2014 BMW M6s Gain 6sp Manual Option, New Special Edition for 6-Series

[VH_Supra26]

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The 2013 BMW 6 Series Gran Coupe may have debuted a full three months ago (time flies, huh?), but we're just now seeing it in person for the first time here at the 2012 Geneva Motor Show. The prolonged debut almost makes sense for BMW's big coupe, since it's a late entry in a segment that already includes stunners like the Mercedes-Benz CLS, Audi A7, Porsche Panamera and even the Aston Martin Rapide (if you're really reaching).

But that doesn't make the 6 Series Gran Coupe any less interesting – or stunning. We still don't 100 percent love the 6er's new front fascia, but there's no question that the sloping roofline and squat hind quarters are anything less than sleek and shapely. Oh, and get a load of that interior. The two-tone leather surfaces and two-passenger rear compartment look absolutely stunning.

BMW will launch the 640i Gran Coupe in the United States first, powered by the automaker's widely popular N55 3.0-liter turbocharged inline-six, good for 315 horsepower and 330 pound-feet of torque and mated to an eight-speed automatic gearbox. The eight-cylinder 650i and xDrive models will follow suit in short order, as well.

Cost of entry: $76,895 for the 640i. Get your wallets ready, and see a full brace of live images direct from Geneva in our attached high-res gallery.

http://www.autoblog.com/2012/03/07/2...e-geneva-2012/

[VH_Supra26]

This may seem like old news, and to some degree the 2013 BMW 6 Series Gran Coupe is nothing new. The original premiere of the car was way back in December at an invite-only event in London. Geneva marks the first official public viewing of the car, but nothing has changed in terms of specs or styling.

That's no bad thing, though, as this mix of coupe styling and sedan size makes for an attractive package. BMW might be slightly late to the "four-door coupe" game, but it may have the best interpretation of it at this point. The first model to arrive in the U.S. will be the six-cylinder 640i this summer. It will be followed later in the year by the V8 650i and all-wheel-drive xDrive 650i.

http://blogs.insideline.com/straight...ran-coupe.html

[VH_Supra26]

You know society has reached horsepower saturation when a twin-turbo V8-powered coupe packing 560 hp and 550 pound-feet barely garners even polite applause.

Today marks the official debut of the 2013 BMW M6, and the collective response at the BMW press conference was equal parts auto-show exhaustion and "that's-so-24-hours-ago." After all, it's been a whole three weeks since we saw this M6 lift its skirt. As before, the M6 shares its powertrain with the M5, from its biturbo 4.4-liter V8 to its 7-speed dual-clutch automated manual gearbox.

What say you -- does horsepower tickle your fancy anymore? If not, what is it you now seek instead?

http://blogs.insideline.com/straight...ow-bmw-m6.html

[Happy]

i never dug the big coupe body style. this is nice but no my cup of tea.

[profuse007]

Looks a lot better than current M6. Rear looks very similar to the 3-series coupe.

[VH_Supra26]

Click to view gallery

BMW has finally pulled the sheets back on its 2012 M6 Convertible. The convertible counterpart to the hardtop that debuted at the Geneva Motor Show bows with the same vicious turbocharged 4.4-liter V8 under the hood. Good for 560 horsepower and 500 pound-feet of torque and mated to a seven-speed dual-clutch gearbox, the convertible should be able to launch to 62 mph in around 4.1 seconds. BMW hasn't mentioned the weight difference between the hardtop and the convertible, though the automaker stressed the 2013 model has shed significant weight over its predecessor. The "base" 2013 BMW M6 Convertible will leave the showroom with 19-inch M-designed wheels, though larger 20-inch alloys are also available.

The vehicle will land on U.S. shores this summer ahead of its hardtop brethren. The big question is whether or not BMW will offer the convertible with an honest manual gearbox. So far, BMW hasn't said much in that direction beyond saying the possibility is "under consideration." Given the M6 Convertible target demographic, we'd say that we doubt it, but you never know – BMW has had a noteworthy habit of building America-only manual transmissions models as of late. Hit the jump for the full press release.

Press Release

Introducing The All-New 3rd Generation BMW M6 Coupe and Convertible.

Woodcliff Lake, NJ –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 3rd 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.

http://www.autoblog.com/2012/04/04/2...s-world-debut/

[VH_Supra26]

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.

[DC]

Decent power, but the M6 is so heavy, especially in convertible form.

