BMW 6 Series Coupe = 56 Pics and in Depth Analysis

[gavriil1]

Gabriel,
2001 CL Type S
2001 Lexus RX300 Silversport

[gavriil1]

Drivetrain
Converting Supreme Muscle into Agile Roadholding.
The “Powerdome” on the new BMW 6 Series – that muscular bulge on the engine compartment lid – bears its demanding name quite rightly. For beneath the engine compartment lid you will find the 4.4-litre V8 power unit carried over from the new BMW 7 Series and specially tuned to comply with the sporting character of the Coupé. This engine is indeed a milestone in technology, the winner of the International Engine of the Year 2002 Award rightly referred to as the “Oscar for engine technology”. This prize alone confirms that BMW’s engineers have developed the best power unit in its class.

Maximum output of the V8 is 245 kW/333 bhp at 6,100 rpm, maximum torque 450 Nm/332 lb-ft at 3,600 rpm. The car’s performance on the road reflects this muscle, with top speed limited electronically to 250 km/h or 155 mph, and with acceleration from 0–100 km/ in either 5.6 (manual) or 5.8 seconds (automatic). Acceleration in fourth gear from 80–120 km/h, in turn, is in 5.1 seconds for extra safety when passing another vehicle.

The impression you immediately get on the road is one of sheer pleasure, pressing down the gas pedal only lightly to generate pure agility and dynamism at all times.

Leadership in engine technology: more power, cleaner emissions.
This superior performance is largely attributable to infinite adjustment of virtually all relevant parameters within this eight-cylinder such as valve timing (bi-VANOS), valve lift (VALVETRONIC) and even the length of the intake manifold. Optimum engine management of this kind also ensures superior fuel economy of 11.7 litres/100 km (24.1 mpg Imp) premium fuel (manual) and, respectively, 10.9 litres/100 km (25.9 mpg Imp) (automatic) in the new European combined cycle. And the average change interval for engine oil, finally, is only once every 30,000 kilometres.

The engine is also a genuine champion in emission control: Complying with EU4, currently the strictest emission standard in Europe, the BMW 645Ci already meets the requirements today not to be imposed in the European Union until the year 2005. In Germany and Sweden this means that the car is registered at a reduced rate of tax. And in the USA the 645Ci qualifies as an LEV low emission vehicle.

This efficient emission management is ensured by a twin-chamber exhaust system equipped with catalysts close to the engine, the exhaust pipes themselves being made of long-life, fully welded stainless steel.

Deep, rumbling sound revealing eight-cylinder power.
Through its second function the exhaust system made up of two chambers from front to rear and merging into two striking, oval tailpipes ensures the special V8 sound so characteristic of the 645Ci. Hardly audible when idling, the engine builds up that typical eight-cylinder sound so characteristic of a large-capacity sports car power unit as power increases, without however making a loud or pretentious impression at any time. On the contrary – the occupants will experience the sound of the engine as a deep, pleasant rumble proving convincingly that this is a high-performance power unit and perfectly underlining the sporting and dynamic experience of driving the 645Ci.

The currently most innovative engine control system for perfect drive management.
ME 9.2.1 engine management, the most innovative system currently available, masterminds the outstanding power, torque and emission data of BMW’s V8. And despite its complex functions, this control unit is housed in just one single box within the 645Ci, monitoring and adjusting not only engine functions, but also, inter alia, the car’s DDC Dynamic Drive Control responding to the touch of a button by providing even more sporting drive characteristics.

The ME 9.2.1 control unit also masterminds the active cruise control available as an option, serving furthermore to monitor the on-board power network providing an adequate supply of energy at all times to the various power-consuming items and switching off items not in use. The final function is air flap control for the radiator, again in the interest of optimum efficiency.

