The Truth About Cars » bmw m http://www.thetruthaboutcars.com The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. Sun, 19 Oct 2014 11:58:25 +0000 en-US hourly 1 http://wordpress.org/?v=4.0 The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars no The Truth About Cars editors@ttac.com editors@ttac.com (The Truth About Cars) 2006-2009 The Truth About Cars The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars » bmw m http://www.thetruthaboutcars.com/wp-content/themes/ttac-theme/images/logo.gif http://www.thetruthaboutcars.com Review: 2013 BMW X6M – Swansong Edition http://www.thetruthaboutcars.com/2013/07/review-2013-bmw-x6m-swansong-edition/ http://www.thetruthaboutcars.com/2013/07/review-2013-bmw-x6m-swansong-edition/#comments Fri, 05 Jul 2013 17:43:39 +0000 http://www.thetruthaboutcars.com/?p=493559 With Mercedes cranking out AWD versions of their AMG products and Audi finally bringing their AWD “RS” products to America, it was only a matter of time before BMW have in and added some front-wheel motivation to their M5. Just kidding. BMW maintains that the M5 will forever retain RWD. This means the M5 will […]

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2013 BMW X6M Exterior, Picture Courtesy of Alex L. Dykes

With Mercedes cranking out AWD versions of their AMG products and Audi finally bringing their AWD “RS” products to America, it was only a matter of time before BMW have in and added some front-wheel motivation to their M5. Just kidding. BMW maintains that the M5 will forever retain RWD. This means the M5 will focus on dynamics and not acceleration. BMW’s answer to this deficiency since 2010 comes in the form of the X5M and X6M cousins.

Click here to view the embedded video.

Why are we looking at the 2013 X6M when 2014 is bringing an all-new X5? Easy, the X5M won’t roll into town until the 2015 model year we’re told and the X6 has yet to be officially refreshed putting its new body back to the 2015 model year in all likelihood. If you want a fast AWD BMW and can’t wait for the refresh, act now.

What is the X6M? I’m glad you asked because I still haven’t decided. BMW would like you to think that it is a new class of vehicle called the SAC or “Sports Activity Coupé.” For some reason I have trouble calling a 5-door crossover that weighs a feather under 5,400lbs a “coupé,” but that’s just me. On a technical level (and to answer the real question at hand) the X6 is an X5 without the third row of thrones and a “liftback” and not a hatchback profile. The steeply raked rear window and overall shape of the X6 make it look smaller on the outside than it is. The X6M is one inch shorter than the M5, four inches wider, nine inches taller, and a full 1,000lbs heavier. 2013 BMW X6M Interior, Dashboard, Picture Courtesy of Alex L. Dykes

Identifying the X6M from the “common” X6 is fairly easy. BMW swaps the hood for a version with a “power bulge” (not functional as far as I could tell) and a new bumper with openings large enough to swallow a Geo Metro. Out back we have quad exhaust tips and aero treatments that scream “look at me!” The most important difference is almost lost in the X6M’s proportions: this SUV wears some seriously wide 315/35R20 rubber on 11-inch wide allow wheels. More on that later.

Interior

For a vehicle with a $92,900 starting price the spartan interior of the X6M surprised some of my passengers. It shouldn’t. The X6 wears the same 7-year old interior as the 2006-2013 X5 with only minor tweaks which you’ll mostly find in the back. Up front we have the same injection molded dash as the X5 and X5 but BMW swaps the wood out for brushed aluminum. Call me an old man at heart, but I think a dark stained wood package would be better suited to the X6M’s sports/luxury mission.

2013 BMW X6M Interior, Dashboard, Picture Courtesy of Alex L. Dykes

Front seat comfort is excellent, but again it should be in something this spendy. The comfort level is thanks to BMW’s 20-way power “M sport” seats which allow the seat to contort in more ways than you would think possible. (BMW makes these same seats available on nearly their entire lineup and it’s worth the cost to upgrade.) Out back you’ll notice something is missing at first glance. The X6M is a four-seater by default. If you want the middle rear seat that was lost in the X5M to X6M transition, you’ll have to pay an extra $350 on-top of the $4,050 premium for the X6M’s sloping backside. Apparently stye doesn’t come cheap.

About that liftback; from the X6M’s profile you might assume cargo area would be limited, but at 25.6 cubic feet the luggage compartment is more than adequate for a party of 5. (Although notably lower than the X5M’s 35 cubes.) You might also mistakenly assume the X6M would have more interior room than the M5 sedan but you’d be wrong there too. The M5 somehow offers more legroom and headroom front and back than either the X5M or X6M, something to keep in mind if you’re SUV shopping simply because you’re a tall person.

