6 Series BMW 6-Series Gran Coupe First Drives/Reviews

[Deckhook]

I just can't imagine how BMW could justify charging considerably more for this over a plain-jane 5 Series. I mean look at it. It's borderline criminal imo.

Delete this post, it continuing the debate. (j/k)

Joking aside it is by far the best looking of all these so-called coupe/saloons. I wonder if they will ever offer it as a five seater?

P.S.
I actually decided against bring up the M5 so as not to dilute this debate even further but you are completely right, it's even harder to argue for the 640GC when it's a possible option.

 

[martinbo]

It's just my way of expressing my personal appreciation for the 6er GC in the Autolies review. Now stay on damn topic for the last time!!!

 

[K-A]

[image no longer available]gallery/auto-show-photos.asp?imageId=151537&galleryId=433

I just can't imagine how BMW could justify charging considerably more for this over a plain-jane 5 Series. I mean look at it. It's borderline criminal imo.

I dunno if it's the angle, but it looks weird proportionally there. I still prefer the 5-Series (until I get can a damn SIDE BY SIDE COMPARISON OF THEM BOTH IN REAL LIFE FINALLY!!!!).

 

[klier]

I dunno if it's the angle, but it looks weird proportionally there.

If weird means extremely good, then sure.

 

[K-A]

It's the front overhang and the greenhouse I'm not yet convinced about.

 

[tomazino]

The one and only real 4-door coupe:

 

[K-A]

I don't think there's such a thing as a "true 4 Door Coupe". Even the wheelbase isn't the modified 6-Series one, it's the exact 5-Series one.

Looks like a swoopy Sedan to me, as does the rest of those who follow M-B's coined schtick.

It looks beautiful in that picture, though. I don't know why but the car is very angle specific to me so far. I look forward to seeing it in person to truly start to gauge it.

 

[Betty Swollocks]

I don't think there's such a thing as a "true 4 Door Coupe".

Not that I believe all this marketing nonsense, but if there is one car which I think could be called a 4-door coupe it's the Aston Martin Rapide.

 

[K-A]

Actually I completely agree. I don't really like that car myself (what can I say, I like my Sedans to look like Sedans and my Coupe's to be really be Coupe's, not into the mating process as heavily as some others on this one), but it is truly a bespoke architecture, and one that seriously looks to be designed from the ground up as a "4 Door Coupe". The others, including the 6 GC, look like Sedan's, IMO.

 

[Guibo]

Rapide does look more coupe-like, but is based on VH architecture, isn't it?

As for overhangs, the 6er GC's is the same as that of the standard 6 coupe. So with a longer wheelbase, it should appear more balanced than the 6 coupe.

 

[Deckhook]

^And it does look more balanced.

 

[Zafiro]

 

[Centurion]

The last batch of images have me stunned. It's impressive how differently BMW have interpreted a four door coupe. To a certain extent I find this body shape to be the least gimmicky and more mature.

I like it.

 

[Human]

You’re not alone in thinking that a coupe is a two-door vehicle, but the niche-loving Germans have sought to reinvent the wheel once again. Jumping into the fray isBMW with their new 2013 640i Gran Coupe.

