On a slightly less grippy surface than we’d normally use, and in cold weather, the M6 slithered its way to 60mph in 4.7sec and 100mph in 9.7sec.
With a power-to-weight ratio of 296bhp per tonne and BMW’s now legendary launch control system engaged, the M6 requires your full attention, even when travelling in a straight line.
When we first drove the car we were somewhat concerned about how the ride might travel to the UK. But the M6 rides surprisingly well here on its Continental rubber, retaining its refinement even over quite ruffled surfaces. What distinguishes the chassis above and beyond that of the M5 is its extra agility and superior grip.
There is less understeer and more urgency as the M6 turns into and then stays on line through any given corner. The way it changes direction in the dry needs to be experienced to be believed. The steering is very precise with just 2.5 turns, but not exactly bristling with feel. It is nicely damped, however, which means very little kickback.
The M6 also stops better than the M5, thanks mainly to beefier tyres and the relative lack of weight: 70-0mph takes 3.0sec and 36.6m. Having said that, the M6 does reveal one of its few weaknesses under braking. During testing it suffered from some fade, and during rapid driving we occasionally got the impression there wasn’t an awful lot left in the bank. The pedal went long surprisingly soon driving down twisty mountain roads, and although it recovered quickly on the flat, we’ve never experienced this in a 911.
Nor does the M6 steer with the same rich seam of communication as its rival. Though the power-assisted rack-and-pinion steering
system is accurate in the extreme, it doesn’t bubble with feel. But then the M6 is not intended to be an all-out sports car like the 911. It’s a grand tourer which just so happens to be able to keep up with supercars in a straight line, in light of which the accurate but slightly anodyne steering makes much more sense.
