Here Comes the M6…

Jalopnik notes:

“The 2012 BMW M6 Wants To Kick The CTS-V Coupe’s Big American Ass”

This is it. The new third generation 2012 BMW M6. Armed with a big TwinPower Turbo V8 engine, the new M6 is here to deliver a 560 HP ass-whooping to the CTS-V and any other coupe with the balls to get in the ring with this Teutonic two-door. But, if you’re hoping for a manual — don’t hold your breath. At least not this year anyway.

That engine’s the same one already found in the BMW X5M, X6M and M5. The 4.4-liter engine develops a peak output of 560 hp at 5,750 – 7,000 rpm, while its maximum torque of 500 lb-ft is on tap between 1,500 and 5,750 rpm. The rev limiter intervenes at 7,200 rpm.

The rev band is therefore almost three times as wide as that of the V10 engine in the previous generation M6. Not too shabby if you ask me.

As in the V8 engine of the X5M, 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 engine where the intake is moved outboard and the exhaust inboard — the opposite of conventional V-engines. BMW claims then that 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, again according to BMW, 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 new V8 M TwinPower Turbo engine is mated to BMW’s new 7-speed double-clutch transmission. Yes, that means no clutch pedal is required for manual gearshifts. But — that auto-shifting system will supposedly give the new M6 Coupe a 0-to-62 time of just 4.2 seconds. The Convertible will take an extra tenth of a second.

And if you want to row your own gears — engineers at BMW’s M division tell us that maybe an option sometime later down the line.

Now, the slow for all that go is also pretty huge. Which would be expected, given the size of the engine. The diameter of the brake rotors is 15.7 inches in the front and 15.6 inches on the rear tires. The six-piston fixed calipers are radially bolted to the pivot bearing and are painted dark blue metallic — complete with the expected M logo.

But if that’s not enough — the new BMW M6 Coupe and Convertible will be the first cars in the history of BMW’s M division to be offered with optional M Carbon-Ceramic brakes (plus you’ll have to tick the box for 20-inch M light-alloy wheels).

The new M6 also includes a slew of acronyms:

— Anti-lock Braking System (ABS)

— Cornering Brake Control (CBC)

— Dynamic Brake Control (DBC)

— Brake Assistant (BA)

— Brake Fade Compensation (BFC)

— Brake Drying (BD)

— Start-off Assistant (SA)

All of which, when combined, create BMW’s new Dynamic Stability Control (OMFG) system.

We kid, it’s the Dynamic Stability Control (DSC) system — and it’ll have 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” — like for 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. Thank god.

So, how does this stack up against the competition? Well, on power there’s really only one competitor — and the new M6 beats the CTS-V Coupe by a whopping four horses. Yeah — “whopping four horses” — guess we’ll have to wait and see what happens on the Nürburgring, thank you very much.







(Via Jalopnik:

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