While outgunning some of the world’s best sports cars in terms of performance, the 2008 BMW M6 simultaneously seats four, is comfortable enough for daily use and boasts a price tag much lower than its rivals.

Pros

Relative bargain for exotic car performance, F1 wail from V10, versatile suspension, outstanding brakes, elegant cockpit, road-trip-worthy seats, spacious trunk.

Cons

The iDrive system can still be cumbersome, performance of SMG transmission is lackluster and inconsistent in automatic mode, ungainly styling details.

What’s New for 2008

The 2008 BMW M6 receives minor updates in the form of revised headlights and taillights and a new look for the integrated rear spoiler and brake light. Other changes include a memory system for the iDrive electronics interface, active head restraints and a few new options that include a heated steering wheel and automatic high-beam control.

Introduction

Consider this: zero to 60 in 4.6 seconds, a 12.8-second quarter-mile and handling that’s as confident as Randy Moss slicing through the Miami Dolphins secondary. While we could be describing an exotic two-seater with a low-slung, scrape-prone chin and a cramped cockpit, we are in fact describing the impressive credentials of the 2008 BMW M6, a four-passenger grand touring coupe that just happens to perform like a dedicated sports car.

As car buffs know, an M before the series number stands for “Motorsport,” denoting the ultra-high-performance version of a given Bimmer. And in this case, the M6 is based on BMW’s 6 Series coupe and convertible. The M6 offers its thrilling performance by way of a 500-horsepower V10 engine coupled to an automated clutch and sequentially shifted manual gearbox. In addition to the tire-smoking powertrain, springing for the M also gets you a sport-tuned suspension, upgraded wheels and tires, more powerful brakes and specialized styling tweaks.

Although it’s related to the M5 sport sedan, the M6 weighs 100 pounds less than the M5 thanks to weight-saving measures like a carbon-fiber roof panel. Those obsessed with power-to-weight ratios should know that choosing the drop-top version of the M6 means a curb weight 500 pounds greater than the coupe. We doubt, however, that most folks would mind giving up a few 10ths in acceleration for the joy of top-down motoring (which also allows one to revel in the Formula 1-like wail of the V10).

Make no mistake, the 2008 BMW M6 is not just a one-dimensional straight-line rocket. An electronically adjustable suspension, a 50/50 weight balance between the front and rear axles and BMW’s trademark ultra-communicative steering make the M6 a great dance partner on empty back roads. Of course, this is still a big coupe, and those wanting a razor-sharp handling experience will be a bit disappointed, but the M6 does counter by being very livable. Set the adaptive suspension to Comfort mode, and the M6 will function perfectly well as a daily driver.

In the high-performance four-passenger coupe and convertible market, few rivals can match the M6, especially when price is considered. Indeed, at about $100,000, nothing can touch the M6 in terms of all-out performance and four-seat capability. For that same kind of dough, you might consider a Jaguar XKR, Maserati GranTurismo or Mercedes-Benz CL550. All are highly desirable, of course, but the BMW stands tall in terms of maximum performance. Of course, one could also consider the CL63 AMG or exotics like the Aston Martin DB9 or Bentley Continental GT/GTC. But their higher prices only reinforce the M6’s impressive value. For the buyer who wants a true four-passenger grand touring car that also delivers staggering performance, the M6 certainly earns the title of ultimate driving machine.

Body Styles, Trim Levels, and Options

The 2008 BMW M6 is available in four-passenger coupe and convertible body styles. An ultra-high-performance version of BMW’s 6 Series, the M6 has (in addition to the V10 engine and more sporting suspension tuning) specific features that include 19-inch double-spoke wheels, a carbon-fiber roof (coupe only) and a body kit with an aggressive front airdam, side sill extensions and a rear diffuser.

The cockpit features leather-upholstered sport seats with multiple power adjustments (12-way coupe, 14-way convertible) and a fat-rimmed M sport steering wheel. Of course, all the expected luxury features are standard, including adaptive xenon headlights, dual-zone automatic climate control, heated seats, Bluetooth, a navigation system with real-time traffic updates, and a 13-speaker Harman Kardon Logic 7 audio system.

Among the handful of options are a head-up display, keyless ignition/entry, satellite radio, high-definition (HD) AM/FM radio and leather added to the dash and console. Walnut wood trim is standard in the M6, but olive ash wood and carbon-fiber trim are also available.

Powertrains and Performance

A 5.0-liter V10 powers the 2008 BMW M6. Output is impressive at 500 hp and 383 pound-feet of torque. Infinitely variable valve timing and a separate throttle butterfly for each cylinder contribute to the V10’s broad power spread that only grows more insistent as it rushes toward its 8,250-rpm redline.