Is the horse out of the barn, or is the Bavarian auto company really on to something, with their latest entry to the segment? Hop in with us as we take a first drive in BMW’s latest niche-buster.
Don’t confuse this car with the disappointing 5-Series GT five-door crossover. The Gran Coupe is a completely different animal. The object is that if you squint enough when peering at the Gran Coupe, that the second set of doors will blend in to the point that they are invisible. As a segment, this group is also home to theAudi A7, Porsche Panamera and Mercedes–Benz CLS, the latter of which started the concept of a four-door coupe back in 2005.
New kid on the block
Not a new concept, the 640i Gran Coupe is what the brand calls a 4+1 seater. It’s just that we would not want to be that +1. Offered three variants, the new 6-Series Gran Coupe expands the 6-Series’ overall portfolio and will first hit the streets as the 640i seen here, with motivation coming from the TwinPower Turbo inline six-cylinder engine. Similar to the N55 engine found in the 335i, this mill produces 315 horsepower between 5,400-6,000 rpm and 330 lb-ft of torque between 1,400-5,400 rpm. BMW says to expect 0 to 60 times of 5.4-seconds and top speed is electronically governed to 155 mph.
The 650i Gran Coupe and 650i xDrive (all-wheel-drive) Gran Coupe will follow in late summer. Power for the 650i will come from an N63 4.4-liter Twin Turbo reverse-flow V8 that produces 445 horsepower between 5,500-6,400 rpm and 480 lb-ft of torque. The same engine, when used in the 650i xDrive will yield 400 horsepower between 5,500-6,400 rpm and 450 lb-ft of torque. They manage to tick off 0-60 times of 4.5 and 4.3-seconds, respectively.
All three flavors are mated to eight–speed automatic transmissions to maximize fuel economy at barely breathing revs. Extra efficiency comes by way of the BMW Efficient Dynamics protocol that utilizes brake energy regeneration, engine auto start-stop and on-demand operation of ancillary components such as air conditioning and electrical loads during the time you are driving versus idling. With the I-6, the firm estimates fuel economy to arrive at a respectable 20/30 mpg, with a 24 mpg average.
The 640i’s ride quality is decidedly sporty. Comprised of a double wishbone front suspension and a multi-link kit in the rear, it is also equipped with BMW’s dynamic damper control, which adapts to the road surfaces and driving styles of whoever is behind the wheel. We found through the control on the center console, that we could change the driving characteristics from Comfort to Comfort +, Sport and Sport+ modes with the flick of a switch. The engineers for Munich claim that the system works as quickly as 2.5 milliseconds.
The electrical power-assisted Servotronic speed–sensitive steering system offered typical BMW–style road feel that we have come to expect from this so-called ultimate driving machine. It was adept at handling California’s Highway 33 with its twisties and winding canyon roads as it was at handling the grooved pavement on Highway 101. For those seeking more, the Gran Coupe can be had with Integral Active Steering, which combines the front’s active steering system with a steerable rear setup at the back. The net result of this package shortens (or lengthens) the Gran Coupe’s wheelbase for better high-speed stability and slow speed parking maneuvers. Although our tester was not so-equipped, we have tried the identical system on current 6-Series vehicles and can attest that it works as advertised.
Looks matter
Although it’s obvious that the Gran Coupe and 6-Series share many identical parts, the one thing they don’t share is a wheelbase and overall length. The Gran Coupe has an overall measurement of 197.2-inches, which is 4.2-inches more than the standard two–door version. At the same time, the four–door has a wheelbase of 116.9-inches, which is 4.7-inches longer than its big brother. It also shares similar lower valances with those seen on the two-door version.
What do you get with all that extra room? Well, for starters, how about two additional doors? Within the new pair are two outboard seats that can comfortably handle a pair of adults. Sure, the addition of only one inch of headroom might feel claustrophobic to some, but it’s nothing like having to sit in the center position astride the transmission tunnel. That’s why we are content to call this car a four seater. Interesting little details abound, including the Gran Coupe logo that resides under the glass, just behind the trademark Hofmeister Kink.
The overall effect of the greenhouse is a successful execution of trompe l’oeil,which does, in-fact, impart the impression of a fastback two-door coupe. But that’s not to say that it has the same effect as seen, for example, on the Aston Martin Rapide or the Mercedes-Benz CLS. It’s not better or worse by any stretch of the imagination. Just different.
Coddling to do
Purchasers in this segment love to be coddled. To that end, the 640i Gran Sport does not disappoint. The driver’s side of the cabin starts off with an M–Sport equipped cockpit that includes a leather–wrapped three point steering wheel with alloy paddle shifters, an M–Sport dead pedal and customizable TFT LCD screen and head up display. Once again, we had difficulty seeing the head up display while wearing polarized sunglasses.
Fine wood veneers offer a contrast to the two–toned single needle stitched leather dash area with its 10.2-inch iDrive controller display.
On the comfort side, highly adjustable bolstered driving seats held us firmly in place while cutting the apexes on the twisty canyon roads of 33. The rear seats, while not as bolstered, did manage to supply a comfortable ride with sufficient legroom for your favorite backseat drivers. They are foldable in a 60:40 split. The two front seats feature integrated seatbelt retractors, just as those found on the seats of the 6-Series Coupe.
Motion sensors
Our introduction to the 640i Gran Coupe showed us a capable four-door sports car that truly did not need the added oomph of a big V8. The 315 horsepower and 330 lb-ft of twist from the three-liter TwinPower Turbo six-cyl is truly an impressive piece of motivating force. That becomes even more evident when you consider that it’s moving a 4,200 lbs. sled up and down varying degrees of road grade, through mountain passes and tightly-coiled switchbacks.
The Driving Dynamics Control offered the right type of stability and comfort for the drive at hand. The twists and turns on Pistachio Road call for a firm ride with lack of roll to help keep the four tires firmly planted. Able to help settle the car quicker, we were ready for the quick reverse that generally awaited us on the other side of a blind turn. Conversely, the comfort setting virtually made the expansion joints and grooved surfaces of the major highways disappear.
Those who think that only bigger is better – and have the wallet to back that up – can wait until the end of summer for the V8-powered 650i and 650i xDrive Gran Coupe models.
Leftlane’s bottom line
Definitely not a substitution for the 7-Series, BMW’s new four-door sports coupe offers a multitude of options for a driver to choose how he wants to control his vehicle.
From a quad that thinks it’s a deuce, to a sporting corner cutter, all the way to a debutante delivery vehicle, the new 640i Gran Coupe tries to span a wide variety of segments – and it mostly succeeds.
2012 BMW 640i Gran Coupe base price, $76,895.

