The M6 is not a Porsche/Ferrari alternative, so you can’t look at it as a sports car. It’s a grand tourer, a Mercedes AMG CL55/ Aston Martin DB9 alternative. Which isn’t a bad thing.

"You can easily become addicted to this vehicle," said BMW board member, Burkhard Goeschel.

He's not kidding. After a morning that passed all too quickly, scampering around the Race Resort Ascari track outside Seville, Spain, we're believers. The 2007 BMW M6 betters the performance of most hyperexpensive exotics in a relatively unassuming-looking package, with comfortable accommodations for four (well, two adults and two kids), and enough high-tech whizbang included to satisfy a nuclear physicist.

Thankfully, we were on a track because if we had driven the M6 anywhere near its limits on the highway, we'd be writing this from a Spanish prison. Leave it to BMW's speed-obsessed M Sport engineers to adapt elements of their screaming Formula One V10 to street clothes. No, you can't rev this engine to an ear-splitting 18,000 rpm like Nick Heidfeld's FW27 BMW F1 car, but the shriek of the V10 topping its lofty 8,250-rpm redline will certainly suffice.

Thoroughbred Horsepower
The compact 529-pound, 90-degree V10 shares the F1 engine's valvetrain technology and crankcase construction. BMW eschewed superchargers and turbochargers for this 5.0-liter engine. Instead, its concept of lightweight, high-revving double VANOS variable camshaft management, weight-optimized pistons and 12-to-1 compression ratio saves weight and delivers the goods. The peak torque, 383 pound-feet, comes at 6,100 rpm but you get 80 percent of it from 3,500 to 5,500 rpm, just where you want it.

Each cylinder has its own individually managed, electronically controlled throttle butterfly for split-second throttle response. The exhaust flows from optimized five-into-one headers on each bank, and then into characteristic quad tailpipes.

For valet parking, inexperienced drivers, inclement weather motoring or just to simplify low-speed maneuvers, the V10's torrid, 507-bhp output (500 for the U.S.) can be reduced to 400-bhp with the flick of a switch.

Although BMW left its electronically controlled roll bars and run-flat tires off the M6, there's plenty of fascinating, drive-enhancing wizardry to satisfy the most inquiring minds. Start with the seven-speed Sequential Manual Gearbox (SMG) automatic transmission. Take a few minutes to learn its operation and you won't miss that little old clutch pedal one bit.

Hammer the throttle and, because the singing V10 revs so freely and fast, the SMG makes its electrohydraulic shifts verrry quickly. And with smaller gear increments than a six-speed, acceleration is enhanced.

Get With the Programming
To the left of the console-mounted shifter, lighted buttons let you preset engine power, Dynamic Stability Control (DSC), Electronic Damping Control (EDC) and the SMG transmission's shift speed. When you switch off the DSC, it's completely off, unlike other makes where company lawyers insist some electronic safeguards remain.

The EDC has three settings: Normal, Comfort and Sport. While you're making that selection, you can program a head-up tachometer display that's projected onto the windscreen. You don't have to use BMW's dreaded iDrive to arrange the shifts and shocks to your liking, but the M6's MDrive machinations didn't look much easier. We'd suggest you work out the settings you like, and keep the F1-inspired Launch Control function (it limits wheelspin in hard starts to what BMW says is an optimum 18 percent) switched off unless you're doing serious drag racing.

BMW's engineers astutely tailored the M6 for ultralight high performance. The entire roof panel, as well as the front bumper supports, are lightweight carbon fiber and stronger than steel. The front side panels are thermoplastic; the rear deck lid is sheet molding compound. Considerable use of aluminum shaves the M6's weight to just 3,771 pounds. The M6's subsequently lower center of gravity, short wheelbase and wide track contribute to its superior handling.

Out on the Ascari circuit, with all programmable systems maxed, the M6 is transformed from a surprisingly tractable street machine into an animalistic M-weapon that's just short of a competition coupe.

Hot to Handle
Switch off DSC and you can drift the M6 with aplomb. The third-generation SMG works wonderfully, blipping the throttle expertly before blindingly fast downshifts and upshifting with agility that will win most stoplight races. If you think you're pretty good, the M6 will make you feel invincible. Drivelogic has 11 possible settings. The higher the program, the quicker it shifts.

As you'd expect, the M6 is equipped with brakes whose stopping power would do credit to a racecar. Surprisingly, the massive ventilated discs employ twin-piston calipers all around, but they work so well, you won't be speculating why they're not four-pot fronts. The forged aluminum wheels, big 19-inchers with five double spokes each, are 4 pounds lighter than conventional alloys, further reducing unsprung weight. Specially developed tires — 255/40ZR-19s in front and 285/35ZR-19s in back — offer killer grip in wet or dry conditions. There's no spare, but if you do get a flat, there's a MMS Mobility System patch kit that will seal a hole up to 6mm.

