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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.
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.
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 360ËÂÂ? 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 180ËÂÂ? out of phase with the first scroll. In this way each
turbocharger receives distinct exhaust pulses every 180ËÂÂ? of crankshaft
rotation (from one of four cylinders). Furthermore, the two turbos receive
exhaust pulses that are 90ËÂÂ? 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.
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.
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.
BMW M6 Coupe: Photo Gallery, Review (1/2) and Specifications