 

[Guibo]

From Left Lane News, Tuesday, Jun 5th, 2012:

"The 640i’s ride quality is decidedly sporty. Comprised of a double wishbone front suspension and a multi-link kit in the rear, it is also equipped with BMW’s dynamic damper control, which adapts to the road surfaces and driving styles of whoever is behind the wheel. We found through the control on the center console, that we could change the driving characteristics from Comfort to Comfort +, Sport and Sport+ modes with the flick of a switch. The engineers for Munich claim that the system works as quickly as 2.5 milliseconds.
The electrical power-assisted Servotronic speed–sensitive steering system offered typical BMW–style road feel that we have come to expect from this so-called ultimate driving machine. It was adept at handling California’s Highway 33 with its twisties and winding canyon roads as it was at handling the grooved pavement on Highway 101.
Our introduction to the 640i Gran Coupe showed us a capable four-door sports car that truly did not need the added oomph of a big V8. The 315 horsepower and 330 lb-ft of twist from the three-liter TwinPower Turbo six-cyl is truly an impressive piece of motivating force. That becomes even more evident when you consider that it’s moving a 4,200 lbs. sled up and down varying degrees of road grade, through mountain passes and tightly-coiled switchbacks.
The Driving Dynamics Control offered the right type of stability and comfort for the drive at hand. The twists and turns on Pistachio Road call for a firm ride with lack of roll to help keep the four tires firmly planted. Able to help settle the car quicker, we were ready for the quick reverse that generally awaited us on the other side of a blind turn. Conversely, the comfort setting virtually made the expansion joints and grooved surfaces of the major highways disappear."

From various other sources

 

[330CIZHP]

2013 BMW 640i Gran Coupe Full Test
We Love Looking at It

3/5 stars

"Hey, that's a beautiful BMW. It's new, isn't it?" asks a man in a Pujols jersey getting out of a Range Rover.
"Yes, it's a 2013 BMW 640i Gran Coupe. Goes on sale in a few weeks."
"Looks great," he says before taking his wife's hand as they stroll toward Angel Stadium. Fifty feet later, we hear him say, "Honey, look, that's the Porsche I was telling you about — the Panorama."
No way he said that. Oh, but he did. So he's a bit confused about Porsche's big-buck sedan, but he's right about the new 640i Gran Coupe, though. It's a looker. And it has been a long time since any Bimmer was straight-up gorgeous.
We're relieved he didn't ask how it drives, though. There's no easy answer to that, and we'd have felt bad if he missed the first pitch.