Air flap control improving heat and aerodynamic management.
This innovative air flap control unit is housed directly behind the BMW kidney grille and controls the supply of air for cooling the engine and other units by opening the air flaps only when required. Otherwise the air flaps remain closed in the interest of enhanced streamlining, allowing the engine to build up its operating temperature more quickly. The result is a reduction of fuel consumption and exterior noise, with corresponding improvement of the engine’s service life and motoring comfort.


Output and Torque Diagram


Six gears providing the right transmission ratio at all times.
The new BMW 645Ci comes as standard with a six-speed manual gearbox designed and engineered for maximum torque of up to 600 Nm or almost 445 lb-ft. Top speed of 250 km/h or 155 mph limited electronically is achieved in both fifth and sixth gear, the latter allowing a dynamic style of motoring at high speeds and with interior noise reduced to a minimum thanks to the lower speed of the engine. Upright gears with a large inclination angle and their optimum overlap serve additionally to reduce transmission noise. In the lower gears the BMW 645Ci offers outstanding acceleration and pulling force at all times.

The manual gearbox both light, precise and crisp in typical BMW style provides an even more comfortable and smoother gearshift than ever before. For the first time the gearshift is connected via the central gearshift shaft to an internal shift gate. And to reduce shift forces on the central gearshift shaft, gearshift travel is transmitted via swinging arms.

SMG transmission: shifting gears like in Formula 1.
Optional six-speed SMG transmission offers the sporting and ambitious driver remarkable – and enviable – choice: He may shift gears by way of paddles in the steering wheel like in Formula 1 or by simply flicking the central gearshift lever forwards or backwards. In each case this process takes place without a clutch pedal, the SMG transmission operating as an electrical shift-by-wire system to shift gears by itself within fractions of a second. This is done by a hydraulic unit with actuators operating the clutch and actually shifting from one gear to the other. The clutch itself as well as the transmission ratios are the same as on the six-speed manual gearbox.

Whenever the driver shifts gears via the gearshift lever or paddles, the electrical shift-by-wire connection transmits information on the gear chosen to the transmission control unit. This “brain”, in turn, automatically intervenes in the engine to reduce drive forces, open up the clutch, shift gears, close the clutch and build up forces once again.

The basic principle of the Sequential Manual Gearbox is to shift gears in sequence one after the other. But by tipping the gearshift lever or the paddles several times in a row, the driver may skip a gear whenever he wishes. SMG performs the entire gearshift operation in just 150 milliseconds, that is so quickly that the driver will hardly notice what is happening. Indeed, the driver is not even required to take his foot off the gas pedal in the gearshift process.

Through its extremely active configuration, SMG thus enhances the dynamic and sporting qualities of the 6 Series, with sixth gear being conceived for low engine speeds and, as a result, optimum noise control and fuel economy. Again, the car reaches its top speed in both fifth and sixth gear.

Shift and be shifted: SMG in the Drive mode.
The driver who does not wish to shift gears himself can transfer this entire function to the transmission management in the Drive mode. And if he does so via the gearshift lever in the middle, the BMW 645Ci will shift gears automatically according to a specific control curve tailored to the current driving situation. The driver is then informed of the gear currently in mesh by a display in the instrument panel.

SMG for extra safety and dynamic performance.
Opting for the Sequential Manual Gearbox, the driver can leave his hands when shifting gears on the steering wheel, since all he has to do is press the paddles with his fingers – a significant contribution to extra safety, particularly on winding roads. At the same time SMG significantly enhances the dynamic performance and sportiness of BMW’s large coupé, enabling every driver to accelerate just as fast as only a very experienced driver is able to do with a manual gearbox.

Six-speed automatic transmission combining dynamic performance with superior motoring comfort.
Also available as an option, six-speed automatic transmission is first choice for the new BMW, catering both for the sports- and comfort-minded motorist. In its design and engineering, the six-speed automatic transmission is conceived for enormous torque of 600 Newton-metres or almost 445 lb-ft, providing ideal conditions for sports motoring and a comfortable gearshift. The wide range of gear increments offers advantages when setting off also with this automatic transmission, since first gear is laid out for superior traction and pulling force. At high speeds, in turn, sixth gear reduces engine speed in the interest of low noise and fuel consumption. And despite its six gears, the automatic transmission is almost one-fifth lighter than a comparable five-speed transmission unit.