Underneath, the alloy suspension retains the 6 Series' geometry, with a tad more negative camber to compensate for the M6's driving dynamics and likely higher suspension loads. The Servotronic steering is road- and engine-speed sensitive.

The rear end's Variable M Differential lock splits traction and supplies more to the wheel with the best grip in nanoseconds. This is especially helpful when you're accelerating out of a tight turn, and as much as 100 percent of the power can go to one drive wheel if that's where the grip is. The M Dynamic mode (BMW suggests you just use this feature on a track) is a DSC subfunction that intervenes only when the M6 is at its absolute cornering limits. A little light flashes to tell you M Dynamic is activated, but you'll be too busy countersteering to see it!

Breeding Between the Lines
We found a lot to like about the way Chris Bangle and his styling crew rearranged some of the M6's visual highlights. There's its aggressive front airdam with two large cooling slots in the lower corners flanking the wide central grille. And its distinctly wedge-shaped profile further enhances a dramatic BMW styling theme seen most recently in the latest 3 Series.

Twin, sharply drawn character lines emerge from the narrowly focused headlights, then split at the A-pillar to define the racy roofline, then simultaneously streak rearward to embrace the slightly raised (and aerodynamically efficient) deck lid and rear diffuser. The side sills are more aggressively cut than the standard M6's. We're told they optimize airflow along the underfloor (which itself has been designed to best manage aerodynamics) while visually accentuating the car's length. Like many cars, the M6 is color sensitive: Indianapolis Red is a surefire "ticket me, Officer" shade, while Sepang Bronze is more subdued, along with Alpine White nonmetallic. The car flat-out disappears in Interlagos Blue. Best bet? Go for the Silverstone II M metallic.

So Deep Within
Inside, you get it all: a twin-shroud dash that separates the serious driving accoutrements from the nav system and other center stack ancillaries. We loved the kilometer-deep, fabulously supportive bucket seats with electronic lumbar support and side bolsters; the large, easy-to-read instrument dials; a fat, grippy race-oriented steering wheel; excellent fit and posh finishes; scads of Merino quality leather and aluminum; and every possible safety aid.

What Price, Paradise?
Although U.S. prices are far from determined yet, figure on around $100 grand when the M6 hits dealerships in May of next year. It will likely come standard with virtually every BMW luxo-option — you can always pay a bit more for such niceties as full Merino leather upholstery, with the dashboard, door and rear side panels covered in soft napa, Pianopaint Black, Madeira or Carrera wood trim and even an Alcantara headliner.

As we returned to our hotel from spirited track driving at Ascari, the temptation to pass long lines of slow-moving SEATs occurred again and again. Naturally, we couldn't always resist. The fact that we're writing this safely back in the good old USA is fortuitous — the M6 will tempt you to test its high limits; it certainly seduced us.

First Impressions:
This puppy will outaccelerate a Porsche 911 Carrera S to 60 mph; it's more agile than a Ferrari 612 Scaglietti at far less than half the price; and its unique seven-speed sequential manual gearbox snaps off shifts in Sport mode faster than you can blink— or even think about it.

Featured Specs:
- The fastest, quickest production car BMW has ever built
- 507-bhp normally aspirated 5.0-liter V10 (500 hp in U.S. trim)
- 7-speed sequential manual gearbox
- Variable speed-sensing M Differential
- New-generation Dynamic Stability Control
- Electronic Damper Control

When the 2007 M6 is trucked to BMW showrooms next May, it will mark 20 years since the U.S. debut of the first M-division-massaged 6-series. Things have truly changed in those 20 years. Back then, an alien named ALF and four postmenopausal Golden Girls passed as TV entertainment for the masses, and 256 horsepower and a 0-to-60 time of 6.1 seconds were stimulating enough to land the first M6 on our July 1987 cover. Today, Toyota's large family car, the Avalon, has more horsepower than that first M6 and accelerates faster. So despite the Golden Girls' inexplicable survival in syndication, the world moved on and has arguably improved. And so, to keep up with the times, the second-ever M6 enters the present day with 500 horsepower and performance that would have crushed even the supercars of 1987.



Essentially a shortened, two-door version of the upcoming four-door M5, the M6 shares many of its internal organs with the M5. Foremost is the 500 horsepower V-10 created by BMW's M-division engineers who probably watch Formula 1 races religiously and don't enjoy shows about the perplexities confronting middle-aged women or, for that matter, visiting aliens. Even when zinged to the 8250-rpm redline, the 40-valve DOHC engine never feels stressed or wanting for anything, certainly not horsepower. Acceleration is fierce, and shifts from the seven-speed sequential manual gearbox (known as SMG and shared with the M5) are so brutally fast that you kind of feel guilty about those gears giving up their lives to shave that 10th of a second off your lap time. If you don't like the paddle shifter of the SMG, BMW will, almost begrudgingly, offer a traditional six-speed manual with obligatory clutch pedal and all, but about a year after launch for those who prefer to abuse gears in the traditional manner.

