From £91,6008

The most outrageous M-Performance car in the range, that is until the ludicrous sounding M760Li joins the BMW fleet in the near future. The M6 is available in three guises, much the same way the 6 Series is - as a coupé, convertible and a four-door Gran Coupé. But that is where the similarities end.

The 6 Series is similar in many ways to the Mercedes-Benz S-Class Coupé as a competent grand tourer, while the M6 is cut from the same cloth as the aggressive brute that Mercedes-AMG devised in the S63 and S65 Coupé.

The standard M6 already has 552bhp, and like with most M cars there is a Competition Package that can be appended. In 2015, BMW facelifted the 6 Series with changes made to the bumpers, air intakes and headlights, with the M6 also inheriting those tweaks. However, there was one bespoke change BMW made to the M6's Competition Pack too, and let’s face it, who doesn’t like a horsepower number that starts with a six?

So, an upgrade to the upgrade it is: the old Competition Package is no more, and the current one offers 600hp, or 592bhp in imperial money.

That’s not all: this new Competition Package is more… competitiony. Springs and dampers have been upgraded, as have anti-roll bars. The electronically controlled limited-slip M-differential gets its own ECU, the stability control programme has its own tune, as does the steering, while there’s an Akrapovic titanium exhaust system.

When I say the suspension is ‘upgraded’, mind, what I mean is ‘stiffer’. The dampers are still adaptive, so you do get some say in how rigid they are. The chassis, like the steering and the engine/transmission response, can be put in Comfort, Sport or Sport+ - individually, or together, as you prefer.

For those of you keen to keep the M6 standard, you won't be disappointed with the 552bhp it produces, not to mention its extensive equipment list. There is double-wishbone suspension at the front, 19in alloy wheels, an M-Performance aerodynamically tuned bodykit, a quad-pipe exhaust system and plenty of M6 designation. Inside there is electrically adjustable sports seats, a Merino leather upholstery, and a Harman and Kardon stereo system, while like the rest of the BMW range, the M6 gets iDrive with sat nav, DAB, Bluetooth, USB interface and the addition of a 10.2in screen.

Here we took on the M6 Competition Package and anyway you set it up, it’s an agreeable car. Slip the settings into their softest ones and it does a passable impression of a GT car. And although there’s always an underlying firmness to it – a result, you suspect, of the pack’s unique 20in rims and some of the limitations of this platform, which have long prevented the BMW 5 Series and 7 Series from being all they might be – that’s not always a bad thing here.

Unlike other cars on this architecture the M6 doesn’t have to ride particularly well, you see, and freed from those obligations it remains for my money the best car based on this platform. Body control, even in comfort, is tight, and if you flick the settings further, that only becomes more impressive. Sure, the ride goes from firm to fidgety, but it’s only too harsh on poor roads.

What is harder to find is a road that’s big enough. Quite often we drive a car overseas and have to reserve final judgement until we come to the UK. With the M6, almost the reverse is true. You’d want a derestricted autobahn to get the best out of this, performance is so mighty.

It takes a while to arrive, though. The 4.4-litre V8 has notable lag at lower revs, but after a short pause an inordinate amount of shove arrives. The M6 Competition Pack is one of those cars that lets you overtake as you please, that bothers its stability control regularly or, if it’s switched off, lets you enjoy its front-engined, rear-driven balance with great ease.

If you’re in the market for an M6, should you pay the extra for the Competition Package? Sure. It costs £7300 more than standard, but if you were going to spend more than £90,000 on a 6 Series anyway, I suspect that’s the least of your troubles.

You can have the package on M6 Gran Coupé and Convertible models too, and although I’m not sure why you’d want it on the latter, I’d probably tick the box on a coupé. It takes an already impressive machine and makes it keener in the areas that count.

BMW M6 Competition Package

Price £99,675; Engine V8, 4395cc, twin-turbo petrol; Power 592bhp at 6000rpm; Torque 516lb ft at 1500-6000rpm; Gearbox seven-speed dual clutch; Kerb weight 1925kg; Top speed 155mph (limited); 189mph (optional); 0-62mph 3.9sec; Economy 28.5mpg (combined); CO2/tax band 231g/km, 37%

Top 5 Sport coupes

  • BMW M4
    The new M4 is powered by a twin-turbo 3.0-litre straight six engine that puts out 425bhp and 406lb ft

    BMW M4

  • Audi RS5 coupé
    The hottest 444bhp version of the A5 coupé range closes in on the BMW M3

    Audi RS5

  • Alpina B4 Biturbo
    The B4 is Alpina's answer to the BMW M4

    Alpina B4 Biturbo

  • Lexus RC-F

    Lexus RC F


First drives

Find an Autocar car review

Driven this week

  • 2016 Ford Kuga ST-Line 1.5 Ecoboost 182
    First Drive
    25 October 2016
    The Kuga ST-Line is enjoyable to drive, but this version of the 1.5-litre Ecoboost engine doesn't suit Ford's SUV
  • Car review
    21 October 2016
    Can Seat’s first SUV impress, even with the heavy burden of expectation?
  • Car review
    21 October 2016
    The last hurrah for the current Aston Martin Vantage adds the track-ready GT8 to the range
  • Audi S5 Sportback
    First Drive
    20 October 2016
    New S5 Sportback is more spacious, better to drive and offers a calmer ride than before, but rivals offer greater involvement
  • Renault Clio RS 220 Trophy
    First Drive
    19 October 2016
    Mildly revised hot hatch is enjoyable on UK roads but continues to play second fiddle to the Ford Fiesta ST