2013 BMW X6M Exterior LED Headlampsm, Picture Courtesy of Alex L. Dykes

Infotainment

iDrive has come a long way since its introduction, and although complicated at times, it’s still the ultimate in-car attraction for my inner nerd. Keep in mind that the Swansong edition X6M doesn’t get latest version of the system found in the new 3-Series. The key differences are improved integration with the heads up display and a media button on the iDrive controller reflecting the relative importance of CDs and media devices in this century. Don’t fret, the older iDrive system runs the same software as the new version meaning the X6M still has all the smartphone app integration you can handle and now fully supports voice commanding the tunes on your USB/iPod. Like the rest of the BMW portfolio, you can Tweet, Facebook, Wikipedia and SMS message while you drive (with the $250 apps option). Compared to Audi’s MMI, iDrive lacks the Google satellite view mapping but the system is more responsive, more intuitive and more polished. I’d like to compare it to Mercedes’ COMAND but that would be like comparing a Space Shuttle to the Model T. For our in-depth look at iDrive, check out the video review.

Drivetrain

By now the suspense is killing you. After all, we haven’t even mentioned the M engine under the hood so here we go: Turbo lovers rejoice! Squeezed under the bulging hood beats a 4.4L twin-turbo V8 engine cranking out 555HP and a mind numbing 500 lb-ft of torque. While this engine is quite similar to the X6 xDrive50i’s 4.4L twin turbo V8, there are some significant differences, most notably the broader torque curve. The “pedestrian” 4.4L engine delivers 450lb-ft from 1750-4500RPM while the M-mill broadens the torque plateau to 1500-5650 and the difference is marked behind the wheel. Power is routed to all four wheels via a heavy-duty ZF 6-speed automatic transmission, BMW’s full-tine AWD system and of course, a torque vectoring rear differential. I have seen complaints from the forum fan-boys whining that BMW didn’t put their dual-clutch M transmission under the hood of the X6M, I have to agree at some level.

2013 BMW X6M Engine, 4.4L twin-turbo V8, Picture Courtesy of Alex L. Dykes

So why not an AWD version of the DCT tranny? In a word: towing. Despite the insane power numbers the X6M is rated to tow a stout 6,600lbs. With more torque on hand than most diesel engines, the X6M had no trouble towing a 5,000lb load that we hitched up making the X6M the second most practical performance vehicle I’ve ever tested right behind the X5M. As if common sense wasn’t enough, the manual reminds you to not use launch control while towing a trailer.

Drive

Let’s get some numbers out of the way. The X6M clocked a 4.04 second sprint to 60 with launch control, 4.3 seconds without and 4.5 seconds without launch control and not using the M power mode. What’s the difference? Aside from crisper/faster shifts, launch control adjusts the stability control system and allows the turbos to spool up to reduce turbo lag on launch.  To put that in perspective, the last M6 we had our hands on ran to 60 in 3.75, last month’s CLS63 AMG did it in 4.1, and the high-power Jaguar XKR-S finished the task in 3.83.

2013 BMW X6M Exterior, Wheels, Picture Courtesy of Alex L. Dykes

What does that have to do with the X6M and why are we comparing sports cars and an SUV? Because of how close those number are. How is that possible with the X6M weighing so much more? It’s all about the grip. 0-60 testing a two-wheel drive high horsepower vehicle takes a certain amount of time and finesse. The X6M needs only a heavy right foot. Aside from the straight-line fun AWD brings, BMW’s torque vectoring rear diff makes the X6M feel incredibly confidant on winding mountain roads. The system allows nearly 100% of the power that would normally be sent to both rear wheels, to be directed to one wheel causing the X6M to rotate with near psychic precision. While TTAC doesn’t have access to a 300ft skidpad, you may be surprised to know that most publications that do record higher horizontal Gs in the X6M than in the M5 and M6. Say what? Thank those insane 315 width tires for that.