Equipped with electronic Adaptive Transmission Management (ATM), the automatic transmission adjusts perfectly to the type of driver and driving conditions. As an example, it avoids any unnecessary gearshifts in bends or in stop-and-go traffic and, alternatively, shifts automatically to a lower gear when driving downhill in order to use the brake force of the engine. ATM is particularly beneficial in winter, automatically setting off in second gear on slippery surfaces and shifting gears more smoothly and gently to prevent the drive wheels from swerving or skidding out of control.

Do it yourself: automatic transmission also with a manual gearshift.
The Steptronic function integrated in the automatic transmission even allows the driver to shift gears by hand: All you do is move the shift lever from automatic position D to the left into shift lane M/S in order to activate the sporting shift program. Then, flicking the gearshift lever to the front or to the rear, you change gears manually with the help of Steptronic.

Making the 6 Series even more dynamic at the touch of a button.
Regardless of the transmission chosen, the DDC (Dynamic Drive Control) function featured as standard and operated by the touch of a button enhances the sporting, dynamic response of the drivetrain. Steering behaviour also becomes more sporting and dynamic at the same time through the Servotronic function, the engine responding more dynamically by accelerating faster with the same pressure on the gas pedal. Then, pressing down the gas pedal a bit further, the driver obtains an even more progressive, sporting engine response.

On the automatic transmission DDC, depending on the position of the gas pedal, waits longer for higher engine speeds before shifting up to the next gear. In conjunction with SMG transmission, on the other hand, DDC shifts gears even more quickly and dynamically.

A further function of DDC is to change steering forces (not on the Active Steering available as an option), the system thus giving the sporting and ambitious driver even better feedback from the steering.

Apart from the smooth and harmonious set-up of the drivetrain, DDC therefore gives the driver a second, more sporting and dynamic option. And this means enhanced driving pleasure particularly for the sports-oriented motorist enjoying the power and performance of the engine in an even more sporting, spontaneous style.

Gabriel,
2001 CL Type S
2001 Lexus RX300 Silversport

[gavriil1]

Chassis and Suspension:
Even Greater Agility thanks to Active Steering
BMWs are famous for their superior driving characteristics. This superiority quite literally rests on the all-aluminium chassis also forming part of the new BMW 645Ci boasting axle load of almost 50:50 and rear-wheel drive as features typical of BMW. Further fortes are the low centre of gravity, wide track, and wheelbase of 2,780 millimetres or 109.4´´. Hence, agility, dynamic performance and, as a result, supreme driving pleasure are virtually built into the new 6 Series right from the start.

Precise steering with Servotronic fitted as standard.
The supreme standard of BMW cars in terms of driving pleasure, motoring comfort and driving safety is largely attributable to the precise steering system with equally precise feedback to the driver. Hydraulic rack-and-pinion Servotronic steering featured as standard on the 645Ci gives the driver the benefit of very sophisticated and modern technology, with power assistance being varied according to a specific control curve as a function of road speed. To the customer this means very comfortable and smooth steering, for example when parking, and hardly any risk of inadvertently tearing at the steering wheel at high speeds, since under these conditions Servotronic reduces power assistance on the steering.

Every conventional steering always remains a compromise.
On a conventional steering the driver’s steering commands are always transmitted from the steering wheel to the front wheels of the car according a specific, predetermined transmission ratio, regardless of the driving situation (even though the transmission ratio becomes increasingly more progressive with increasing lock of the wheels). Direct steering ideal up to medium speeds therefore remains direct even when a far more indirect transmission ratio would be appropriate at high speeds in order to set off the physically induced increase in steering response with growing road speed of the car. Conversely, this also applies to a more indirect steering transmission which makes the process of steering the car a genuine chore when manoeuvring at low speeds. In other words, conventional steering is always a compromise between these two extremes.

