Each car is characterized by a progression of bargains, tradeoffs, and choices that accomplish one objective to the detriment of others. The execution subsidiaries of the BMW 6 Series Gran Coupe characterize trade off—regardless of whether to stress style over capacity.
We can’t choose which set we like better. There are two Gran Coupes battling for the top recognize: the M6 and the Alpina B6, both of which you can purchase from a BMW dealership with a full manufacturing plant guarantee. Both wear the same attractive body. They have distinctive motors, yet in an abnormal parallel both are twin-turbocharged V-8s that wrench out 600 landing area tearing strength. Indeed, even their base costs are comparative. At a simple $3,400 separated, that is an adjusting blunder at their six-figure value focuses.
However regardless of the obvious similitudes, these two BMWs are the results of various bargains. Everybody comprehends what a M auto is. You expect the M6 Gran Coupe to beat any circuit, rule any byway, and decimate everything on the superhighway. However, what’s an Alpina B6? First off, this is what it’s not: a tuner auto. In any event no more so than the M6.
Alpina is no unreliable association, having praised its 50th commemoration in 2015—a development M won’t hit until 2022. We’ll excuse you on the off chance that you’ve never known about Alpina. All things considered, the organization prides itself on eliteness, and that implies not offering a huge number of cars consistently. Be that as it may, you have to focus starting now and into the foreseeable future since (spoiler alarm) the Alpina B6 is a superior auto than the M6. Be that as it may, it took us testing them no holds barred to make sense of this.
THE CASE FOR M
Many years of car history have manufactured an unmistakable thought of what a M auto ought to be. M initially remained for Motorsport, so an auto wearing its identification will exchange some of BMW’s trademark comfort for execution. A M auto will have a high-revving motor, raise wheel drive, and prompt taking care of. It ought to have a manual transmission where conceivable, and if not, in any event no torque converter. It ought to be lightweight to cultivate deft taking care of, and despite the fact that its high cost will make it offer to each lawyer walking through Beverly Hills, it ought to feel most at home on a desolate mountain street.
The M6 is for the most part dedicated to that M formula. It has a seven-speed double grip transmission, raise wheel drive, and a generally high-revving V-8 with a cunning hybrid ventilation system, which reproduces the terminating request of a level plane-wrench V-8 to keep its two twin-scroll turbos on the bubble. Think about that trap as the turbo-time partner to one of M’s most seasoned trademarks: free throttle butterflies for every chamber.
The M6’s back subframe is inflexibly mounted to its body to hone raise hub reaction. Our M6 analyzer incorporated the Competition bundle, which additionally solidifies the M6’s as of now strong springs, dampers, and against move bars. It then substitutes considerably tauter suspension bushings and swaps in a directing rack with a speedier proportion than the general M car’s. It wears 20-inch wheels with forceful Pirelli P Zero tires, and it has discretionary carbon-clay brakes for included braking capacity.
As it were, think M with considerably more state of mind and less weight. Working together with other lightweighting (counting a carbon-fiber rooftop), the M6 tipped our scales at 4,397 pounds. That’d be a ton were it not for the 600 hyperactive steeds covering up under the scalloped hood.
As those numbers show, the M6 is a greatly quick auto—once the back tires connect. Then again, we ought to state, if the back tires connect. This is not guaranteed. At the point when this 4.4-liter V-8 went into creation, it was the most effective creation M motor ever, yet BMW gloated that the new era of turbo M autos would proceed with the BMW M convention of building a body that is speedier than the motor.
That is a heap of strength compost. With 600 horses attacking the back wheels, the M6 can scarcely move out of a parking space without breaking back wheel footing. Senior components editorial manager Jonny Lieberman kidded that the ceaselessly flickering footing control light in the M6 must attempt to streak out Ultimate Driving Machine in Morse code. Reality is, will probably get struck by lightning than dispatch a M6 appropriately from a stop.
