2014 BMW M6

Base RWD 2-Dr Coupe V8 man trans

2014 bmw m6 Reviews and News

2014 BMW M6 Gran Sport Front Left View 4
The time-space continuum seems to compress as the 2014 BMW M6 Gran Coupe thunders down the long back straight at Circuit of the Americas. With all of the twin-turbo V-8's 560 horses in full lather, I see rapidly rising miles-per-hour numbers winking on the heads-up display -- 139, 143, 147, 150. Meanwhile, the numbers on the brake markers to my right are dwindling at an even-more-disconcerting pace -- 300 feet, 250, 200.
Discretion overwhelms valor, and I bury the whoa pedal. Priced at $9,250, the carbon ceramic brakes -- featuring gargantuan rotors that look like the world's most expensive thick-crust pizzas -- had seemed like an outrageous upgrade when I'd scanned the options list, but they sure come in handy now. The car pitches forward and squirms violently as the brakes bleed off about 100 miles per hour in 150 feet. By the time I'm ready to turn into the 2nd-gear left-hander, the space-time continuum has returned to normal.
With a base price of $113,000, the M6 Gran Coupe is the price and performance flagship of the BMW fleet. Despite carrying four seats and 4,430 pounds of bulk, it will lap racetracks faster than any other BMW production car, including the vaunted M3. Even more surprising, BMW says that about 60 percent of M6 owners will occasionally track their babies.
If they're looking for track time, they can't do much better than Circuit of the Americas in Tex-as. Designed by world-renowned racetrack engineer Hermann Tilke and built last year outside of Austin at a cost of $400 million, COTA hosted the Formula 1 extravaganza in November and has since been the site of races featuring Grand-Am, Australian V8 Supercars, and MotoGP. With 20 turns over 3.427 miles, it's the most spectacular racetrack in the Americas.
In designing COTA, Tilke ticked all of the boxes for what drivers and fans want to see in a road circuit. A signature corner with a lot of elevation change? Turn 1 rises 134 feet before a blind hairpin. A long straight that allows cars to hit terminal velocity? F1 cars exceeded 200 mph on the run down to Turn 12. A high-speed sweeper? COTA has the neck-stretching Turn 16-17-18 complex. A challenging technical section? The decreasing-radius corners of the Esses test minds mind as much as car control.
The brawny but luxurious M6 Gran Coupe seemed like a good vehicle to check out the track in style. The car comes in both 6-speed manual or 7-speed dual-clutch form. When I started driving the manual, I thought I was executing perfectly seamless heel-and-toe downshifts until I discovered, to my chagrin, that the gearbox automatically matches revs when the Sport mode is selected. (In Sport Plus, drivers are left to their own ham-fisted devices.)
This struck me as an odd driver aid since the pedals in the M6 are perfectly placed for heel and toeing. (Why can't all manufacturers follow BMW's lead?) Also, with the manual expected to account for less than 25 percent of all North America sales, I suspect that most would-be buyers will have perfected this technique. Then again, automatic rev-matching will probably extend the lives of clutches and synchros, and it's hard to argue with that.
Still, if you're looking for a track-day weapon, the DCT model is a no-brainer since it produces mindlessly perfect shifts that allow you to concentrate on braking. So once I learn the circuit, I switch to the automatic. On the track, the Sport setting is just right. (Shifts in the Comfort mode are a bit lazy while those in Sport Plus are so abrupt that a BMW engineer joked that the setting was meant to honor the neck-snapping SMG transmission of yore.) As it turns out, Sport is equally good for the dampers and the steering, though Comfort and Sport Plus were available for them as well.
