M550d xDrive sedan will reach 60 mph in only 4.7 seconds, giving up only 3 tenths to the M5. True, various automotive outlets such as Car and Driver have achieved much faster acceleration times for the M5 – as quick as 3.7 seconds to 60 mph. But we’re quoting factory claimed times for both cars, so we expect the M diesel will shave time off of the claimed figure as well.

All of this with hybrid levels of efficiency?

The story just keeps getting better. As if the performance alone wasn’t enough reason to put an M diesel in your driveway, the efficiency should seal the deal. When bolted into the F10 5 series chassis, the diesel will manage 6.3 liters/100 km (44.8 mpg) in the EU test cycle. Consider that the Toyota Prius manages 64 mpg while boring you nearly to death and barely getting you there on time, and the M diesels make a compelling case for themselves.

M Diesel? Bring it on.

We are tickled pink by the release of the new M diesel engine and we positively cannot wait to interview M engineers to learn more about it. Of course, we are even more excited to drive the new line of M diesels just as M cars were meant to be driven: flat-out and a little bit sideways.

Four models have launched with the new diesel engine: the M550d xDrive Sedan, M550d xDrive Touring, X5 M50d and X6 M50d. The claimed accelerations times are 4.7, 4.9, 5.4, 5.3 seconds respectively.

Finally we arrive at the question: why label these diesels under a slightly partitioned off sub-brand? It appears that the character and intent of these cars will be unique from the gasoline powered M cars, while putting out similar performance. The fact they were developed in-house by M proves they are indeed proper M cars. But for now it appears M is distancing them slightly from the rest of the lineup while fans and owners around the world warm to the concept of a Diesel M. I don’t know about you, but we’re already hot under the collar.

Stay tuned for exclusive BMWBLOG coverage of the new M diesels, including a sure-to-be-thrilling first drive review. It’s time for more clapping… slow and loud friends…