This Isn't an Ultimate Driving Machine?
Ordinarily, we enjoy talking BMW minutiae with strangers. There's always plenty to talk about, given that the cars have a knack for turning the most depressing commute into an adventure. You never forget their inline six-cylinder engines' relentless drive toward redline, nor the wonderful sounds they make. And you instinctively know there's something different and good about the way your Bimmer steers even when you're only parking at a Starbucks.


But the case for the 2013 BMW 640i Gran Coupe isn't so clear-cut. It's the entry-level, six-cylinder model in the new four-door 6 Series family. Come late August, it'll be joined by the V8-powered 650i Gran Coupe in both rear-drive ($86,395) and all-wheel-drive ($90,395) versions. A month later, the M6 Gran Coupe will debut in Paris.
The 2013 BMW 640i Gran Coupe uses a direct-injected 3.0-liter inline six-cylinder with a single twin-scroll turbocharger. Designated N55HP, this engine is rated at 315 horsepower at 5,800 rpm and 330 pound-feet of torque, which comes together at 1,400 rpm and sticks around until 4,500 rpm.
We like the 300-hp version of this engine in the 535i, but even with the bump in power, it doesn't feel as potent in the Gran Coupe, which weighs over 200 pounds more. Our 640i also has the sluggish throttle response we've complained about in other six- and eight-cylinder BMWs with an automatic transmission. Switching to Sport mode in the Driving Dynamics Control menu hastens its responses in city traffic but still can't simulate enough low-end grunt to make it feel truly quick.

When you do the math, you out yourself as a member of the 99 percent.​

The midrange is more exciting, and if you have the patience to shift the eight-speed automatic manually, the turbo inline-6 sounds sweet approaching 7,000 rpm. Under part-throttle inputs in traffic, though, the engine note is industrial and uninspired. Start-stop is standard on the Gran Coupe, and although the prospect of saving fuel warms the heart, this system is more abrupt than we like so it gets annoying in stop-and-go traffic. Fortunately, you can disable this feature.
Acceleration numbers are unremarkable, as the 2013 BMW 640i Gran Coupe takes 5.7 seconds to reach 60 mph (5.4 seconds with 1 foot of rollout as on a drag strip) and 14.2 seconds at 95.0 mph for the quarter-mile. That's no better than a 535i, which carries a $23,500 lower base price. The Audi A7 beats it, too (5.4-second 0-60 time, 13.6-second quarter-mile at 101.7 mph), and so will the Mercedes-Benz CLS550, which has a twin-turbo V8 and still costs less ($72,175). The V6-equipped Porsche Panamera is a hair slower to 60 but prevails in the quarter-mile (14 seconds flat at 98.4 mph).

No Small Thing
Then again, BMW didn't build the 640i Gran Coupe so you could win stoplight drag races. We pretend not to hear the come-ons from a black Corvette. Seriously, guy, it's 2 a.m. and there's always an officer waiting behind that 7-Eleven.
Instead, this is a GT in its most elegant form. It's also as Gran as they come in its physical dimensions, with a 4.5-inch-longer wheelbase than a normal BMW 6 Series coupe (same wheelbase as a 5 Series, actually) and an overall length of 197.2 inches (4.4 more than the two-door). Width is unchanged, but the Gran Coupe is nearly an inch taller. Ah, so that's why we can sit in back without complaining; BMW claims almost 5 more inches of rear legroom compared to the 6 Series coupe and over an inch more headroom.