My first impression is that the M6 Gran Coupe is an unstoppable force. The 4.4-liter twin-turbo V-8 makes 560 hp and generates 500 lb-ft of torque from 1500 to 5750 rpm, which translates in-to 0-60 times a tick more than 4 seconds. But the numbers don't tell the whole story. Power delivery seems linear, with no trace of turbo lag. If I didn't know better, I would have thought the engine was normally aspirated while being endowed with turbine-like performance.
Climbing the hill to Turn 1 is a rush, though not quite as dramatic as I'd expected, probably because I'm focusing on finding the apex rather than appreciating the roller-coaster aspect of the experience. The engine is near the top of 4th gear when I hammer the brake -- much later than I'd originally imagined. (The steep incline helps slow the car.) I grab 2nd for the hairpin and then plummet downhill toward the Esses like a surfer dropping into a wave.
The first part of the Esses pays tribute to the Senna Curves at Interlagos in Brazil. Flat in 3rd, short-shift to 4th, the M6 gathers momentum like a business jet on its takeoff roll. Then the Esses progressively tighten up. Turns 3, 4, and 5 form a high-speed slalom that doesn't flatter the heft of the car, and bending around the 90-degree right of Turn 6 causes the Michelin Pilot Sports -- 265/35ZR-20 at the front and 295/30ZR-20 at the rear -- to howl like mortally wounded animals. (Race-spec tires would make a huge difference.)
Next comes a nice rhythm section that ends in a brief 4th-gear jaunt downhill to Turn 11. This 2nd-gear left-hander leads onto the back straight -- the longest on the track -- so getting a good launch is critical. The electronically controlled Active M Differential, which can continuously vary the lockup ratio between 0 and 100 percent, keeps the car from plowing. Still, some under-steer is inevitable with so much weight on the nose. But with the stability control turned off, you can exit the corner with a satisfying blast of power oversteer. Yeehaw!
The M6 Gran Coupe accelerates effortlessly into triple digits on the back straight, and it's not hard to imagine cruising along the Autobahn at 150 mph for hours on end. The approach to Turn 12 is one of the most violent brake zones in American racing. Although the suspension tracks straight and true under heavy braking, the car's body corkscrews before settling down.
The next section of the circuit is a series of super-tight corners that look Mickey Mouse on a course map. But, in fact, this has proved to be a prime passing zone, so there's lots of time to be made -- or lost -- here. Then comes a trio of right-handers that form a horseshoe taken at an intim-idating clip. (Note to self: Don't throw the car off the track here.) Then I slice through a moder-ate-speed left-hander, drive down to the lowest point of the course, and arc around the 2nd-gear corner -- Turn 20 -- that leads back onto the front straight.
Awesome track. Impressive car. All that power, coupled with the immense ceramic brakes, produce wicked-fast lap times. Still, I was always aware that I was driving a street car on the track. Which helps explain why BMW just announced an M5/M6 Competition Package that will improve racetrack performance. Sounds like another visit to COTA may be warranted.