Keeping the M6 grounded is a chassis setup that is nearly identical to the M5's except for the tuning of the springs and dampers. Struts suspend the front wheels, and a multilink arrangement in back does its best to keep the rears out of arrears. Tire sizes mirror those of the M5: 255/40R-19s in front and wider 285/35R-19 rears putting the power to the ground. The M6s we drove at the Ascari racetrack in southern Spain wore Pirelli P Zero Corsa race tires—these soft tires (tread-wear rating of 60) are unlikely to make it onto production M6s. On the approximately three-mile circuit, the M6 displayed easy-to-explore limits that erred on the side of understeer. In slower corners, the front tires held on long enough to give way to full-throttle, tail-out antics, provided the stability control was completely disabled. The chewing-gum-in-the-hair Pirelli ringers certainly made the M6 less prone to power oversteer than the M5, which is shod with more conventional, longer-lasting Continental ContiSportContact 2s, which will be the standard tire on the M6.

With or without the gumball Pirellis, an M6 at 10/10ths is hard on its tires, despite the M division's attempt to rein in the weight. It's still heavy at an estimated 3900 pounds, but the clever M boys worked to move the center of gravity of the M6 inward and down to ease the stress of directional changes. The idea is to make the M6 behave less like a pendulum. Carbon-fiber composite is present in the front and rear bumpers as well as the roof. The weight saving from the carbon-fiber pieces is about 30 pounds, and the result is that the M6 feels smaller than the shadow it casts would indicate.

Fat is also trimmed from the wheels. Stunning five-spoke forged aluminum 19-inchers are used instead of the 10-spoke cast aluminum wheels that are on the M5. The forged wheels reduce weight at each corner by nearly four pounds. Behind the lighter wheels are the same brakes found on the M5. Large single-piston calipers clamp down on the rotors and retard speed—time and time again. For our track outing, the production brake pads were swapped for harder, more-fade-resistant pads that bit hard but made more noise than poseur owners would likely tolerate. Mercedes takes a slightly different approach with the brakes on its AMG cars, favoring a stiffer caliper with as many pistons as it can cram within the wheel. BMW achieves similar results with a simpler caliper.

The approach to braking isn't the only difference between the M6 and its obvious competition, the CLS55 AMG. With the Benz you get a luxurious four-seater with slingshot acceleration, and it's easy on the eyes. The M6, with its naturally aspirated, high-revving engine, doesn't have the laid-back nature of the Benz's supercharged V-8. The BMW V-10 is more involving and spirited than the AMG offering, and those characteristics extend to the rest of the car, from the SMG to the willing chassis to the angry-catfish exterior.

The M6 will do an acceptable impersonation of luxury, but its true purpose seems to be making the driver think he's F1 pilot Mark Webber. In seventh gear, the V-10 settles into the background, and you might think you're in the far more pedestrian 645Ci. But as soon as you mat the accelerator and the gearbox drops down three gears, the engine's wail will quickly remind you that this is no ordinary 6-series.

Still, we'd probably opt for the M5. The performance is nearly the same as that of the less practical M6, and it's just more outrageous to challenge 911s in a sedan than a coupe. Maybe that's why there has been a constant string of M5s since the wine-cooler era and this is only the second M6, ever.

2007 BMW M6
Vehicle type: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe
Estimated base price: $90,000
Engine type: DOHC 40-valve V-10, aluminum block and heads, port fuel injection
Displacement: 305 cu in, 4999cc
Power (SAE net): 500 bhp @ 7750 rpm
Torque (SAE net): 384 lb-ft @ 6100 rpm
Transmission: 7-speed manual with automated shifting and clutch

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Wheelbase: 109.5 in
Length/width/height: 191.8/73.0/54.2 in
Curb weight: 3900 lb
Performance ratings (mfr's est):
Zero to 62 mph: 4.6 sec
Top speed (governor limited): 155 mph
Projected fuel economy (mfr's est):
European urban cycle: 10 mpg
extra-urban cycle: 23 mpg
combined: 16 mpg

The peak torque, 383 pound-feet, comes at 6,100 rpm but you get 80 percent of it from 3,500 to 5,500 rpm, just where you want it.

Considerable use of aluminum shaves the M6's weight to just 3,771 pounds.

The M6s we drove at the Ascari racetrack in southern Spain wore Pirelli P Zero Corsa race tires—these soft tires (tread-wear rating of 60) are unlikely to make it onto production M6s.

For our track outing, the production brake pads were swapped for harder, more-fade-resistant pads that bit hard but made more noise than poseur owners would likely tolerate.

3771 pounds

treadwear rating of 60

"production brake pads were swapped for harder, more-fade-resistant pads"

650i (367HP / 490Nm) replacing 645Ci
Start / Stop engine button standard, optional comfort access available.

LightAssistant (automaticly switches the "long" beam light on/off depending on conditions on street) available for 5, 6 and 7-series.

New generation of DSC+ standard on all DSC equipped models.

3D Navigation display with Bird-View standard on NAV Pro system.

Particle filter standard for all diesel engines .