The four-door 2013 BMW 640i Gran Coupe is also longer and heavier than the A7, CLS550 and any version of the Panamera, save for the hybrid. Yet it's not nearly the handful (eh, armful?) that it should be in the Malibu canyons, even on the narrowest of roads. At a moderate pace, the king-size 6 Series shrinks around you and has you believing you're driving something a bit smaller — at least until you have to steer around fallen rocks. Braking performance is outstanding, with good pedal feel and a best 60-mph-to-0 stop of 110 feet.
Is Anybody Listening?
The brake pedal is the only real open line of communication with the car, because the other channels are clogged with static from a vast array of chassis technology.
Adaptive dampers are standard, and our car has optional adaptive antiroll bars (Active Roll Stabilization, $2,500) and Integral Active Steering ($1,750), which adds rear-wheel steering capability to the conventional electric power steering setup. The idea is to enhance maneuverability in tight spaces and make the car feel more stable in high-speed sweepers, but we have yet to experience a four-wheel steering system that actually improves the way a car feels from the driver seat.
It's a disappointment in the 2013 BMW 640i Gran Coupe, which lacks both steering feel and precision, as you and the car are continually trying to override each other's inputs. We can quantify our disappointment, too. The six-cylinder Gran Coupe goes through the slalom at just 64.9 mph. That's more than a half-second slower than a larger 740i sedan (without the four-wheel steering option) we tested. The A7, which also doesn't have great steering, is good for 65.3 mph, while the Panamera is some kind of alien at 68.4 mph.
"Every cone was its own event, requiring constant adjustments on my part," says Chief Road Test Editor Chris Walton. Translation: not fun.
It's a similar story on the skid pad. Even though this 2013 BMW 640i Gran Coupe has stickier Dunlop Sport Maxx GT summer tires (sized 245/35R20 front and 275/30R20 rear) than the 740i test car, its odd steering and funky throttle calibration hold it back — 0.87g vs. 0.90g for the six-cylinder 7 Series sedan.

Nice Place if You Can Afford It
Even as we complain, the 6 Series Gran Coupe does some pretty amazing things. Its 20-inch run-flat tires have tiny sidewalls, yet the big sedan still provides an exceptionally compliant ride with none of the impact harshness you get in the 7 Series. And although the eight-speed automatic upshifts early to keep mpg in the 20s (we got 19.9 mpg over 450 miles), it shifts quickly when you're running hard and gives you tidy, rev-matched downshifts every time.

Inside, the cockpit has a life to it that's lacking in the 3, 5 and 7 Series cabins, which are like business suits cut to different sizes. The center console flows so naturally out of the dash that you won't be able to stop yourself from checking off the extended leather option ($3,000) to complete the effect. Materials quality is superb, as it must be for this price. However, the plastic shift paddles are an unwelcome surprise, especially since we have metal ones in our long-term Jeep Grand Cherokee SRT8.
Further, it's hard to imagine this car with a lesser grade of leather than this $3,000 Ivory White napa stuff, and we feel we shouldn't have to pay extra to get ventilation and massage capability for the front seats ($3,600), unless that option also includes a weekly visit from a human masseuse.

Don't Try To Rationalize
Of course, when you start doing the math, you out yourself as a member of the 99 percent. The target buyer for the 2013 BMW 640i Gran Coupe will not likely care that the Audi A7 is so much cheaper. Nor will they worry that even with a full plate of options, the Mercedes-Benz CLS550 is still cheaper than this six-cylinder BMW's six-figure price tag.
The four-door BMW 6 Series is a beautiful car for sure. And the reason to buy one this month is not because you think you won't be able to afford the 650i version, but because you simply can't wait a whole summer to put something this striking in your garage.
We're hopeless plebeians, though, so we advise waiting until BMW puts more engine in this car and retunes the chassis underneath it to make it feel as good as it looks.
The manufacturer provided Edmunds this vehicle for the purposes of evaluation.



Speed Read
Vehicle Tested:


2013 BMW 640i Gran Coupe
Base Price:
$76,895
Price as Tested:
$103,245
Engine:
Turbocharged, direct-injected, 3.0-liter inline six-cylinder
Gearbox:
Eight-speed automatic
Power:
315 hp @ 5,800 rpm, 330 lb-ft @ 1,400 rpm
0-60 mph:
5.7 seconds
Fuel Mileage:
20 city/30 highway/24 combined mpg (estimated)
What Works:
Gorgeous design; strong brakes; drives like a smaller car on twisty back roads.
What Needs Work:
Lazy throttle response; optional active steering complicates the act of steering the car; more expensive than its direct competitors.
Bottom Line:
This is the best-looking BMW in years. On the road, though, the 640i Gran Coupe is all brains and no heart, with overbearing electronics and so-so engine performance.
Tags
2013 BMW 6 SeriesBMWfull testsluxury sedansroad testssedans
Specs & Performance
Vehicle
Year Make Model 2013 BMW 6 Series Gran Coupe 640i 4dr Sedan (3.0L 6cyl Turbo 8A)
Vehicle Type RWD 4dr 5-passenger Sedan
Base MSRP $76,895
Options on test vehicle Imola Red Paint, M Sport Package ($4,200 -- includes 19-by-8.5-inch front and 19-by-9-inch double-spoke (style 351M) alloy wheels with 245/40R19 front and 275/35R19 rear run-flat performance tires; increased top speed limiter; M steering wheel; aerodynamic kit), Driver Assistance Package ($3,700 -- includes head-up display; Active Blind Spot Detection; side and top view cameras; lane departure warning; Parking Assistant), Luxury Seating Package ($3,600 -- includes power rear window sunshade with rear manual side window shades; active head restraints for the front seats; active front seats that periodically, alternately raise and lower the left and right halves of each front seat cushion; front ventilated seats; front-passenger seat memory; four-zone automatic climate control), Ivory White Napa Leather Upholstery ($3,000), Instrument Panel With Leather Finish ($3,000), Active Roll Stabilization/Adaptive Drive ($2,500), Full LED Lights ($1,900), Integral Active Steering ($1,750), 20-Inch Double-Spoke Wheels ($1,300 -- 20-by-8.5-inch front and 20-by-9-inch rear double-spoke (style 373M) alloy wheels with 245/35R20 front and 275/30R20 rear run-flat performance tires), Ceramic Controls ($650 -- includes black-glazed finish on iDrive controller and other controls), Heated Front Seats ($500), BMW Apps ($250)
As-tested MSRP $103,245
Assembly location Dingolfing, Germany
Drivetrain
Configuration Longitudinal, front-engine, rear-wheel drive
Engine type Turbocharged, direct-injected, inline-6, gasoline with auto-stop/start
Displacement (cc/cu-in) 2,979/182
Block/head material Aluminum/aluminum
Valvetrain DOHC, 4 valves per cylinder, variable intake- and exhaust-valve timing, variable intake valve lift
Compression ratio (x:1) 10.2
Redline, indicated (rpm) 7,000
Horsepower (hp @ rpm) 315 @ 5,800
Torque (lb-ft @ rpm) 330 @ 1,400
Fuel type Premium unleaded (required)
Transmission type Eight-speed automatic with console shifter and steering-wheel-mounted paddles
Transmission ratios (x:1) I = 4.71, II = 3.14, III = 2.11, IV = 1.667, V = 1.28, VI = 1.00, VII = 0.84, VIII = 0.67, R = 3.29
Final-drive ratio (x:1) 3.23
Differential(s) Open rear differential
Chassis
Suspension, front Independent double wishbones; coil springs; driver-adjustable three-mode variable dampers; self-adjusting, active stabilizer bar
Suspension, rear Independent multilink; coil springs; driver-adjustable three-mode variable dampers; self-adjusting active stabilizer bar
Steering type Electric-assist, speed-proportional rack-and-pinion power steering with optional active rear steer
Steering ratio (x:1) 17.2
Turning circle (ft.) 39.2
Tire make and model Dunlop SP Sport Maxx GT DSST
Tire type Summer run-flat
Tire size, front 245/35R20 95Y (treadwear rating: 240)
Tire size, rear 275/30R20 97Y (treadwear rating: 240)
Wheel size, front 20-by-8.5 inches
Wheel size, rear 20-by-9 inches