For most drivers, the X6M is going to be easier to drive hard on or off the track, up to a point. That 5,400lbs has to be kept in mind and when you have the X6M on very tight corners the curb weight becomes more noticeable. Even so the X6M and X5M are entirely capable of keeping up with the likes of a Porsche Cayman S given the right driver and the right road. Speaking of Porsche we haven’t said anything about the Cayenne yet. There are three good reasons for that. First, Porsche wouldn’t loan us one making the X6M win by default. Second, the Cayenne really competes with the X5M since it’s a traditional SUV shape. And last, the Cayenne Turbo S lists for nearly 50% more than the X6M. Ouch. Yes, the Cayenne is an incredible machine and in truth is the only real competition for BMW’s insane crossovers, but with price tags like that, we should be asking: is the BMW competition for Porsche? Probably not.

Over 816 miles we averaged a surprising 15.4 MPG in the X6M. Surprising how? Because that’s 1.4 MPG more than the EPA combined number BMW advertises, it’s also not terribly far off the 16.5 MPG we averaged in a week in the BMW M5.

2013 BMW X6M Exterior, Rear tires, Picture Courtesy of Alex L. Dykes

The X6M is quite simply one of the finest BMWs available for sale. I just don’t understand why you would buy one. Sure it’s fast and handles well, but so does the X5M. My problem with the X6M isn’t the X6M itself, it’s that the X5M exists which is a far more practical crossover with none of the drawbacks the X6’s squashed posterior causes. All of that is before you even consider the $4,400 premium you have to pay for a 5-seat X6M over the 5-seat X5M and the loss of head and legroom over the M5. The X6M is absolutely incredible machine, but I can’t help thinking it’s a product searching for a market.

 

 

BMW Provided the vehicle, insurance and one tank of gas for this review.

Specifications as tested

0-30: 1.66

0-60: 4.04 (4.3 without launch control, 4.5 when not in M-Mode)

1/4 Mile: 12.44 Seconds at 113 MPH

Average Fuel Economy: 15.4 MPG over 816 miles

 

2013 BMW X6M Engine 2013 BMW X6M Engine-001 2013 BMW X6M Engine, 4.4L twin-turbo V8, Picture Courtesy of Alex L. Dykes 2013 BMW X6M Exterior LED Headlampsm, Picture Courtesy of Alex L. Dykes 2013 BMW X6M Exterior, Picture Courtesy of Alex L. Dykes 2013 BMW X6M Exterior-004 2013 BMW X6M Exterior-003 2013 BMW X6M Exterior-002 2013 BMW X6M Exterior-001 2013 BMW X6M Exterior-006 2013 BMW X6M Exterior-007 2013 BMW X6M Exterior-008 2013 BMW X6M Exterior-009 2013 BMW X6M Exterior-011 2013 BMW X6M Exterior-016 2013 BMW X6M Exterior-015 2013 BMW X6M Exterior, Wheels, Picture Courtesy of Alex L. Dykes 2013 BMW X6M Exterior, Rear tires, Picture Courtesy of Alex L. Dykes 2013 BMW X6M Exterior-017 2013 BMW X6M Exterior-012 2013 BMW X6M Exterior-018 2013 BMW X6M Exterior-019 2013 BMW X6M Exterior-020 2013 BMW X6M Exterior-021 2013 BMW X6M Exterior-022 2013 BMW X6M Interior, Dashboard, Picture Courtesy of Alex L. Dykes 2013 BMW X6M Interior-001 2013 BMW X6M Interior-002 2013 BMW X6M Interior, Dashboard, Picture Courtesy of Alex L. Dykes 2013 BMW X6M Interior-008 2013 BMW X6M Interior-004 2013 BMW X6M Interior-005 2013 BMW X6M Interior-007 2013 BMW X6M Interior-006 2013 BMW X6M Interior-009 2013 BMW X6M Interior-010 2013 BMW X6M Interior-011

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Review: 2012 BMW M6 Convertible http://www.thetruthaboutcars.com/2012/08/review-2012-bmw-m6-convertible/ http://www.thetruthaboutcars.com/2012/08/review-2012-bmw-m6-convertible/#comments Thu, 23 Aug 2012 13:00:21 +0000 http://www.thetruthaboutcars.com/?p=456668 When the “F01″ 7-Series arrived in 2008 followed by the “F10″ 5-Series in 2009, I saw the writing on the wall; BMW is the new Mercedes. My theory was “proved” after a week with the 2011 335is and 2012 X5M. BMW fans decried my prophesy as blasphemy. I repeated my statement with the 2012 328i […]

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When the “F01″ 7-Series arrived in 2008 followed by the “F10″ 5-Series in 2009, I saw the writing on the wall; BMW is the new Mercedes. My theory was “proved” after a week with the 2011 335is and 2012 X5M. BMW fans decried my prophesy as blasphemy. I repeated my statement with the 2012 328i and caught the eye of egmCarTech. A Mercedes fan tried to run me over in a parking lot. My colleagues in the press thought I lost my mind. BMW’s media watchers were eerily silent. A month later I was told that BMW would allow me a week in the all-new 2012 M6 Convertible. Would the most expensive M car change my mind or prove the point once and for all?

