BMW M6 UK Launch

Press Release

Page 1 - Short version

Page 2 - V10 Engine

Page 3 - 7 Speed Gearbox

Page 4 - Chassis

Page 5 - Body

Page 6 - M6 price & market

Page 7 - Production

Page 8 - Standard equipment

Page 9 - Optional equipment

Page 10 - Specifications

Short story

A new benchmark for BMW and M GmbH

They say lightning never strikes twice. But when two 507hp, 205mph, V10-powered M cars are launched in one year, stay indoors when the storm clouds gather.

Following the May arrival of the world's most inspirational saloon car, the fourth generation M5, the world's most sophisticated production car engine finds its way into the GT class with the arrival of the BMW M6. Packed with technology, inspired and built from Formula 1-derived processes, and offering unparalleled levels of lightweight engineering, the new M6 takes its place in the UK as the 18th official BMW M car.

The new M6 is the first production car from BMW that can justifiably compete with rival cars from the factory gates of Newport Pagnell, Maranello or Sant' Agata, whilst taking the challenge once again to the best that Stuttgart has to offer. Facing these challenges, the M6 is launched in November 2005 in the UK as the first series production car to offer a high revving V10 engine combined with a seven-speed sequential gearbox and a carbon fibre roof. Allied to a pin-sharp lightweight chassis that delivers fluid responses and poised handling, the M6 presents a new benchmark for the BMW badge.

The world's best engine?

Born with the world's best engine under the aluminium bonnet would give the new M6 a head-start over many rivals. And that's just what the highly regarded International Engine of the Year jury agreed upon. The naturally aspirated, high-revving, 5.0-litre V10 that powers the M6 won the 2005 award by an unprecedented margin and added to BMW's list of awards from the jury. A list longer than that of any other car manufacturer, with 26 trophies garnered in the awards' history. So, let's take a closer look at the new V10.

Key facts

F1 technology takes to the road

It will not escape the notice of aficionados that the new M6 engine shares its V10 configuration with the BMW F1 engine in the 2005 BMW Williams F1 car. But that is not the only link to the pinnacle of world motorsport. The engine's manufacturing process and its electronic management system have their roots in the sport. Add to that the design, manufacture and fitting of a carbon fibre roof (the first in any series production car other than the very limited-volume M3 CSL) by BMW. Formula 1 has clearly inspired the team at M.

Engine

The V10 is not, of course, directly related to the F1 racing car's unit- it has 5.0 litres and the F1 engine is 3.0 litres - but apart from sharing the V10 layout it is a high revving engine, like the F1 unit, and much of the inspiration for the electronics and engine design was drawn from F1 experience. The high-speed nature of the engine is a case in point. The new 'ten-cylinder' has broken the 8,000rpm barrier and reaches a maximum of 8,250rpm. At 8,000rpm each piston covers 20 metres a second. At 18,000rpm the pistons of the F1 engine move at 25 metres a second. The difference is that the M engine must last for a 'lifetime' while the F1 engine only has to travel 500 miles or so.

The brain behind the brawn

A high-speed engine requires high speed electronic management to ensure that every last ounce of performance can be extracted. To achieve this objective, BMW has developed one of the world's most advanced engine management systems, MS S65, designed and built entirely in-house using know-how from BMW's F1 programme.

Made up of more than 1,000 individual components it co-ordinates and controls all engine and gearbox functions by using three 32-bit processors that can perform a truly incredible 200 million individual calculations each second. This represents a performance increase by a factor of eight when compared with the M3 unit launched four years ago and MS S65 has ten times the memory capacity too.

Same birthplace

So it is abundantly clear that the M6 engine has technological principles and production methods in common with the F1 engine. It is the product of technological transfer. The M6 blocks are cast at the BMW light alloy foundry in Landshut - the same place as the F1 blocks are born - before they journey to the special engine plant in Munich for assembly.

