BMW new 6 Series may become a legend
Fans of the marque never forgave BMW for axing the 6 Series.
The futuristic coupe reigned supreme from 1976-‘89, a jungle cat among tabbies.
The ultimate 6, the 635 CSi, turned out 286 horsepower, had a top speed of 156 miles per hour and blew through the 0-60 sprint in 6.2 seconds — in 1989! The faithful never warmed to its replacement, the 8 Series.
So there was joy in Bimmerland when the company announced plans to revive the 6 for the 2004 model year.
There was concern, too: Would the new 6 be as good as the original? Would it be merely a slimmed down version of the 7-Series? And, perhaps most important, would it carry the so-called Bangle Bustle, the controversial rear-end design introduced a few years ago on the 7?
This time around, there are two 6 Series vehicles, a coupe and a convertible. Both are powered by a 4.4-liter V-8 that makes 325 horsepower and can be teamed with one of three six-speed transmissions, a Steptronic automatic with manual-shift mode, a true manual and a clutchless manual known as the Sequential Manual Gearbox (SMG).
Each bodystyle has 2+2 seating, with a back seat that’s more afterthought than a place to hang out.
Coupe prices start at $70,595, including destination, convertibles start at $78,895.
Our coupe tester came in a Black Sapphire Metallic paint scheme that emphasized its hunkering, low-to-the-ground aspect. Its hooded headlights, mid-body character line and sloping roofline lend the 6 a dynamic, ready-for-action appearance. The Bangle Bustle is here but is more fluid and better integrated than in previous iterations and serves to increase trunk space.
Despite the fears of the aficionados, the 6 is not a two-door version of the 7 Series; its dimensions are closer to those of the midsize 5 Series family.
Is it better than the original? You will never get agreement on that point. In fact, it’s an apples-and-oranges question: The original was perhaps the ultimate expression of a previous automotive generation. When it was discontinued, only the most prescient engineer could have foreseen the alphabet-soup of computer-driven systems that bring the new 6 to life.
Such features as Active Roll Stabilization, Cornering Brake Control and Active Front Steering, along with the dynamics gang — Dynamic Roll Stabilization, Dynamic Drive Control, and Dynamic Traction Control — offer drivers an unprecedented level of control.
But while the new car is light-years more manageable and therefore safer than the old, some argue its baby-sitting tendencies take the excitement out of the ride. Certainly, enthusiast drivers will be frustrated that some systems cannot be fully defeated, limiting their abilities to hang the 6 out on the performance edge.
For the rest of us, the 6 Series has capabilities we’ll never explore.
Even equipped with the automatic, the 6 is remarkably responsive and agile for a machine that weighs 3,781 pounds (because of the extra bracing it requires, the convertible weights another 400 pounds).
An adaptive mode memorizes one’s driving style and adjusts shift points accordingly.
A Sport mode, which is controlled by a button on the console, alters shift points, sharpens throttle response and tip-in and reduces steering boost to improve response and road feel.
The manual is said to be butter-smooth, but has a longer shift throw than expected, while the SMG programming has been retooled since its original application in the M3 and now makes smoother shifts.
Another improvement is found in the interior, where the confounding iDrive interface has been unpacked slightly, to make easier work of some of the more basic tasks. However, such simple functions as adjusting the climate control and making audio-system selections, continue to demand too much of the driver’s attention.
Interior design is clean and straightforward, as iDrive eliminates the need for the multitude of buttons and knobs that crowd most instrument panels. Aluminum or wood trim is available and tastefully applied. The seats are BMW-perfect, supportive and adjustable in all the right ways.
Front-seat passengers will be barely aware of the miles passing under them; those in the rear seats have a lesser time of it. There’s just not room enough back there for adults.
A large sunroof draws natural light into the cabin but only tips open at the rear instead of sliding wide.
As with all Bimmers, the proof of this pudding is in the driving experience and here the 6 excels. The ride is firm, yes, but not harsh — although a memorable pothole or two announced their presence with a sharp jolt against the 18-inch run flat tires.
Around town, the 6 is sufficiently lithe to negotiate quick lane changes, and the optional Active Front Steering system provides go-cart responses in tight situations. It’s on the open road where the 6 reveals its true self, though.
It’s too big a vehicle to transition sharply but its response to hard cornering is quick, accurate and smooth. Active Roll Stabilization reduces body roll to an absolute minimum and the big tires (they’re managed by multilink suspension setups both front and rear) maintain a rock-solid contact patch.
At 3,700-plus pounds, the 6 is heavy but fast. Zero-to-60 comes up in 5.3 seconds or thereabouts and it accelerates instantly and convincingly at virtually all engine speeds. The beautifully tuned exhaust system burbles easily at cruising speeds and growls under acceleration.
Creating a legend requires both good fortune and good timing. The original 6 is a hands-down qualifier. The jury is still out on the new one.