[VH_Supra26]

The last time we saw the BMW M6 convertible it was 2010 and the car was fitted with a race-bred, high-strung sweetheart of a V10 inside of a wholly awkward package. The V10 died an unceremonious death in the fall of 2010 when BMW cut production of the last-generation M6.

The M6 convertible is back for the new generation and is fitted with a twin-turbocharged 4.4-liter V8 that develops 560 horsepower and 500 pound-feet of torque. It may not scream the way that V10 did, but it makes 60 more hp and torque is up by 117 lb-ft.The transmission has been upgraded, too. Power goes to the rear wheels via a seven-speed dual-clutch unit spinning an Active M differential.

Compared with the last generation, this new M6 (and 6 Series in general) is a complete 180 from the drab lozenge it replaces, and the convertible is no different.

The 2012 BMW M6 Convertible goes on sale in June starting at $113,995. The 2013 BMW M6 Coupe will arrive in dealers later in the summer and starts at $106,995. Pricing on the 2013 BMW M5 was also announced today. That car will sticker for $90,695 when it goes on sale in late summer with the M6 coupe.

http://blogs.insideline.com/straight...om-113995.html

[VH_Supra26]

Click here for more photos

The last time our scoop photographers nabbed the 2013 BMW M6 Gran Coupe, it was undergoing winter tests in northern Europe, with the company’s engineers having cloaked parts of the car in light camouflage.

If you need more help to visualize the new M6 Gran Coupe, photoshop artist Wildspeed and the crew over at Bimmer Post have created a series of speculative renderings to show us what the sports saloon could look like in real life.

Just like the latest M5 and of course, the very closely related M6 Coupe and Cabriolet, the M flavored version of the Gran Coupe will gain some rather subtle styling upgrades such as the beefier front bumper, side skirts and a different rear bumper with a diffuser flanked by the signature quad tail pipes.

No prize for guessing what's lurking under the hood as the M6 Gran Coupe makes use of the same 560HP TwinPower Turbo V8 mated to a 7-speed M-Double Clutch transmission (M-DCT) as the two-door and convertible variants of the series.

http://carscoop.blogspot.com/2012/04...alized-in.html

[VH_Supra26]

BMW Takes On Mercedes And Audi In The Profit Margin Wars


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As the years go by, it's become the Germans who are most closely watching what each other are doing over the backyard fence. So much so, at times, that it can almost seem like they're freely swapping all their trade secrets unapologetically in full view.

Take this nicely executed new luxo-niche player, the BMW 6 Series Gran Coupe. It's no scoop, of course, that it was created specifically to not miss out on what both Mercedes-Benz and Audi are discovering for themselves with the CLS and A7. And yes, that "nicely executed" modifier just used to describe the Gran Coupe could indeed ring with more enthusiasm.

The 640i Gran Coupe we sailed around in all over Sicily under a crisp sun is a generally good-looking machine. BMW designers have taken the existing Big Bimmer language and successfully created a new dialect for the company, if you will. But these "four-door coupe" creations are curiosities for which many develop a love (or, occasionally, a distaste) for over the long run. Only the first-generation CLS in 2003-04 absolutely socked it to us at first glance, and since then, everything else in the genre has felt derivative. Well, they essentially are blatant derivatives, right?





It would be great if the automakers' marketing departments would please cease and desist when it comes to trying to push these prettier sedans on us as though they were actually coupes. They just aren't. We all love a good sedan, so why the massive effort to co-opt the inherent sexiness of a coupe right down to how the car is used by the buying public? These are lifestyle sedans and they're all pretty fascinating executions. However, we do tip our hats to Audi for owning the Sportback moniker. That sounds about right.

The 6 Gran Coupe is a true mix between the 5, the 6, and the 7 Series cars. It's better looking in some key ways than either the latest 5 or 6 Series models – front, rear and profile views, for starters. Still, it's the 7 Series that comes off feeling like the most complete package for the segment it is meant to represent. At least, that is, for this current generation of large BMW cars.



The 197.1-inch length of the 6 Series Gran Coupe is much closer to that of the standard 7 Series (199.7 inches) than it is to that of the 5 Series (192.9 inches), yet the wheelbase is equal to that of the 5 Series. Front and rear tracks – 63.0 inches and 65.6 inches, respectively – are the same as seen on the 6 Series coupe. Curb weight is quoted at 4,023 pounds, putting the 6GC right between the 200-pound lighter 640i coupe and 245-pound heavier 740i. As for height, the Gran Coupe sits one inch taller than the 6 Series coupe and three inches shorter than the 5 Series sedan.