The engine features a Formula 1-inspired bedplate design for the crankcase that provides a compact and extremely stiff configuration to withstand the very high engine speeds, combustion pressures and high temperatures. Another motorsport-inspired technology is that each of the ten cylinders has its own throttle butterfly and each cylinder bank is served by its own activator.

Dropping the roof

The final piece in the F1 / M6 jigsaw is the attempt by the engineers to lighten the car using carbon fibre technology never before applied to a series production car.

The incorporation of a BMW-manufactured carbon fibre roof, bonded to the body, contributes to a 45kg weight reduction over a 'standard' steel car, for example, but also benefits the car's dynamics in a far more subtle manner. As weight is removed from the top of the car, its centre of gravity is lowered (by as much as 60mm in the case of the M6), and its handling and performance subsequently improved. Again, BMW's F1 experience has helped the engineers incorporate carbon fibre into the M6 design, both on the roof and on the front and rear bumper supports.

The fastest and most high tech BMW ever proudly displays its F1-inspired roof as an unpainted crowning achievement, but at the heart of the M6 lies the true glory behind the car.

Committed to 'natural' power

The V10 engine configuration has so far been the preserve of racing cars and exotic low volume sports cars. BMW is, therefore, breaking the mould with this new five-litre unit: it produces 507hp, thereby achieving a specific power output of no less than 101.4hp per litre - a remarkable result from such a large capacity engine.

BMW achieved this performance by adhering to its philosophy of developing a high revving normally aspirated engine. This was by no means the easiest route - forced induction or increasing engine capacity could more easily have generated the required 507hp - but it demonstrates BMW M engineers' quest to offer only the purest and lightest solution for its M6 customers.

The result is an engine that reaches maximum power at 7,750rpm and goes on to reach maximum revs of 8,250rpm.

High revs + power + torque + gearing = thrust

High power outputs and engine revs are not, however, an objective in themselves. To produce the driving response required by M6 drivers these characteristics must be melded with high torque and gearing throughout the driveline that blend to produce thrust.

Acceleration characteristics and driving dynamics depend on the balance of forward thrust and vehicle weight and this has been the main focus for M engineers. The new M6 engine produces 520Nm at 6,100rpm and 450Nm is available from only 3,500rpm thus providing a wide engine range from which to produce thrust.

Weight-watcher - every gram counts

This masterpiece of an engine weighs in at just 240kgs. There are a host of super-light components inside the engine - for example the forged steel crankshaft, carried in six bearings, weighs only 21.8kgs while each piston weighs a mere 481.7 grams. This same engine features in the new M5 and, as an example of the lengths the engineers have gone to in reducing weight, overall moving masses in the valve train have been reduced by 17.5 per cent when compared with the new M5's predecessor, the E39 V8 powerplant.

Each small contribution to weight reduction helps to ensure that the goal of perfect 50/50 front to rear weight distribution is achieved.

Breathing and exhaling

BMW's familiar Bi-VANOS infinitely variable camshaft control has been developed to suit the new high-speed engine. The system enables increased performance, an improved torque curve and lower fuel consumption and exhaust emissions.

Stainless steel five-into-one tubular exhaust manifolds, with a wall thickness of just 0.8mm, feed exhaust gases into two dual flow exhaust pipes equipped with four trimetal-coated catalytic converters. These reach optimum temperature quickly and enable the M6 to meet European EU4 and American LEV2 emission standards with ease.

The devil is in the detail

The technical details of this new V10 engine could fill a book (see engine section) but to highlight just three items:

• There are ten individual throttle butterflies, each individually electronically controlled, which read the position of the throttle pedal 200 times a second.

• A clever transverse lubrication system ensures that the two cylinder heads receive oil even when 1g+ cornering forces are experienced and a quasi-dry sump system keeps the bottom end lubricated even under extreme 1.3g braking.

• The spark plugs use ionic current technology to act as a sensor and inform the MS S65 control unit about combustion conditions and control engine knock, as well as igniting the fuel / air mixture.