Click here to view the embedded video.

Exterior

The previous 6 suffered from Chris Bangle’s posterior, a design that was either loved or hated. The new 6 replaces the awkward trunk with curves and creases that seem to please everyone. Despite being lower and wider than a 650i with plenty of unique sheetmetal, the casual observer was unable to tell just how much was altered to create the M6. Who knew the M6 would be a sleeper?

BMW continues to employ a soft top with “classic” 6-Series buttresses on either side of the rear glass, bucking the retractable hardtop trend that’s sweeping the three-pointed star. Aside from the weight benefits, the canvas lid maximizes trunk space, has less impacted on weight balance when the top is down, and most importantly: it operates at speeds up to 25MPH. Compared to the Jaguar XK-R, the M6 is larger and more aggressive. Thankfully, as aggressive as the M6 looks, the profile and details are more elegant than the Mercedes SL63 whose hood vents and trunk spoiler look overdone.

Interior

Inside the changes to the 650i donor car are less dramatic and limited to trim tweaks, lightly restyled seats, new steering wheel, and M-themed shifter. Despite sharing heavily with the plebeian 640i, the cabin is completely at home in a $120,000 luxury coupe with perfect stitched dashboard seams and soft leather everywhere. The only problem I found is the steering column shared with the lesser models. The M6’s airbag is considerably smaller, perfectly round and in the center of a thin three-spoke tiller making the rectangular plastic steering column extremely visible.

During my week with the M6 I acted as a quasi-pace-car driver for a 40-mile charity walk. Four of us spent two 10-hour days driving from one stop to another and hours in the seats getting sunburnt waiting for the walkers to arrive at the next stop. Normally four people jammed into a luxury convertible would be a trying experience, but  the M6 was surprisingly comfortable with a useable back seat and supportive front seats. In comparison, the XK’s rear seats are more of a joke than an actual feature, the Mercedes SL doesn’t have any back seats and the Maserati GranCabrio has a similar amount of legroom but awkwardly angled seat backs.

Infotainment & Gadgets

As with most modern BMW products, the M6 comes with BMW’s standard 10.2-inch iDrive system. Unfortunately the minor tweaks made to the new 3-series have not made it to the 6-Series meaning you still have a CD button rather than a media button and the head-up display won’t show you infotainment info. If you want to know more about iDrive, checkout our video on the 2012 650i or click on over to the 650i Coupe and 650i Convertible reviews.

For some reason, BMW’s excellent radar cruise control is not available on the M6, but the rest of the 6-Series’ gadgetry can be added. Our M6 was equipped with the $4,900 “Executive Package” which included full LED headlamps, a heated steering wheel, satellite radio, anti-fatigue front seats, soft-closing doors and BMW’s “apps” package for iDrive. Should your gadget-love know no budget; lane departure warning, blind spot monitoring, all-around video camera and electronic speed limit info can be had for $1,900. Ventilated front seats are a $500 stand alone option, as is the $2,600 night vision system with pedestrian detection. The essential option is the $3,700 Bang & Olufsen sound system. The standard 12-speaker BMW audio system is balanced strangely toward the bright side of normal. If you’re throwing down six figures on your topless weekend car, checking this option box won’t hurt.

iDrive alone puts the M6 at the top of the gadget lover’s list, but let’s compare anyway. With a starting price over $30,000 higher than the M6, the SL63 brings active lane keep assist and radar cruise control to the party but lacks BMW’s night vision, all-around camera, anti-fatigue seats, LED headlamps and, let’s face it, COMAND should be sent out to pasture. The XKR-S looses this battle as well with a $20,000 premium, Jaguar’s aggravating infotainment system, and no gadgets to speak of.