Active Steering enhances the dynamic character of the new 6 Series.
This conflict of interests – the fundamental choice between agility, stability and comfort – can only be solved by an active steering system such as BMW’s unique Active Steering available as an option on the 6 Series. This is an electronically controlled steering system with variable steering transmission and power assistance.

With the driver maintaining a sporting style of motoring and travelling at medium speeds of up to approximately 120 km/h or 75 mph, a car with a more direct steering transmission is far more agile and precise in its response. This is particularly beneficial on fast and winding country roads, where the driver is hardly required in this case to cross over his hands on the steering wheel. Under these conditions, the much better handling and steering precision significantly improves the dynamic character of the new 6 Series.

In town, on the other hand, Active Steering facilitates above all the process of parking: Turning round the steering wheel less than twice, you move the front wheels from the extreme left to the extreme right, the steering effort required of the driver decreasing in the process to a comfortable minimum.

As road speed increases, the system successively reduces the steering angle and steering power assistance to provide even better and smoother directional stability in the interest of enhanced control and handling. This the driver will feel directly as a significant improvement of motoring comfort, handling his 6 Series in relaxed, superior style even at high speeds.

How Active Steering works: adding an additional factor to the steering angle.
Active Steering is based on the principle of superimposing an additional factor on to the steering angle: An electromechanical adjuster between the steering wheel and the steering mechanism adds an additional positive or negative steering angle to the angle chosen by the driver. The key feature, therefore, is the superimposed steering unit, a planetary gearing integrated in the split steering column with two input and one output shaft(s). One input shaft is connected to the steering, the second is driven by an electric motor via a self-inhibiting pulley transmission serving to provide a reduced gear ratio. The overall steering angle thus applied to the output shaft is made up of the original steering angle and the angle generated by the electric motor as an additional factor.

At low speeds the step motor acts in the same direction as the driver turning the steering wheel, supporting him in the process and turning the wheels to a greater lock requiring less steering effort. Up to medium road speeds this provides a much more direct steering transmission than in a conventional car. At high speeds, on the other hand, the step motor acts against the steering angle, reducing steering lock on the front wheels and making the steering transmission ratio more indirect. At the same time Servotronic increases steering forces for extra comfort and convenience at the wheel.

Active Steering thus combines the advantages of all-electronic steer-by-wire with authentic feedback provided by its mechanical transmission of forces. In practice, this means a new standard of agility, comfort and safety on the road. And since the steering wheel and steering mechanism are connected mechanically to one another, the driver can still steer the car as required even if his electronic assistant might one day break down.

Active Steering and DSC – an ideal match.
Additional components featured with Active Steering are the integrated control unit and various sensors determining both driving conditions and the driver’s commands. A further important feature is the direct and close communication link between Active Steering and the DSC control unit, allowing the steering to intervene through the front wheel steering angle in order to slightly modify the yaw angle. This intervention in the steering transmission is faster and less noticeable to the driver in the lower DSC range than intervention by DSC on the wheel brakes.

Superior suspension plus DSC: a perfect team.
The dynamic performance and motoring safety ensured by the standard chassis and suspension can be optimised by suspension control systems able to cope with specific situations. The purpose of these systems is to permanently monitor driving conditions and to intervene whenever necessary, providing an additional stabilising effect.

Summed up under the term Dynamic Stability Control or DSC for short, these suspension control systems are featured as standard in the 6 Series, DSC serving, whenever required, to reduce drive forces or activate the brake system.