Seventh heaven

To extract the best from this gem of a V10 engine BMW has developed a seven speed Sequential M Gearbox (SMG). This manual gearbox is an all-new transmission designed to handle up to 550Nm of torque and engine speeds of up to 8,500rpm, giving capacity to spare. Naturally, seven gears allows shorter steps from one gear to the next than a five or six-speed 'box so this gearbox matches torque to the prodigious power output and translates it into maximum forward thrust.

Drivelogic - bespoke gear changes

BMW is the first manufacturer to offer such a seven-speed sequential gearbox in a production car. It also features Drivelogic - eleven gear change programmes available to every driver to select his or her preferences.

The selection of programmes is made by pressing a button next to the gear lever. A preferred default mode can also be programmed into MDrive Manager via the iDrive menu and activated by the MDrive button on the steering wheel.

Six programmes in S mode are manual changes that must be determined by the driver - either using the gear lever (forward for down changes, back for up) or the paddles behind the steering wheel (left for down changes, right for up). The remaining five in D mode are automated changes.

Each programme differs in gear change time - the higher the programme the shorter and faster the shift times and the longer the engine holds onto the revs. In the automated modes use of the throttle can influence the change: for example, releasing the throttle encourages an up-shift while pressing it harder calls up a down change.

Ten times quicker than you or I

The SMG system in the current M3 (SMG II) is already very fast but the new seven-speed SMG in the M6 (SMG III) is 20 per cent quicker still. To put this in perspective the new gearbox can make changes in 50 milliseconds while a seasoned driver will take around half a second with a normal manual gearbox.

Other features of the new SMG gearbox include:

· Gearchange lights and engine revolutions graphic in the Head-up Display (HUD).

· SMG includes a launch control system that gives perfect F1-style starts from zero to maximum speed. (Programme six in S mode)

· Hill start assistant prevents roll back when stopping on a gradient after releasing the brake.

· Hill recognition allows SMG to change gear points on gradients eg holding lower gears on downhill stretches and vice versa.

Agility and poise

An outstanding drivetrain cries out for a chassis that can exploit its potential. To harness 507hp effectively M engineers were presented with a considerable challenge.

They did, of course, already have a head start. The chassis of the 'normal' 6 Series Coupé was engineered to be the most competent in its segment. The high torsional rigidity of the bodyshell, well-balanced 50/50 weight distribution, long wheelbase, wide track, aluminium suspension and, of course, rear wheel drive all coalesce into a fine springboard.

Starting at this high level the engineers made a number of detailed changes to meet the extra demands made by the M6's potential. They stiffened the front subframe and changed the bearings at the front while at the rear additional supports, links and joints ensure greater precision for poised handling. The suspension bushes have also been tuned with high performance in mind. The final drive casing is made of aluminium and finned to reduce weight and improve cooling. Lightweight but stiff tubular drive shafts keep moving masses low.

Steering

M Servotronic power steering is both road- and engine-speed related which resolves the dilemma of the need for lighter steering at parking speeds and firmer, 'heavier' steering to provide driver feedback at speed.

The M6's Servotronic mapping offers two alternatives to the standard default setting and both relate to the prevailing Electronic Damper Control (EDC) mode. In the sporty EDC mode steering is more direct giving the driver an immediate, precise response while in Comfort EDC mode a higher ratio gives an easier, more comfortable steering reaction.

Electronic Damper Control (EDC)

EDC provides continuous and infinitely variable shock absorber control. In normal mode the damping is adjusted to achieve the optimum balance for normal conditions while 'Sport' and 'Comfort' provide firmer and softer reactions respectively.

Variable M Differential Lock

Like the M3 and the new M5, the M6 has a unique and variable, torque-sensing differential developed by BMW M GmbH. Unlike a normal limited slip differential the M differential lock can provide between zero and 100 per cent of the drive forces to either driven wheel. This ensures maximum stability and optimum traction.