2014 BMW M6 Gran Coupe

On Sale: Now
Base Price: $113,925 (including destination)
Engine: 4.4L twin-turbo V-8
Horsepower: 560 hp @ 6000-7000 rpm
Torque: 502 lb-ft @ 1500-5750 lb-ft
Drive: Rear-wheel
Curb Weight: 4430 lb
Fuel Economy: 15/22 mpg (manual), 14/20 mpg (automatic)
2014 BMW M6 Gran Coupe Front Right View 2
We have been cruising at exactly 120 kilometers per hour (75 mph) when we finally pass under an electronic overhead sign that displays the readout we've been waiting for: a circle with slashes through it. At virtually the same moment, the speed-limit readout on the head-up display also gives the go-ahead, and we floor it. The car gathers speed quickly but with little drama, and we settle in at a comfortable 240 km/h (149 mph), although there is more available. This seems like enough given the presence of slower traffic, and, indeed, every time someone pulls into the far-left lane to pass, we give the big carbon-ceramic discs a workout but then quickly regain our pace. Driving on an unrestricted-speed autobahn is an intense experience for the driver, but the two passengers seem unfazed. This is exactly the situation for which the BMW M6 Gran Coupe was born: high-performance driving while carrying two (or three) passengers in relative comfort.
Familiar M mechanicals
To create its four-door executive express, BMW's M division made essentially the same changes to the 6-series that it did to create its other two M6 models, the two-door coupe and convertible. At the heart of the M6 Gran Coupe is the 560-hp, twin-turbo, 4.4-liter V-8, which sits fractionally lower in the chassis than the V-8 in the standard car. It's paired with a seven-speed M-DCT dual-clutch automatic transmission and an Active M rear differential. (North American customers can specify a six-speed manual at no extra cost.) Unlike the 650i, the M6 cannot be had with xDrive all-wheel drive -- it's rear-wheel drive only. Of course the M6 Gran Coupe gets its own specific chassis tuning plus driver-selectable steering effort and damper firmness. The carbon-ceramic brakes are a pricey $9250 option, but the rotors are expected to last the life of the car. The M6 Gran Coupe rolls on 20-inch wheels wrapped with aggressive Michelin Pilot Sport rubber, 265/35ZR-20 up front and 295/30ZR-20 at the rear.
Spotter's guide
Aside from the 20-inch wheels (whose exclusive, twin-spoke design is not offered on other M6 models), the M6 Gran Coupe's other exterior giveaways include a restyled front fascia with larger air intakes and an M6-specific grille with twin chrome bars, a carbon-fiber rear diffuser, and an exposed carbon-fiber roof. The carbon-fiber roof means you can't get a sunroof, but it's there to save weight -- approximately 11 pounds compared with a steel roof -- and it helps lower the car's center of gravity.
That roof's inset center section is mirrored on the interior, where the Alcantara suede headliner is bisected by leather in the middle. As in other M6 models, the Gran Coupe is treated to more supportive seats that offer additional lateral support at shoulder level. The gear lever is surrounded by a series of buttons that let the driver instantly select steering effort, damper firmness, and throttle sensitivity (with three settings each), as well as the transmission shift speed and stability control. A readout below the tach helps you know which settings have been selected, and the driver can save two different combinations -- say, one for relaxed cruising and one for more intense driving -- with two M buttons on the steering wheel.
As you like it
Playing with those buttons alters the character of the M6 Gran Coupe to a limited degree. The steering, which features hydraulic assist rather than electric, is a little heavy in the sport-plus setting when wheeling through parking lots but is reassuringly firm during high-speed autobahn blasts. Commendably, the comfort mode is not overly light, but its failure to load up as you wind on more lock earns it a demerit. In any mode, though, the system is precise, which is a good thing because the Gran Coupe is a wide machine to guide along the narrow lanes of its homeland.
M6 Gran Coupe project manager Maximillian Ahme says that the Gran Coupe has different springs, dampers, and antiroll bars than the two-door M6 coupe. He describes the overall tuning as mellower, but the variable damper settings obscure any comparisons. In the fairly brief twisty, two-lane sections of our drive, the car exhibited excellent body control no matter what the damper setting. Sport-plus faithfully transmitted every minor road imperfection, but it likely would be very stiff over the crumbling pavement in many parts of the USA.
Americans are more likely to appreciate the 4.1-second 0-to-60-mph time -- that factory figure exactly matches the M6 coupe, despite the fact that the Gran Coupe is 170 pounds heavier. The twin-turbo V-8 pours out a mighty river of torque, with 502 lb-ft available from 1500 rpm all the way to 5750 rpm. Throttle response is fantastic, and turbo lag is a non-issue. The V-8 did seem more aurally subdued here than in the last M6 coupe we drove, but it could be because so much of our time with that car was spent at the track.
Mostly, though, the M6 coupe's character has been largely preserved in its new four-door sibling. In visiting its high-performance ministrations on the Gran Coupe, BMW's M division has created a new M flagship (starting price: $113,925). It's a fine high-speed, high-style shuttle for three -- or four -- that relishes the speed-unrestricted go signal.