Drivetrain

With CAFE regulations looming, twin-turbo engines are the latest craze for luxury marques and even BMW’s mighty M division has caved. The result is a step backwards and forwards with the bespoke V10 replaced by a modified version of BMW’s 400HP 4.4L twin-turbo V8 (N63). The same basic engine (S63) first debuted under the hood of the 555HP X5M and X6M. For M5 and M6 duty, BMW tweaked the engine by adding Valvetronic, increasing the compression ratio from 9.3:1 to 10:1 and bumping peak boost. The result is a minor increase in horsepower to 560 and a flattening of the power curve from a peak at 6,000RPM, to a plateau from  5,750-7,000. Torque remains steady at a stump-pulling 500lb-ft but broadens to 1,500-5,750RPM. BMW revised the 7-speed “M-DCT” dual clutch transmission from the last M5/M6 and tossed in a new electronic rear differential. While not strictly a drivetrain change, BMW swapped the floating rear subframe for a fixed unit to improve handling and power delivery.

In comparison, the Jaguar XKR-S delivers 550HP and 502lb-ft of twist from its blown 5.0L V8 and the all-new Mercedes SL63 offers your choice of 530HP/557lb-ft or 590HP/664lb-ft from AMG’s new 5.5L twin-turbo V8. Jaguar has continues to stick to the tried-and-true ZF 6-speed automatic while Mercedes continues their love affair with their 7-speed automatic sans torque converter. While each of these transmission types has an advantage, BMW claims their M-DCT transmission shifts in half the time of the competition.

Drive

It often takes a week for me to decide how I like a car. With the M6 it took 50 miles. Why? Because of how well BMW has blended savage acceleration with a soft luxurious ride and comfy seats. The M6 has turned into the ultimate road trip convertible.

Don’t get me wrong, the M6 is a serious performance contender. Bury the throttle and 60 passes in 3.75 seconds followed shortly by a blistering 11.89 second 1/4 mile at an eye popping 123MPH. These numbers are without launch control which, strangely enough, elevated our times by about 3/10ths. Just let the nannies do their thing. The numbers below show the M6 “suffers” slight turbo lag from 0-30. From 30-60, the M6 is a beast taking 0.70 fewer seconds than the XKR-S. By 120MPH the lighter weight of the Jaguar helps it stay right on the heels of the BMW. By the end of the 1/4 mile, the BMW finishes ahead by a car length. My seat time in the SL63 was limited and we weren’t able to get it out on the track, but don’t expect it to be much faster to 60. Despite the serious power advantage, the rear tires are skinnier than the Jag or BMW and traction is king.

2012 Jaguar XKR-S           2012 BMW M6 Convertible

0-30: 1.18 Seconds                 1.8 (Thank the turbos for that)

0-60: 3.83 Seconds                 3.75 (It’s all about the torque curve baby)

0-120: 11.84 Seconds             11.80 (curb weight means something)

1/4 mile: 12.0 @ 122 MPH       11.89 @ 123 MPH

A word about 0-60 numbers. With high horsepower cars, traction is the limiting factor. Because road surfaces, tires, etc. vary greatly. Our track times cannot be directly compared to other publications as they are not performed on the same surface – nevertheless, we’re all in the same ballpark. We use a 10Hz GPS meter for our testing. According to the manufacturer,accuracy is  +/-0.2MPH on 0-60 runs and +/-0.4MPH on 1/4 mile tests. According to our drag-strip verification, the system is within +/-0.3MPH over a 1/4 mile.

Out on the track, the XKR-S and M6 are well matched. While the XKR-S is a bit heavier in the nose and has narrower tires up front, the rear seems to find grip more easily and the steering is more direct and responsive. The English competitor is also 429lb lighter with a firmer suspension, less body roll and an absolutely savage 0-30 time. The M6 counters with lightning fast dual-clutch shifts and seemingly endless mid-range power. For 2012, BMW polished M-DCT’s software and the result is one of the smoothest “robotic manuals” I have ever driven. I’d like to compare it to the Mercedes SPEEDSHIFT transmission in the SL63, but I still have harsh-shift related whiplash from my test drive.

On the broken roads of Northern California, it’s a different story. BMW’s adaptive suspension makes the M6 more composed than the SL or XKR-S on broken pavement, even at higher speeds. It’s not that the Jag or Merc are unrefined by any measure, its that the M6 rides like a 7-Series while it handles like an overweight M3. Thank you modern technology.

The softer ride and number steering mean the M6 is less engaging in the bends. On the flip side, the M6 is a car you can drive every day while the SL63 and XKR-S exact some practical compromises. The M6 is the more comfortable car, it seats four and the monstrous trunk can hold luggage for 3 easily. What the BMW can’t counter is the visceral roar produced by Jag’s 5.0L V8. The M6 in comparison is quiet, some might even say demure.