Our master testing group, after much swearing, dissatisfaction, and tire smoke, dealt with a bursting 4.0-second hurried to 60 mph. Presently, the M6 shouted through the quarter-mile marker at 120.9 mph. Furthermore, it’s not only a straight-line entertainer, either. The huge BMW clung to the skidpad at 0.97 g, revolving around the figure eight in 24.3 seconds. Those are almost brandishes auto numbers.
THE CASE FOR ALPINA
Think about what auto produces comparative numbers? Yes, the other 600-hp Gran Coupe. The Alpina B6’s marginally less forceful Michelin Pilot Super Sport tires create a skosh less grasp (0.96 g), and accordingly, it requires an additional 0.2 second to round the figure eight.
Be that as it may, we should discuss increasing speed for a moment or two. On the other hand really for 3.3 seconds. That is to what extent it takes the all-wheel-drive Alpina B6 Gran Coupe to fling itself to 60 mph. It finishes this with no wheelspin and no ability required from the driver other than acquainting the correct pedal with the cover.
The B6’s quarter-mile execution (11.8 seconds at 116.6 mph) is amazing, yet the M6 is just four-tenths behind, and on the grounds that it’s voyaging 4.3 mph quicker, the M6 is making up for lost time rapidly. Surely, on the off chance that you line the two Gran Coupes up for a moving roadway speed race, the M6 will leave. That is a direct result of a few variables. Firstly, the Alpina V-8 doesn’t react as fast; its ventilation systems are of the customary assortment, and each of its turbos gets debilitate gasses through only one parchment. Furthermore, the B6 weighs 354 pounds more than the M6 to a limited extent because of that all-wheel-drive framework, which denies a portion of the power setting off to the ground. As does its torque-converter programmed, which likewise moves perceptibly less rapidly than the M6’s double grasp transmission.
Which is more valuable in this present reality: the capacity to out-quicken a city transport off the line or out-dragging a 600-hp car from 75 to 150 mph? Apologies, however we don’t have an expressway in America, so the fast stuff falls into the “boasting rights” classification. The Alpina’s tradeoffs are more fitting for this present reality.
That wouldn’t be the situation if the M6 weren’t totally and completely overpowered by its own energy. Yet, it is, and that is the place it’s kept down by the M-mark history, which directs that the M6 needs both back wheel drive and more power than other 6 Series Gran Coupe models.
The Alpina B6 isn’t saddled with any of that history. Notwithstanding this present reality in addition to of having four driven wheels, it profits by a variety of different tradeoffs that improve it a street auto. The B6’s ZF-sourced eight-speed torque-converter transmission is far smoother in regular driving than the M6’s cumbersome double grasp unit. Its using pressurized water helped directing is light and open, not at all like the M6, whose guiding was obviously tuned by showcasing individuals who feel that overwhelming means schporty. The M6’s three driver-selectable levels of force controlling help are equal to the framework being low on liquid, totally out of liquid, or, in its sportiest mode, out and out broken. A brutal judgment, however a genuine one.
The Alpina’s back subframe is secluded from the frame with bushings, and all things considered, its inhabitants encounter less street and effect commotion. In spite of the fact that it rides on the same-measure 20-inch wheels, the Alpina’s ride is significantly more supple than the M6’s. It drenches up knocks that have the M auto skipping and pogoing. In spite of the fact that its guiding proportion is far slower (18.7:1 versus 12.7:1), the Alpina setup offers better on-focus correspondence since it moves in your grasp the way great BMW controlling used to. The M6, by examination, is quiet on focus, permitting the auto to tramline to truck grooves, asphalt creases, and the gravitational draw of Neptune.
The tradeoff—there’s dependably a tradeoff—is that over eight-tenths, the Alpina’s front end goes delicate and gooey, where the M6’s is much more inflexible and exact. That is for the most part immaterial in light of the fact that should you approach the breaking point in the M6, you’ll incidentally press the quickening agent pedal four millimeters too far and end up in a slide. Undesirable power-on sideways capers are regular in the M6, and they happen rapidly.