Dynamic Stability Control (DSC) with MDynamic mode

A new generation of DSC was developed exclusively for 2005's M cars and can be programmed to act in one of three stages. The first corresponds to a standard DSC system found on all BMWs, while the second, MDynamic mode is unique to the M5 and M6 and allows the driver to really 'push the envelope' of the M6's performance capabilities.

MDynamic mode is a development of BMW's Dynamic Traction Control system. DSC set at this stage will not intervene to save things until the last possible moment. Therefore the M6 can reach amazing slip angles and still recover. The desired programme is initially selected using the MDrive Manager programme (see page 11) but is then subsequently activated by simply pressing the MDrive button on the steering wheel.

In addition the driver can also switch between DSC fully operational or completely disengaged via a button on the centre console. Understandably, this should not be practised on the public road.

Brakes

Large, drilled compound disc brakes with aluminium twin-piston sliding callipers provide braking to match the M6's performance. From 62mph the M6 is stationary after just 26 metres. From 124mph the braking distance is less than 140 metres.

Wheels and tyres

To accommodate the huge brake discs the M6 is equipped with 19-inch M Light Alloy double spoke wheels of unique design (8.5 inches at the front and 9.5 inches at the rear).

Specially developed tyres were designed and tuned on the Nordschliefe, where all new BMWs are rigorously tested, to deliver both comfort and feedback to the driver. Tyre sizes are 255/40 ZR 19 at the front and 285/35 ZR 19 at the rear.

A tyre defect system warns if pressure drops below a certain threshold and the familiar M Mobility System allows tyre damage of up to 6mm to be sealed effectively by the roadside. Hence there is no need for a spare wheel and tyre saving 20kgs, which brings the benefits of a power-to-weight reduction and better driving dynamics.

The 6 Series diet

The M6 engineers and designers have raised the bar on the use of lightweight technologies within the industry.

The engineers were challenged to shed all unnecessary weight in the transformation from 6 Series grand tourer to M6 performance car yet still maintain the car as a comfortable and safe 2+2 continent crusher. BMW's traditional use of lightweight technologies was merely a starting point. A tour around the car reveals weight-saving on every plane, including the world's first carbon fibre (CFP) roof in series production, CFP front and rear bumper supports, aluminium doors and bonnet, thermoplastic front wings and a sheet moulding compound (SMC) boot lid.

Carbon lightens the load

Inspired by the reaction to 2002's M3 CSL, and using experience gained from Formula 1 engineering, BMW replaced the conventional steel roof of the 6 Series Coupé with carbon fibre. This reduces the weight of the roof by 50 per cent (nearly five kilos) and aids handling as, with weight removed from the top, the car's centre of gravity is lowered.

Designed and manufactured at BMW's own Landshut Plant, the roof not only contributes to weight loss through its composition, but also through the fact that it is bonded to the body of the car rather than welded. This allows the rear window to be re-designed as a thinner and lighter structure. The roof remains unpainted on the production car to highlight the performance benefits to the M6 driver.

Air flow: from the roof to the floor

With 507hp and 205 mph potentially on tap, in a car that begs to be driven hard, it was imperative that the engineers ensured the efficient supply and extraction of cool air. Again, in-house designers and engineers worked closely together to ensure maximum performance.

The front air dam sits close to the road and features large air intakes to maximise the supply of cool air under the bonnet and a separate flow of cooling air is also directed over the ventilated disc brakes and underneath the bonnet via side openings to the left and right of the central air scoop. Flaps on the front air dam also reduce lift forces on the front axle.

At the back, a diffuser on the rear air dam maximises the flow of cool air over the final drive and, in combination with the car's smooth floor pan and subtle boot-lip spoiler, reduces drag and lift forces. The larger rear air dam now houses the car's number plate, with the rear light units slightly raised accordingly.