The main components of DSC are the ABS anti-lock brake system comprising CBC Cornering Brake Control applying brake forces slightly on the inner rear wheel in a bend at medium to high speeds in order to enhance vehicle stability as well as ASC Automatic Stability Control intervening in the brakes and electronically adjusting engine torque, thus allowing the driver to set off smoothly on slippery uphill gradients without the drive wheels spinning (which means an effect similar to a limited-slip differential).

Another feature is DTC Dynamic Traction Control comprised within the ASC traction mode and serving to enhance traction on the drive wheels especially on snowbound and slippery roads in winter. Since this DTC mode activated manually by the driver slightly increases the response thresholds of stabilising DSC brake intervention in the interest of enhanced traction and drive power, DTC serves to promote a sporting style of motoring without in any way impairing the fundamental safety function of DSC.

Dynamic Drive eliminating body roll.
The Dynamic Drive chassis and suspension control system is available as an option on the new BMW 6 Series Coupé, combining sporting driving dynamics with superior driving comfort: With the driver and his – or her – passengers remaining largely unaffected by bumps on a straight section of the road, Dynamic Drive suppresses body sway in bends, ensuring greater agility and stability in all driving situations. The extra driving safety, agility and precision in steering manoeuvres provided in this way sets standards in suspension technology.

In city traffic, for example, Dynamic Drive compensates body sway almost completely. And in long, stretched-out bends, the BMW 6 Series Coupé remains smoothly on course, without rolling to the side or building up any kind of swinging motion. Even on winding country roads you take quickly and dynamically, the system reduces body roll by 80 per cent and more.

In dynamic driving situations of this kind also including a rapid lane change or sudden manoeuvres to avoid an obstacle, Dynamic Drive also acts directly on the car’s steering behaviour, improving directional accuracy and load change response, which is tantamount to more active safety on the road.

Dynamic Drive largely eliminates the conflict of interest between handling and vibrational comfort, since the springs and dampers are set primarily to a high standard of comfort on the road.

The key components of Dynamic Drive are two active anti-roll bars integrated in the front and rear axles instead of conventional mechanical bars. These active anti-roll bars are made up of a hydraulically operated swivel motor with a separate shaft and motor housing connected in each case to one half of the car. Their job is to convert hydraulic pressure into torsional momentum, on the one hand, and a stabilisation force exerted through the body of the car, on the other. When driving straight ahead the two halves of the anti-roll bars are disconnected from one another in order to avoid any unpleasant roll vibration on asymmetric bumps.

Aluminium – the cornerstone for incomparable driving dynamics.
The spring strut/tiebar front axle of the new BMW 6 Series is made completely of aluminium, with the exception of just a few components subject to particular loads, such as the thrust rods, wheel bearings or pivot journals. The front axle subframe accommodates the steering mechanism, anti-roll bar, wishbones and tiebars. Shaped like a big letter U, the subframe is reinforced by a thrust plate enhancing transverse stiffness and thus ensuring an even more precise response.

The integral IV rear axle offers absolute outstanding qualities in providing superior directional stability and motoring comfort. The four arms holding the wheels on the integral rear axle are not connected directly to the body of the car, but are rather mounted elastically in the axle subframe which, in turn, also incorporates the differential resting in rubber mounts.

The subframe itself is connected elastically to the body of the car by four extra-large rubber mounts absorbing any fine movements conveyed from the road to the tyres before they are able to reach the interior of the new 6 Series.

The excellent roll comfort offered by BMW’s new large coupé is also attributable to another factor, the front swinging arm mount on the rear axle subframe providing the important longitudinal suspension effect. The mounts on the rear axle subframe therefore ensure additional longitudinal spring action on the entire rear axle, again making a significant contribution to the car’s roll comfort and noise insulation.

Lightweight brakes with aluminium swing callipers at the front.
Extra-large swing-calliper brakes with inner-vented brake discs on all four wheels of the BMW 645Ci provide superior deceleration and fading-free reliability. With the discs made of a highly carbonated grey-cast-iron friction ring and the support elements as well as the swing callipers themselves being made of aluminium, unsprung masses are reduced accordingly and any deformation of the brake discs caused by heat-induced expansion is lowered by 20 per cent in the interest of a longer service life.