After spending a full day in the 640i Gran Coupe with the full-on BMW Individual interior treatment, we can say that everything inside the cabin works well, perhaps to a best-in-class degree. Space for four adults is exceptional and is both extremely well-crafted and comfortable. The four-plus-one seating promise in back isn't exactly a revelation, but it's possible. Without the spare tire and with the fully folding rear seat, luggage space is a respectable 44.7 cubic feet. The luxury and level of indulgence are spot-on for this new player in the segment.



Keeping in mind those various weights and measures just listed, we were really curious to see what the result would be over the slippy road surfaces of Sicily. The overall weight is not a surprise for this 640i, but the 3.0-liter TwinPower Turbo inline-six with 315 horsepower was perfectly fine for our less-than-ambitious requirements of this executive/family/lifestyle car.

It's the 330 pound-feet of torque – available as low as 1,300 RPM – however, that allows this engine to work in this above-average-sized BMW. Acceleration to 62 miles per hour is quoted at 5.4 seconds, but we firmly believe that extreme testing will no doubt result in a 60-mph run in around 5.0 seconds flat. That off-the-line speed is more than sufficient, but the real test is how we felt in the 640i GC while humming between the third, fourth and fifth gears of the standard eight-speed Steptronic automatic, overtaking diesel-smoke-chuffing fuel tankers, and slipping through the hundreds of roundabouts that Italy has so fallen in love with.



Under these everyday dynamic circumstances, the 640i Gran Coupe is absolutely at its ease and there is honestly not a negative note regarding the chassis, steering, gearbox, or engine. BMW has so completely honed this ideal setup for all its larger vehicles to such an extent that we practically knew this would be the case before ever pressing the Start button.

Where we did notice a couple of negative discussion points, however, was during our shuffle along the autostrada at about 80 mph – the Italian legal limit on most multi-lane highways. The overall general comfort we found with the Driving Dynamics Control interface was perfectly fine whether in any of the Sport or Comfort setups, but where we found things less than optimal – no matter the setup in DDC – was when driving over expansion strips and the like. The mapping for the rebound traits of the dampers is not quite where it should be for this character of car. There was a sort of 'jiggle' after each strip was slapped by the weighty and hard Michelin Primacy HP run-flat tires, measuring 245/40R19 in the front and 275/35R19 at the rear. (For reference, the standard wheels and tires available in North America are 18-inchers, and the wheels seen on this test car are currently not available Stateside.)



If we really wanted to own the 640i Gran Coupe, we'd consult BMW techies about the best 18- or 19-inch all-season radial we could buy since this post-kathump jiggle is really odd on an otherwise very good chassis setup. Under dynamic circumstances, this is not noticeable as much, and we imagine that over pristine German pavement, the dampers would be about perfect. Nonetheless, we can get a 740i to where it is smoother than this in straight cruising, though that's possibly due to the added weight. Still, why not here? We want an expensive BMW cruiser 6 Series four-door that costs more than the 740i to be able to give us a more refined damper rebound while driving along less-than-perfect pavement.

Another negative observation was sort of an easy target when you consider the car's design: the compromised rear window visibility. Getting the rear-view mirror set for optimal viewing through that slender rear glass took an unusual amount of time and you simply have to accept the compromise as a consequence of your sweet lookin' new car. The high sides and low profile greenhouse mean that we needed to adjust the seat higher, bringing the head on your author's six-foot-tall frame just a little too close to the headliner. And with the sliding glass roof – a standard feature in North America – your dear author's head would get even a little closer.



But the most important quality of the 6 Series Gran Coupe is indeed its interior – the living space. Even without a BMW Individual makeover, the design is pretty luscious and doesn't seem to be overwrought. The cockpit has never been so driver-oriented in a BMW, while the front passenger side feels practically like a cocoon in how it wraps that person in leathery goodness. A nice detail is that the leathers and touch surfaces on the front passenger side are softer for comfort, while those on the driver side are a bit firmer and hold the pilot better in place. As for the back seats, when we had the front chairs adjusted for this six-foot-tall driver, our knees had a good four inches of clearance from backside of the front seats. What's more, our tootsies slid very nicely under the forward passenger squabs.

The 2013 BMW 6 Series Gran Coupe starts deliveries in North America in June at a base price of $76,895 – that's $5,895 more than a 740i, $24,395 more than a 535i and $3,295 more than a 640i coupe.