The sole transmission offering is a seven-speed sequential manual gearbox (SMG) that offers manual (via the paddles behind the wheel or the console-mounted shifter) or automatic operation. Worked manually, the SMG is fantastic, blipping the throttle expertly before ultra-fast downshifts and upshifting with lag-free rapidity. In automatic mode, however, the SMG is considerably less satisfying due to its lackluster and sometimes quirky responses in low-speed traffic situations. Fortunately, the driver can set preferred throttle and transmission settings via the iDrive control interface.

Acceleration is exceptionally quick — we’ve timed the M6 coupe at just 4.6 seconds for the 0-60-mph sprint, with the quarter-mile taking just 12.8 seconds. The heavier convertible is just a few 10ths off those numbers, according to BMW. A clean launch requires delicate footwork — it’s all too easy to send the massive rear tires up in smoke. Top speed is electronically limited to 155 mph on both cars.

Safety

Standard safety features include stability control (which features a high-performance “M” mode that gives the expert driver more leeway), traction control, antilock brakes, front-seat side airbags, side curtain airbags (coupe only), a rollover protection system (convertible only), and front and rear parking sensors.

Interior Design and Special Features

A refreshingly uncluttered dash and console feature simple climate controls and handsome wood trim. Yes, there is iDrive, BMW’s oft-criticized multifunction controller, and although it can be frustrating to use, it’s worth the effort to get acquainted with it in the M6. The coveted “P500 Sport” mode (which gives you access to all 500 hp and maximum throttle response) is only accessible via the iDrive system’s MDrive menu.

Multi-adjustable sport seats feature aggressive side bolsters to hold the driver and passenger in place during spirited runs through the corners and, along with a power tilt-and-telescoping steering wheel, allow drivers of all sizes to get comfortable in the cockpit. Although the two rear seats don’t offer a lot of legroom for taller folks, they’re certainly usable on short trips. Trunk capacity is 13.0 cubic feet in the coupe and a still healthy 12.4 in the convertible (10.6 with the top down).

For more Interior Features information, see our Specifications page.

Driving Impressions
Hammer the throttle in a 2008 BMW M6 and the car bolts forward, thanks to the quick-revving V10 and likewise rapid (under manual control) electrohydraulic shifts furnished by the SMG gearbox. But straight-line acceleration is just one facet of the BMW M6’s sporting personality. When you switch off the stability control (dubbed “DSC”), it’s completely off. Thusly configured, a skilled driver can drift the finely balanced M6 with aplomb, as the responsive steering lets you know exactly what’s going on under the front tires when you’re hustling the big coupe (or convertible) along.

Yet all this performance potential doesn’t mean the M6 is hard to live with on a day-to-day basis. The high-performance Bimmer’s well-sorted and adjustable suspension keeps the car flat through the corners while also providing enough ride comfort for long road trips and the weekday grind.

What does the “F” in the name of this new four-door, 416-horse velocityraptor from Lexus stand for? Company boss Jim Farley doesn’t much care. “Maybe ‘Fuji,’ our racetrack,” he says (the F logo is shaped like Turn One). “Or ‘Circle-F’ [the original code name for Lexus Division]. Or ‘Flagship.’”

Allow us to offer a suggestion, Jim: “Fenomenal.”

Based on the platform that underpins the IS 250 and IS 350 sport sedans, the IS F is a carbon-spewing, tire-vaporizing mutant, the gentrified Lexus family’s black sheep (and you know how much fun black sheep can be). Given Lexus’s carefully cultivated reputation for civility, the rip-snorting IS F shouldn’t even be here. And yet, by sheer force of will (see sidebar), it is. Lucky us.

For sure, nothing else in the Lexus stable has the IS F’s street-bruiser look. Two inches wider up front than the IS 350, the F also sports a larger grille (improved engine cooling), fat brake ducts in the front air dam, 19-inch, dark-gray BBS forged-alloy wheels, quad tailpipes in a dual stacked array, and a pronounced hood bulge that hints of something menacing lurking underneath.

It’s in there. The engine, based on the direct-injection 5.0-liter V-8 that serves in the LS 600hL, was codeveloped by Yamaha; it’s upgraded with new high-flow heads, hollow cams, a head-scavenge oil pump (to help maintain even lubrication during high-g loads), titanium intake valves, a dual-inlet air intake (the second intake opens at 3600 rpm for enhanced high-rpm breathing), and other performance goodies. The net result is 416 horsepower at 6600 rpm and 371 pound-feet of torque at 5200.

The IS F doesn’t offer a manual transmission–and nobody’s going to complain. Instead, standard is an eight-speed automatic with manual mode and paddle shifters. While the transmission uses a conventional torque converter in first gear, in manual mode the lock-up clutch remains engaged from second through eighth, directly connecting the engine’s output to the rear wheels (lift off the gas, and the engine compression is immediate, as with a conventional manual transmission). Adding to the “manual” feel is ultra-fast shifting; Lexus claims the tranny can change gears in just 100 milliseconds–as quick as the Ferrari F430’s F1 box.