Side on

From a side view, the shape of the front wings has been modified to suit the larger, but lighter wheels, which weigh nearly two kgs less than comparable 'normal' light-alloy wheels. The wheels are shod with high performance Continental tyres.

Low, and dynamic re-styled side sills emphasize the length of the M6 and optimise the flow of air along the underside of the car, improving its aerodynamic properties. As do the new door mirrors with their dramatic two-tone design. Honed in the wind tunnel, they contribute towards reducing lift on the front axle.

Weight to the rear

Battery and fuel tank placement was replicated from the M5 design following a redesign of the 6 Series Coupé boot floor. The battery location over the rear axle and the 70-litre plastic fuel tank situated in front of the rear axle helps weight distribution front to rear. A jet pump and pressure-controlled dual pump in the fuel tank permanently ensure a reliable fuel supply.

M body colours

Launched on the M5 in May, four exclusive metallic paints - Sepang Bronze, Silverstone II, Indianapolis Red and Interlagos Blue - are also available on M6. Other colours available include Alpine White, Black Sapphire metallic and Silver-grey metallic. The air vent gills in the front wings, the boot lid and the doorsill trims all bear the M6 logo.

The interior: sports car characteristics with a touch of comfort

The M6 interior offers the sporting touches and luxurious traits expected of such a thoroughbred sports car. Passengers are presented with performance-related functions, but space, comfort and safety remain fundamental criteria.

A total of six airbags, belt force limiters, intelligent safety electronics and the automatic or manual emergency call via the BMW Assist function (if the car is fitted with Bluetooth and telematics capability) are all standard.

Even with regard to luggage space, the car compares well with the M5 super-saloon. Confirming its credentials as a cross-country (or continent) GT, the M6 offers 450 litres boot space, just 50 litres shy of the M5.

Sporting luxury inside

The M6 features Merino leather upholstery as standard with Full and Perforated Merino leathers offered as an option. Full Merino leather adds a leather dashboard and centre console while Perforated Merino leather features active ventilation of the driver and the front passenger seats.

Comfort is all-important when seated at the wheel of a sports car and the M6's contoured M seat is both supportive and comfortable. Featuring passive backrest width adjustment that offers superb side support, they also come with seat memory function, seat heating for driver and front seat passenger, and an electrically adjustable lumbar support.

2 + 2 = room for four

Space in the rear will always be a compromise for a sports car, but the new M6 offers sufficient room for two youngsters, or even two adults on short journeys. Access is easy as the front seats slide a long way forwards and tip, whilst contoured back rests on the rear seats ensure good support.

At the wheel

The newly designed M leather multi-function sports steering wheel is ergonomically designed with the SMG shift paddles (down on the left, up on the right) within fingertip reach.

The M6 features the same new design of speedometer and rev counter as introduced on the M5. A round black dial with white numerals and the typical M red needles provide all essential information. Yellow and red warning fields indicate rev limits while the engine is warming. An oil temperature gauge and odometer complete the instruments while a display between the speedo and tacho shows the SMG gear selected and Drivelogic transmission programme operation. It can also display the engine's oil level and on-board computer functions.

MDrive Manager

MDrive is a new function activated by the M button on the steering wheel. It enables the driver to change the smooth and comfortable grand tourer into a thoroughbred sports car at the touch of a button.

At the press of a button the following functions are activated (after they have been pre-selected by the driver from the MDrive Manager menu within iDrive):

• The power button - P400, P500 or P500 Sport programmes

• SMG Drivelogic - which of the 11 programmes is preferred

• DSC - on, MDynamic mode or off

• EDC - Sport, Normal or Comfort damper settings

• HUD - normal or M specific display

All the driver has to do is select his favourite settings within iDrive then press the M button on the steering wheel.

Head-up Display

The standard Head-up Display (HUD) provides driving information directly in the driver's line of sight - i.e. it appears to be at the end of the bonnet. The driver can choose to have the normal HUD display, including navigation information, or specific M information.