Car and Drivers compares some of the most desirable cabriolets on the market.
The U.S. publication pits the new 2013 BMW M6 Convertible against the equally impressive 2013 Jaguar XKR-S Convertible, 2013 Mercedes-Benz SL63 AMG, and 2013 Porsche 911 Carrera S Cabriolet.
Here is an excerpt from their review, followed by the conclusion: the M6 Convertibles ranks the lowest out of the four super sporty cabriolets:
None costs less than 130 large with options, though the BMW M6 comes closest as our price leader, even with its optional, special-order $5000 “Frozen Silver” matte paint finish. The Bimmer has a number of -ests on its curriculum vitae. It is the longest, widest, tallest, and heaviest in the group. Its twin-turbo 4.4-liter is the smallest of three V-8s here, but makes the most horsepower in the test, at 560 (the Benz gets the torque medal, at 664 pound-feet).
The dash-S marks this XKR as Jaguar’s hottest number, with a 550-hp supercharged V-8 that blurs the scenery in this aluminum-bodied, British Racing Green (but, of course) sprinter. At $138,875, the XKR-S is complete with no options, though, as with the M6, the premium for the convertible version is $6300 over a coupe.
Optioned to the hilt with, among other things, a $9000 performance package that adds carbon-fiber bits and 27 horsepower, this $171,225 Mercedes-Benz SL63 AMG lands 10 grand shy of a Bentley Continental GT V-8 coupe. The two-seat SL with its 5.5-liter twin-turbo V-8 is our only dedicated roadster; no coupe is available. But it is also the only one with a retractable hardtop that turns it into a decent facsimile of a coupe.
Last in both alphabetical and dimensional order is the Porsche. Befitting a Stuttgart stallion, the 911 Carrera S cabriolet is the smallest and lightest car here, and it also suffers the least horsepower. Yet it is not the least expensive, at $136,430. You can get into one for $108,950, but the Premium package ($4445, with heated power seats, bixenon headlamps, and other froth), the Burmester audio package ($5010), Porsche Dynamic Chassis Control ($3160), or any of the many other options might be temptations too many. We asked for a PDK to match our other automatic contenders, but all Porsche could provide was a seven-speed stick with just 350 miles on the odo.
Here is the conclusion on the M6:
The M6 is not horrible, but it’s not really an M, either. It’s too girthy, too soft, and too ersatz. If only it were as good at generating emotion as it is at generating test numbers. BMW needs a separate badge for these ultrafast luxury barges, the M5 and M6, to separate them from the M3. Until then, we’ll just rate it a “U” for uninspiring.
Read our own review of the 2013 BMW M6 Convertible.