From the company that’s synonymous with a cloudlike ride comes a suspension that’s as cushy as a manhole cover. Front spring and shock rates are up 90 percent; the rear rates have climbed 50 percent. Larger anti-roll bars front and back minimize body roll even more, as does a ride height lowered about an inch. Inside the huge forged-alloy wheels (said to be 40 percent lighter than cast-aluminum wheels of the same size) lie six-piston Brembo brakes up front (the vented and drilled discs are an inch larger than the IS 350’s) and two-piston vented and drilled Brembo rotors (up 1.4 inches) at the rear.

If by now you think Lexus has forgotten everything it knows about coddling its buyers, the cockpit will immediately put your mind at ease. It’s a racy place–shift paddles behind the wheel, four deeply bolstered sport bucket seats, oil-temp gauge, aluminized composite trim–yet it’s still very Lexus. All the typical amenities are standard or available, including heated seats, navigation, Mark Levinson surround-sound audio, and radar-guided cruise. Our tester also featured the optional (and gorgeous) high-contrast interior, with dramatic white-on-black leather.

Acknowledging that their new IS F offers higher-performance limits than any public road can handle, the Lexus team unveiled their new black sheep at Laguna Seca racetrack. There, it took about, oh, two or three turns to realize the Nrburgring-tuned IS F is going to make serious trouble for the likes of the new BMW M3, the Audi RS4, and the Mercedes C63 AMG. The car is, quite simply, a monster: Acceleration is brutal, the brakes are wicked-strong, and handling grip is immense (a Sport mode for Lexus’s VDIM stability-control system increases steering weight, boosts throttle response, and allows the tail to step out usefully before the electronics step in; Lexus says Sport produces faster lap times than switching off the system altogether). You could easily convince yourself you’re driving a track car. The engine note completes the illusion. Given that Toyota runs its own F1 team, you expect the V-8 to scream like Jarno Trulli’s single-seater. Wrong series. Instead, the IS F bellows like a Nextel Cup Toyota Camry (redline is a relatively low 6800 rpm).

The Land Rover Range Rover Sport is a premium SUV that represents a shift in focus for this SUV-oriented luxury brand. While traditional Land Rover models have combined unbeatable off-road performance with the amenities of a luxury sedan, the Range Rover Sport represents Land Rover’s first entry into the burgeoning high-performance SUV arena. It is designed to offer sporty road manners and traditional Land Rover luxury without completely sacrificing the go-anywhere abilities of other Land Rover models.

Despite its name, the Land Rover Range Rover Sport is actually a modified and shortened version of the Land Rover LR3. As such, the Sport is the smallest and most nimble SUV in the company’s lineup. Overall, it is an enjoyable and luxurious vehicle to drive as well as look at. Shoppers seriously interested in getting maximum on-road performance out of an SUV would probably be better served by a few of this Land Rover’s competitors, however, as they are able to deliver better acceleration and handling.

Current Land Rover Range Rover Sport

The Range Rover Sport is offered in two trim levels. The HSE is equipped with a 4.4-liter V8 that develops 300 horsepower and 315 pound-feet of torque. The Supercharged model is equipped with a 4.2-liter V8 that, logically, employs a supercharger to produce 390 hp and 410 lb-ft of torque. However, the relatively high curb weights put a damper on performance and fuel economy for both models. Both engines are backed by a six-speed automatic transmission that offers three modes: automatic, sport and CommandShift (manual mode).

Handling performance is a definite step up from other Land Rover models. The Range Rover Sport is the first Land Rover to offer the company’s Dynamic Response suspension system, which is standard on the Supercharged model and optional on the HSE. Land Rover says that this computer-controlled system senses cornering forces and automatically adjusts the antiroll bars to optimize body control and handling. Dynamic Response works as advertised, giving the Range Rover Sport a more agile feeling when the roads get twisty, as compared to previous Land Rovers.

Off road performance is still within the Range Rover Sport’s repertoire as well. A permanent four-wheel-drive system with a two-speed transfer case is standard, and features an electronically controlled, infinitely variable locking center differential that automatically distributes the available torque to both drive axles as needed. Additionally, the Range Rover Sport’s Terrain Response System assures that the driver will be up to nearly any off-road task. It offers five different settings that adjust throttle response, gearchanges, vehicle ride height and the differentials to optimize mobility in varying environments, ranging from pavement to sand.

Land Rover is also synonymous with luxury, which doesn’t take a backseat in the Range Rover Sport. Just about any premium feature that you will find on most luxury sedans, or any of its luxury SUV competitors, is available on the Range Rover Sport. The same holds true for safety items, with the usual complement of airbags and electronic crash-prevention aids.

Past Land Rover Range Rover Sport Models

The Range Rover Sport debuted for the 2006 model year and is still in its first generation. No significant changes have occurred since.