BMW has undergone something of a model hybridisation assault as of late with such genre-crossing oddities as the 5 Series Grand Turismo and X1 emerging from its stable. In fact, it’s getting to the point where soon there won’t be a single model that cannot lay claim to some sort of automotive Six degrees of separation from a stable-mate – with the possible exception of the M6.
Where the standard 6 Series graciously nailed its grand tourer colours to the mast, the M6 presented a new facet; the graceful lines swelling slightly at the wheelarches while such touches as a carbon fibre roof, eye-catching twin-spoke alloy wheels and a quartet of chrome-plated exhaust tips all conspired to add a touch of subtle menace to the car’s persona. The car sampled here sported a tasteful black-on-black interior colour scheme that accentuated the snug, cockpit-like feel of the cabin with BMW’s iDrive system keeping the facia free of switchgear clutter. Being one of BMW’s halo models, the generous specification means owners will not be left wanting for much – the only appreciable extra fitted to this car was park distance control. With 44 354 km on the odometer, this example had seen some good use but still felt solid with the only creaks in the cabin emanating from the leather upholstery. The single bit of brightwork interrupting the otherwise dark cabin was the stubby SMG shifter – an element of the M6 that has met with praise and put-downs in equal measure. The seven-speed sequential ‘box offers a Drivelogic system that presents the driver with 11 different gearshift options spanning two parameters – S-mode (shifts actuated via steering wheel mounted paddles) and ‘D’ where the ‘box shifts automatically.
This system is mated with BMW’s awardwinning variable dual-VANOS camshaft control-equipped, multi-valve 5,0-litre V10 that produces 373 kW and 520 N.m of torque. It’s a powerplant and transmission combination that thrives on revs and demands respect from the driver. Left in auto, the SMG ‘box seems a little out of its depth, lurching a little on upshifts in its attempts to unleash all of that power in a civilised manner. Switch to S mode, practice some balance with the throttle-on upshifts and it gains momentum with surprising verve. Dynamically, the M6 is possessed of the agility and ease of use that make its imposing dimensions seemingly shrink around you, but a fair bit of buttonprodding is required to tailor damper settings, engage the speed-sensing differential and choose whether or not to allow the stability control to intervene. But these nuances are just part of the nature of a car that makes the driver earn its respect and rewards with emphatic power, precise handling and bags of grip that few of its, albeit very limited, ilk can hope to match…And that’s before you factor in the addictive snarl from the engine and whumph from the tailpipes when dropping a cog.
While it would normally be pertinent to mention BMW’s F1 heydays of the early 2000s and its consequent influence on the car’s engineering at this point, the real reason to admire the M6 is that it’s a thunderous closing chapter to an era of M-cars that relied more on cylinders and cubic capacity than the forced-induction and direct injection technology gradually gaining credence with the upcoming crop of M-Division offerings. Depreciation has not been too unkind to the M6 – this ’06 model has shed just over R420 000 of its original R1 080 000 asking price, which may sound precipitous but works out at around 10 per cent per year, which is not too bad considering the very niche nature of the car. Just be aware that in purchasing an M6 you are becoming the custodian of a very complex, high performance machine that requires specialist workshop attention. The featured car thankfully has 1 year/56 000 km of its Motorplan left, but this can be extended to an additional 2 years/200 000 km at an additional cost determined by BMW.