A 402-horsepower Mercedes CLS550 with its 4.6-liter twin-turbo V8 starts at $71,300 and an Audi A7 with its 310-horsepower supercharged 3.0-liter V6 can start as low as $60,600 when modestly equipped. The 650i Gran Coupe, featuring a 443-horsepower, 4.4-liter twin-turbo V8 that arrives a little later this year is set to start at $87,395. Yes, there's plenty of standard kit on these 6 Gran Coupes, but these are some heady prices for the privilege of a svelte lifestyle sedan. Blame it partially, we suppose, on the Germans' total frustration with the ongoing bad exchange rate between the suffering United States dollar and over-valued Euro.

We thought we were in an economic crisis, but apparently, the Germans have created so much value in the brands that they can do this. With pricing-to-trim trends like these, now everyone German and otherwise is bound to scooch the prices up as they catch wind of what the others are able to get away with over the backyard fence.

Engine: Turbo 3.0L I6
Power: 315 HP / 330 LB-FT
Transmission: 8-Speed Auto
0-60 Time: 5.4 Seconds (Est.)
Top Speed: 155 MPH
Drivetrain: Rear-Wheel Drive
Curb Weight: 4,023 LBS
Seating: 2+3
Cargo: 44.7 CU-FT (Max)
MPG: 19 City / 30 HWY
MSRP: $76,895 (Base)

http://www.autoblog.com/2012/05/08/2...-drive-review/

[Happy]

so a 6 series 4 door, I thought that was a 7 series?

[mk3ofdoom]

basically bringing back the e38 740i sport is what they are doing. Same size and all.

[slow&rusty]

Confusing...all 6 Series should be 2 Door Coupes. Why not go ahead and totally mess me up and make the 7 Series a 2 door Coupe?

[AzNVi3t2007]

^^^ My thoughts exactly

[eN_2_Oh]

looks great! i wonder how the 300hp @ 4,000 lbs will feel. Got a good amount of torque, and the estimated seems pretty good acceleration. I wanna drive one.

really diggin the interior

[Mycah Leonhart]

You guys don't remember?! - BMW changed the numbering up, all the way around.

Even Numbers are Sedans now, Odd Numbers are Coupes.

1 = Old 1 Coupe
2 = Old 1 Sedan
3 = Old 3 Coupe
4 = Old 3 Sedan
5 = Old 6 Coupe
6 = Old 5 Sedan
7 = Old 6 Coupe
8 = Old 7 Sedan
9 = Upcoming Supercar

[SWoriginal]

it's a 4-door coupe made to compete against the CLS and the A7.

[VH_Supra26]

BMW launched the 6 Series Gran Coupe at the 2012 Geneva Motor Show to directly compete with the Audi A7 and Mercedes-Benz CLS in the four-door executive coupé market.

The Gran Coupe shares the front and rear fascias with the other 6 Series body styles. Compared to the two door 6 Series coupé, the Gran Coupe's wheelbase is longer by stretched 4.5 inches while the body is 4.4 inches longer. This makes the Gran Coupe longer (by 4.0 inches) and wider (by 1.3 inches) than the BMW 5 Series sedan (F10). The extra length, compared to the two-door 6 Series, gives the Gran Coupe a 4+1 seating arrangement, as the rear has two fullsize outboard seats and a middle seat for occasional passengers.

The Gran Coupe is the fruition of the BMW CS Concept, a vehicle that was intended to slot at the top of BMW's lineup alongside the 7-Series. The CS Concept never made it to production due to the worsening economy in 2008, which also saw the retirement of BMW M development executive Gerhard Richter. Pricing for the BMW 640i Gran Coupe is slightly more than the BMW 740i.

Scheduled to be released for the 2013 model year, there will be the 640i, 640d, 650i and 650i xDrive, featuring the same powertrain configurations as the two-door 6 Series Coupe. The 650i will be powered by an updated variant of the N63 twin-turbo 4.4-liter V8 that adds Valvetronic, giving it an output of 445 hp and 480 lb-ft, gains of 45 hp and 30 lb-ft over the same engine in other 6 Series.

[slow&rusty]

Originally Posted by Mycah Leonhart

You guys don't remember?! - BMW changed the numbering up, all the way around.

Even Numbers are Sedans now, Odd Numbers are Coupes.

1 = Old 1 Coupe
2 = Old 1 Sedan
3 = Old 3 Coupe
4 = Old 3 Sedan
5 = Old 6 Coupe
6 = Old 5 Sedan
7 = Old 6 Coupe
8 = Old 7 Sedan
9 = Upcoming Supercar

WRONG!...go back and do some research.