Featuring this kind of technology, the brake system ultimately maximises the agility, motoring comfort and driving safety offered by the new BMW 6 Series. And the innovative lightweight brake design principle is patented worldwide for BMW.

Aluminium wheels in 18 and 19 inches.
The BMW 645Ci comes on 18-inch cast aluminium rims running as standard on 245/45 R 18 tyres. Various other 18- and 19-inch rims are available as optional extras, including 19-inch forged wheels with 245 tyres at the front and 275 tyres at the rear.

Runflat tyres for carefree motoring.
The new BMW 6 Series coupé comes exclusively with runflat tyres, without a spare tyre or emergency wheel being required. Incorporating reinforced side-walls with additional inserts and consisting of a particularly temperature-resistant rubber compound, these runflat tyres allow the driver to continue for at least 150 kilometres or 90 miles at a maximum speed of 80 km/h or 50 mph after a complete puncture and the tyre absolutely flat, even with the vehicle fully laden. When carrying a lighter load, in turn, or with the tyre not completely flat, the distance you can still cover is much longer. And in all cases, ABS, ASC and DSC remain fully functional.

Incorporating specially contoured double rim humps (“extended humps”), runflat tyres cannot jump off the rim even under a sudden loss of pressure. This, clearly, means far greater safety particularly at high speeds and on winding roads. And if necessary, conventional tyres may also be fitted on these special humps.

Tyre Defect Indicator providing a clear puncture warning.
The new BMW 6 Series comes as standard with a Tyre Defect Indicator monitoring tyre pressure by consistently comparing wheel rotation speed with the help of the ABS signals. The system immediately detects any major loss of pressure by the change in roll circumference and the resulting difference in the speed of rotation, informing the driver accordingly by means of a warning light and a sound signal. This system is triggered immediately as of a road speed of 15 km/h and with a loss in pressure of more than 30 percent.

Gabriel,
2001 CL Type S
2001 Lexus RX300 Silversport

[gavriil1]

Bodyshell:
Intelligent Lightweight Construction for a New Dimension of Dynamic Motoring
To be really dynamic, a modern car requires not only a powerful engine and an excellent chassis, but also lightweight components reducing weight to a minimum. The name of the game, therefore, is intelligent lightweight technology also on the body of the car, “intelligent” meaning that lightweight components serve not only to reduce weight, but also to enhance the various functions of the vehicle.

An intelligent mix of materials saving weight and enhancing crash safety.
The key concept on the body of the car is to use the right mix or combination of materials. Precisely this is why the bodyshell is a combination of steel, aluminium and plastic components offering huge advantages in terms of weight reduction. And at the same time the body of the car is stiffer and firmer than ever before, serving to enhance crash safety and providing even more precise dynamic driving characteristics.

The Weight-Reduced Aluminium Front (WRAF) is a good example of intelligent lightweight construction. Weighing approximately 45 kilos or 99 lb, this entire module is about 20 per cent lighter than a conventional steel structure of the same kind.

Building the new 6 Series, BMW is also entering new terrain in the use of aluminium: The spring supports housing the front axle springs and dampers are made of a pressure-cast aluminium alloy composed mainly of aluminium and small amounts of magnesium, silicon and manganese. This alloy combines superior strength and stiffness with strong resistance to any change in shape. The two doors are also made of aluminium, saving approximately 10 kilos on the car but nevertheless outperforming all of BMW’s internal stiffness and safety requirements.

Front lid in new bonding technology.
The front lid is also made of aluminium and at the same time incorporates a world-first achievement currently only available from BMW: The inner and outer panels forming the lid are joined not by a single-component glue, but rather by a two-component glue bond allowing the use of thinner aluminium panels reducing the overall weight of the front lid by 9 per cent. A further advantage is that this two-component bond makes the front lid extremely stiff, which minimises wind noise in the process.