 

If you want the best track car, get a GT-R. It will “out everything” the M6 on the track. If you want the best sounding V8 engine, get the XKR-S. If you want the sexiest coupe, get a Maserati. If you want the best all-around sports luxury coupe, look no further than the BMW M6. I admit that after a week with the most expensive M, I am smitten. But have I fallen for the M6 for all the “wrong” reasons? I value the M6’s perfect interior, comfortable seats, electronic do-dads and LED headlamps over straight-line or corner performance. In other-words, I elevate all the values I was raised to associate with Mercedes-Benz. But here in front of me is a BMW that embodies all the luxury I demand yet sacrifices only a smidgin of track performance in the process. I will leave the discussions of branding to more qualified writers, but I will say that nobody I met felt the Mercedes SL brought any more cachet than the M6, despite its price tag. Mercedes has been put on notice. BMW’s M6 reigns alone as the king of the German luxury coupe. AMG: you have been found wanting. (You know, except for that whole SLS thing.)

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BMW provided the vehicle, insurance and one tank of gas for this review.

Specifications as tested:

0-30: 1.8 Seconds

0-60: 3.75 Seconds

1/4 Mile:  11.89 Seconds @ 123 MPH

Average fuel economy: 16.1 MPG over 825 miles

2012 BMW M6 Convertible, Exterior, side, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, Exterior, front, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, Exterior, front, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, Exterior, backup camera, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, Exterior, exhaust, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, Exterior, rear, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, Exterior, rear, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, Exterior, side, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, Exterior, wheels, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, Exterior, headlamp, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, Exterior, side, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, Exterior, front, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, Exterior, front, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, Exterior, BMW logo, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, Exterior, M6 logo, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, Interior, engine, 4.4L twin turbo, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, engine, 4.4L twin turbo, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, Interior, window switches, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, Interior, steering wheel controls, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, Interior, steering wheel controls, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, Interior, shifter, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, Interior, iDrive controller, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, Interior, dashboard, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, Interior, dashboard, Picture courtesy of Alex L. Dykes2012 BMW M6 Convertible-023 2012 BMW M6 Convertible, Interior, start/stop button, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, Interior, seat controls, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, Interior, back seat, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, Interior, aerial view, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, Interior, head up display, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, Interior, Heads up display, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, Interior, gauges, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, Interior, iDrive, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, Interior, iDrive, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, Interior, iDrive, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, Interior, iDrive, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, Interior, door sill, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, Interior, shifter and key, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, Interior, steering wheel, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, Interior, dashboard, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, Interior, Picture courtesy of Alex L. Dykes 2012 BMW M6 Convertible, Interior, Picture courtesy of Alex L. Dykes 2012 BMW M6 Monroney Zemanta Related Posts Thumbnail Zemanta Related Posts Thumbnail Zemanta Related Posts Thumbnail Zemanta Related Posts Thumbnail

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BMW Launches M Performance Automobiles For The 99 Percent http://www.thetruthaboutcars.com/2012/01/bmw-launches-m-performance-automobiles-for-the-99-percent/ http://www.thetruthaboutcars.com/2012/01/bmw-launches-m-performance-automobiles-for-the-99-percent/#comments Thu, 12 Jan 2012 17:17:47 +0000 http://www.thetruthaboutcars.com/?p=425850 BMW will launch a new line of cars dubbed “M Performance Automobiles”, keeping cars like the rumored high-performance diesel X6 away from the sacred M lineup. BMW has tried something like this before, with the E46 330i ZHP and the E28 M535i. The results could hardly be labeled bad cars, but this smacks of a […]

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BMW will launch a new line of cars dubbed “M Performance Automobiles”, keeping cars like the rumored high-performance diesel X6 away from the sacred M lineup.

BMW has tried something like this before, with the E46 330i ZHP and the E28 M535i. The results could hardly be labeled bad cars, but this smacks of a “diffusion line” (as fashion people would call it) for the M-brand. BMW claims that

“The BMW M Performance Automobiles offer exclusive engine variants, noticeably enhanced agility and outstanding precision on the road, plus design laced with emotional appeal.”

Exclusive engine variants may be new, but the other additions like “enhanced agility” and “design laced with emotional appeal” sound a lot like the M-Sport packages sold on BMW vehicles both past and present. The “M Performance Automobiles” range should sit above the M-Sport packages, but below the “real” M range of cars and given. Fortunately, the M brand can’t possibly be further diluted, as evidenced by the photo above.

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