The BMW M6 E63.

Typical M: The sophisticated overall package of innovative technology and progressive design made the BMW M6 E63/E64 an emotional yet rational masterpiece. While the basic exterior design came from Adrian van Hooydonk, overall responsibility for the final vehicle lay with Chris Bangle. With Boyke Boyer in charge of the exterior and Mike Ninic the interior, the BMW M6 could be designed as a confident, yet classic luxury coupé. Thus, the legacy of the legendary BMW M635CSi was a worthy one from the word go.

On the outside, the BMW M6 had only modest differences to the tamer versions in the series. The most obvious change was four end-pipes instead of the usual two and a bigger front apron with larger air inlets. Otherwise, the exterior was restrained, with the focus on non-visible components. Successfully: the specialist press like AUTO BILD put the BMW M6 in the “select circle of sportscar giants”.

0-100 km/h from a standing start was managed effortlessly by the M6 coupé in 4.6 seconds. Assisted by the electronic Launch Control if desired. The convertible, which had its world premiere in the summer of 2006 at the British Motor Show, was only two tenths slower, despite its higher weight. Beyond this mark, the drive train pulled out all the stops and accelerated the M6 easily to 200 km/h in 13.1 seconds. At 250 km/h, the electronic limiter put an end to the irresistible forward thrust. The speedometer gave you an idea of where the power-driven journey would have gone without a limiter: the dial ended at 330 km/h. It was not without reason that the motor won the Engine of the Year award two years in a row in 2005 and 2006.

Apart from the actual high-rev concept, the engine was equipped with further refinements straight from the racetrack like electronically controlled individual throttle valves, ion current knock control and an oil supply optimized for dynamic driving.

Further weight was saved by the use of bumper brackets/beams made of carbon-fibre reinforced plastic (CRP) or carbon. In the case of the M6 coupé, the high-strength lightweight material was also employed for the roof element. That meant a weight saving of about 4.5 kg and lowered the vehicle’s centre of gravity, which in turn meant higher speeds in bends and reduced roll and pitch movements. Nuances on the way to perfection.

High-strength aluminium was the basis for a chassis that was equal to the high dynamic demands of the BMW M6. Apart from the unaltered basic geometry of wheelbase and track, the M engineers made some big changes. Among other things, they raised the negative camber and added special air intakes for the transmission; the Servotronic regulated the steering assistance independent of speed and revs. Frame, wishbones and joints were also adapted for maximum performance. Additional agility was supplied by the high-performance compound brake system which could stop the car travelling at 100 km/h in 36 metres. Suspension and drive train as perfectly matched partners in every situation.

Typically for BMW M, in addition to the best possible driving performance the interior had the usual standard of luxury. The M sport seats were as dynamic as they were comfortable and offered a very high level of lateral grip. The BMW Individual shellac finish was series standard, along with a full leather interior. Various details in ebony and Alcantara-covered surfaces on dashboard, door trim and roof were optional.

For an ultra-emotional sonic image of the drive train, the unique engine sound of the two cylinder banks and sports exhaust was further sharpened in comparison to the BMW M5 E60. This could be heard inside the car from the moment the car was started, which took place in the so-called P400 programme, with 400 hp and more comfortable overall tuning for city driving for example.

One press of the button on the central console then brought all 507 hp to life. The driver also had 11 Drivelogic programmes for the sequential transmission to choose from, which could be used to adapt the shift characteristic to suit individual preference and the desired level of driving dynamics. The M Dynamic Mode could take you to the limit: only then, when the car was close to the edge of what was physically possible, would the DSC stability control kick in and allow the driver to lose the rear end in corners.

Already during production, the perfectly matched combination of a sporty yet restrained look, high-performing M suspension and V10 engine made the BMW M6 E63/E64 a unique and desirable piece of automobile history that has lost nothing of its charm today.

In October 2007, the car underwent a modest facelift. The most striking change was the third brake light integrated in the rear spoiler. In the new interior, haptically improved materials were easy on the hands and the leather in the convertible had Sun Reflective Technology which reduced the effect of the sun’s heat. In autumn 2009, M presented a 100-vehicle limited edition of the coupé, the Competition Limited Edition. The exclusive matte paintwork in Frozen Grey was a strong nod to the optimized suspension, which had also been lowered by 10 mm at the front and 12 at the back.

Almost half of the 14,152 (9,087 coupés and 5,065 convertibles) BMW M6 produced from the summer of 2005 to the summer of 2010 went to customers in the USA, only 1,183 coupés and 541 convertibles to customers in Germany. The high-performance models aren’t 20 years old yet, but their strong character and unique drive technology have already made the BMW M6 a sought-after modern classic car. The best bargains on the market cost around €30,000. In relation to the original price of €106,500 for the coupé (convertible from 09/2006: €116,300) not unusual figures for a model with a very strong character which has a special place in the over 50-year history of BMW M.