The two front side panels made of thermoplastic save approximately 4 kilos in contributing to the excellent driving dynamics of the new 6 Series. And an equally important point is that the use of such a sophisticated synthetic material enables the designers to consistently continue the line of BMW’s large coupé throughout the side panel area, since it would not have been possible with a conventional steel structure to integrate the side trim into the side panels in the same way. A further advantage is that thermoplastic, being a regenerating synthetic material, is less sensitive than steel to minor bumps. And last but not least, this special material provides a better potential in meeting pedestrian safety requirements to be expected in future, yet a further point being that it is absolutely rustproof in the interest of a long service life.

SMC plastics saving weight and providing new design options.
SMC, a special synthetic material used on the rear lid of the BMW 6 Series Coupé, also offers a wide range of benefits. This duroplastic material referred to in technical terms as a sheet moulding compound is approximately 25 per cent lighter than steel and offers far greater freedom in design, allowing the outer skin of the rear lid to be made of one single piece even integrating the rear spoiler and aerials.

Tailored rolled blanks to keep body panels as slim as possible.
Last but certainly not least, a new process used on the rolled components also saves a lot of weight on the 6 Series: Tailored rolled blanks, that is panels rolled in a dynamic process, come in exactly the right thickness at all crucial points. This means that they do not require any additional reinforcements at highly exposed points, but are rather tailored to specific requirements and are made thicker only where really necessary.

This process is now being used in a BMW model series for the first time on the transverse and longitudinal seat supports and on the heel crossbars, not only saving weight, but also enhancing the car’s safety above all on the crossbar elements.

Innovative production methods allowing an intelligent mix of metals.
Innovative production methods are required to provide the right combination of materials on the body of the car. A special insulating glue, for example, had to be developed for bonding steel and aluminium and is applied over a distance of approximately 60 metres or almost 200 feet on the 6 Series. Then there are approximately 4,000 welding points and almost 70 bolted connections. Depending on load conditions and the material involved, other joining technologies applied on the new 6 Series Coupé are MAG welding (MAG = a reactabale protective gas), MIG soldering (MIG = an inert protective gas), laser-soldering and welding, beading, riveting, sublining, sealing, clinching, and clipping. Overall, the body of the 6 Series is made up of almost 500 steel and aluminium components and weighs less than 350 kg or 770 lb together with all attachments and add-on parts.

Gabriel,
2001 CL Type S
2001 Lexus RX300 Silversport

[gavriil1]

Specs



Gabriel,
2001 CL Type S
2001 Lexus RX300 Silversport

[gavriil1]

That torque curve is not that BMW, flat-like, dont you think? Hmm....

It's interesting how faithful BMW stays to the fact that, when with a manual tranny equipped, 5th is always direct.

Gabriel,
2001 CL Type S
2001 Lexus RX300 Silversport

[rlipps]

I would think that they would have done a little better than a 5.6 second 0-62MPH. Any word on the M6 yet?

[gavriil1]

<blockquote id="quote"><font size="1" face="Verdana, Arial, Helvetica" id="quote">quote:<hr height="1" noshade id="quote">Originally posted by rlipps

I would think that they would have done a little better than a 5.6 second 0-62MPH. Any word on the M6 yet?
<hr height="1" noshade id="quote"></blockquote id="quote"></font id="quote">


Sure.




Engine will be the one from the M5. At least 500HP at 9000 rpm. Prototypes have been rumored to be running 540HP at 10,000 rpm engines.

Gabriel,
2001 CL Type S
2001 Lexus RX300 Silversport

[rlipps]

Drool![boink]

[kloh]

That's what I'mn talkin' about! [bowdown]

[VQ]

I love that car! [boink][boink]

Nice pics Gav!

2003 G35 Coupe | 6-speed | Diamond Graphite/Graphite | Sirius