The M6 even spooked Randy Pobst as he endeavored to set a quick lap around Willow Springs International Raceway. He continued on and could lap the M6 2.2 seconds quicker than the B6. Be that as it may, then Pobst did the incomprehensible: He favored the slower auto. Why? The M6’s hurried lap times come to the detriment of consistency. Pobst favored the B6’s dynamic disposition, even on the track.
There’s one place where the M6 is a reasonable champ. Its begin/stop framework is, because of the double grasp programmed, far smoother and less meddlesome than the Alpina’s. Yet, that is a forlorn win. By and large, the M6’s motorsport accentuation simply doesn’t work with an auto this heavy. In any event not and also how Alpina has designed its tradeoffs.
The Alpina is tuned for reality. An auto like the BMW 6 Series Gran Coupe is never going to be hustled, so its lap times don’t make a difference. What does make a difference is the experience. The Alpina B6 demonstrated that it’s the better 6 Series Gran Coupe in typical driving, in forceful byway driving, and even on the track.
|2016 BMW Alpina B6 xDrive Gran Coupe||2017 BMW M6 Gran Coupe (Competition Pkg)|
|DRIVETRAIN LAYOUT||Front-engine, AWD||Front-engine, RWD|
|ENGINE TYPE||Twin-turbo 90-deg V-8, alum block/heads||Twin-turbo 90-deg V-8, alum block/heads|
|VALVETRAIN||DOHC, 4 valves/cyl||DOHC, 4 valves/cyl|
|DISPLACEMENT||268.2 cu in/4,395 cc||268.2 cu in/4,395 cc|
|POWER (SAE NET)||600 hp @ 6,000 rpm||600 hp @ 6,250 rpm|
|TORQUE (SAE NET)||590 lb-ft @ 3,500 rpm||516 lb-ft @ 1,500 rpm|
|REDLINE||6,800 rpm||7,200 rpm|
|WEIGHT TO POWER||7.9 lb/hp||7.3 lb/hp|
|TRANSMISSION||8-speed automatic||7-speed twin-clutch auto.|
|SUSPENSION, FRONT; REAR||Control arms, coil springs, adj shocks, adj anti-roll bar; multi-link, coil springs, adj shocks, adj anti-roll bar||Control arms, coil springs, adj shocks, anti-roll bar; multi-link, coil springs, adj shocks, anti-roll bar|
|BRAKES, F; R||14.7-in vented disc; 14.6-in vented disc, ABS||16.1-in vented, drilled carbon-ceramic disc; 15.6-in vented drilled carbon-ceramic disc, ABS|
|WHEELS, F;R||8.5 x 20-in; 10.0 x 20-in, forged aluminum||9.5 x 20-in; 10.5 x 20-in, forged aluminum|
|TIRES, F;R||255/35ZR20 (97Y); 295/30ZR20 (101Y) Michelin Pilot Super Sport||265/35ZR20 (99Y); 295/30ZR20 (101Y) Michelin Pilot Super Sport|
|WHEELBASE||116.9 in||116.7 in|
|TRACK, F/R||62.8/63.9 in||64.2/63.5 in|
|LENGTH x WIDTH x HEIGHT||197.1 x 74.6 x 54.8 in||197.5 x 74.8 x 54.9 in|
|TURNING CIRCLE||39.4 ft||41.0 ft|
|CURB WEIGHT||4,751 lb||4,397 lb|
|WEIGHT DIST, F/R||53/47 %||52/48%|
|HEADROOM, F/R||40.1/37.0 in||40.6/37.0 in|
|LEGROOM, F/R||42.1/35.3 in||42.1/35.3 in|
|SHOULDER ROOM, F/R||56.7/54.6 in||56.7/54.6 in|
|CARGO VOLUME||13.0 cu ft||16.2 cu ft|