2014 BMW M6 Gran Coupe

On Sale: June
Base Price: $113,925 (including destination)
Engine: 4.4L twin-turbo V-8
Horsepower: 560 hp @ 6000-7000 rpm
Torque: 502 lb-ft @ 1500-5750 lb-ft
Drive: Rear-wheel
Curb Weight: 4430 lb
Fuel Economy: 15/22 mpg (manual), 14/20 mpg (automatic)
BMW M6 Front Three Quarters
BMW has announced that it will offer a new line of specialty performance parts and accessories for its BMW M5 and BMW M6 models. The most notable upgrades include the M Carbon-Ceramic Brake System and M Performance Exhaust System. The tweaks are available for all three versions of the BMW M6: the coupe, the convertible, and the four-door Gran Coupe.
Feature Flick M6 4
BMW’s M division has gotten its hands on more and more of the brand’s models in recent years. In this episode of Ignition, host Johnny Lieberman takes out the newest M model, the 2014 M6 Gran Coupe, and shakes it out both on the road and at the new Circuit of the Americas F1 track in Austin, TX.

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New 2014 BMW M6 Pricing

Fair Market Price what is this?
$92,935
Manufacturer's Suggested Retail Price
$111,200
Estimated Monthly Payment to Own
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Certified Pre-Owned 2014 BMW M6 Pricing

Certified Pre Owned Price
$85,500

Used 2014 BMW M6 Values / Pricing

Suggested Retail Price
$111,200

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2014 BMW M6
2014 BMW M6
Base RWD 2-Dr Coupe V8
$111,200
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2014 BMW M6
2014 BMW M6
Base RWD 2-Dr Coupe V8
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2014 BMW M6
Base RWD 2-Dr Coupe V8
560hp

2014 BMW M6 Specifications

Quick Glance:
Engine
4.4L V8Engine
Fuel economy City:
14 MPG
Fuel economy Highway:
20 MPG
Horsepower:
560 hp @ 6000rpm
Torque:
500 ft lb of torque @ 1500rpm
  • Air Conditioning
  • Power Windows
  • Power Locks
  • Power Seats
  • Steering Wheel Tilt
  • Cruise Control
  • Sunroof
  • ABS
  • Stabilizer Front
  • Stabilizer RearABS
  • Electronic Traction Control
  • Electronic Stability Control
  • Locking Differential (optional)
  • Limited Slip Differential
  • Airbag Driver
  • Airbag Passenger
  • Airbag Side Front
  • Airbag Side Rear (optional)
  • Radio
  • CD Player
  • CD Changer (optional)
  • DVD (optional)
  • Navigation
Vehicle
50,000 miles / 48 months
Powertrain
50,000 miles / 48 months
Corrosion
Unlimited miles / 144 months
Roadside
Unlimited miles / 48 months
Maintenance
50,000 miles / 48 months
IIHS Front Small Overlap
N/R
NHTSA Rating Front Driver
Not Rated
NHTSA Rating Front Passenger
Not Rated
NHTSA Rating Front Side
Not Rated
NHTSA Rating Rear Side
Not Rated
NHTSA Rating Overall
Not Rated
NHTSA Rating Rollover
Not Rated
IIHS Front Moderate Overlap
N/R
IIHS Overall Side Crash
N/R
IIHS Rear Crash
N/R
IIHS Roof Strength
N/R

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5-Year Total Cost to Own For The 2014 BMW M6

Depreciation
57.5%
Loss in Value + Expenses
= 5 Year Cost to Own
Depreciation
$71,771
57.5%
Insurance
$17,235
13.8%
Fuel Cost
$16,087
12.9%
Financing
$11,807
9.5%
Maintenance
$5,240
4.2%
Repair Costs
$1,850
1.5%
State Fees
$887
0.7%
Five Year Cost of Ownership: $124,877 What's This?
Value Rating: Poor