BMW’s approach to this car’s redesign looks more like an evolution than the wholesale reboot you might have imagined was required.
You’d describe the new car as much less odd-looking than its forebear, but this is still a car of deeply challenging visual proportions, one that fails to produce a tellingly elegant impression or to make much of a virtue of its outward appearance.
Given that it’s in competition with cars that achieve that last feat so plainly, that’s a problem.
In a more rational sense, though, the 6 Series GT doesn’t struggle nearly as much for appeal. With the same 3070mm wheelbase as a current 7 Series saloon, the new 6 Series betters the already generous levels of passenger accommodation of the 5 Series GT as well as improving on that car’s boot space by some 110 litres.
BMW’s Cluster Architecture platform underneath the car mixes high-strength steel with aluminium and makes for an average 150kg weight-saving for the car compared with its predecessor. On the outside, its ‘liftback’ hatchback, doors and bonnet are aluminium too.
Mounting longways under the bonnet and driving either the rear axle exclusively or both of them, the engines represent a familiar choice between four- and six-cylinder turbo petrol or six-cylinder diesel power.
BMW’s 255bhp 2.0-litre 630i turbo petrol is the entry point to the range, and at its height, you can choose between a 335bhp 3.0-litre six-pot 640i or a 316bhp twin-turbocharged 3.0-litre 640d diesel, whose price is still to be confirmed.
We elected to test the likely-big-selling 261bhp 630d GT xDrive, in similarly majority-selling M Sport trim.
For suspension, the car comes with an adaptively damped mix of steel coils up front and self-levelling air springs at the rear as standard. Four-corner, fully adaptive air suspension is an option and appeared on our test car.
BMW’s Integral Active Steering four-wheel steering system is also an option and can be paired with active roll cancellation as you prefer, but our test car had neither system.