Wheel material Forged aluminum alloy
Brakes, front Ventilated disc with single-piston sliding caliper
Brakes, rear Ventilated disc with single-piston sliding caliper
Track Test Results
Acceleration, 0-30 mph (sec.) 2.1
0-45 mph (sec.) 3.6
0-60 mph (sec.) 5.7
0-60 with 1 foot of rollout (sec.) 5.4
0-75 mph (sec.) 8.6
1/4-mile (sec. @ mph) 14.2 @ 95.0
0-30 mph, trac ON (sec.) 2.6
0-45 mph, trac ON (sec.) 4.2
0-60 mph, trac ON (sec.) 6.3
0-60, trac ON with 1 foot of rollout (sec.) 5.8
0-75 mph, trac ON (sec.) 8.9
1/4-mile, trac ON (sec. @ mph) 14.4 @ 97.3
Braking, 30-0 mph (ft.) 27
60-0 mph (ft.) 110
Slalom, 6 x 100 ft. (mph) 64.9
Slalom, 6 x 100 ft. (mph) ESC ON 64.4
Skid pad, 200-ft. diameter (lateral g) 0.87
Skid pad, 200-ft. diameter (lateral g) ESC ON 0.86
Sound level @ idle (dB) 39.6
@ Full throttle (dB) 75.3
@ 70 mph cruise (dB) 60.2
Engine speed @ 70 mph (rpm) 1,850
Test Driver Ratings & Comments
Acceleration comments Perhaps it's the size/mass of the Gran Coupe, but this is the first time I've felt like this otherwise potent engine wasn't up to the task. Brilliant in a 3, adequate in a 5, but it feels sluggish off the line in this car and the feeling of real power/torque arrives in the midrange. Seems to resist pedal overlap unlike previous BMWs. Dunno why. Also, I couldn't manage to get any wheelspin at all with Trac off. Not a bad performance, but not what I'd call a thrilling one, either. Upshifts click off like clockwork and darned close to 100 mph in the quarter-mile.
Braking comments The very definition of fade-free brakes, holding steady between 110-111 feet for five consecutive stops. Straight as an arrow and it mattered not which Drive mode was selected; same distance, just varied amounts of dive. Very good brakes.
Handling comments Skid pad: With ESC off, I found it difficult to maintain a steady line with the engine boost surging, lazy throttle response, and the unintuitive, disconnected steering. Plenty of grip, but no poise or ability to balance it on the edge. With ESC on, it was much happier and tracked true to steering input with the system using minor throttle adjustments to correct course. Slalom: Good initial steering response, but a thoroughly uncharacteristic BMW experience thereafter. Active suspension keeps the car unnervingly flat, the steering response was not linear or anything close to intuitive, and I never felt as if I knew what would happen cone-to-cone, much less run-to-run. Every cone was its own event, requiring "Active Learning" on my part. I had a hard time not hitting cones. BMWs have historically felt like an extension of my will, but no more. So sad for this day. This is a good 8/10ths car that falls to pieces at 10/10ths.
Testing Conditions
Test date 5/30/2012
Test location California Speedway
Elevation (ft.) 1,121
Temperature (°F) 77.3
Relative humidity (%) 31.1
Barometric pressure (in. Hg) 28.74
Wind (mph, direction) 1.6 head/cross
Odometer (mi.) 2,230
Fuel used for test 91-octane gasoline
As-tested tire pressures, f/r (psi) 36/41
Fuel Consumption
EPA fuel economy (mpg) 20 city/30 highway/24 combined (estimated)
Edmunds observed (mpg) 19.9 over 452 miles
Fuel tank capacity (U.S. gal.) 18.5
Audio and Advanced Technology
Stereo description AM/FM/satellite radio with HD receiver, MP3-compatible CD drive, 12 speakers
iPod/digital media compatibility Standard auxiliary input, optional USB, optional BMW Apps provides smartphone integration
Satellite radio Optional
Bluetooth phone connectivity Standard
Navigation system Standard
Telematics (OnStar, etc.) Standard (BMW Assist)
Smart entry/Start Standard
Parking aids Standard sonar; optional back-up camera and automated parking system
Blind-spot detection Optional (equipped)
Adaptive cruise control Optional (not equipped)
Lane-departure monitoring Optional (equipped)
Night Vision Optional (not equipped)
Driver coaching display Standard
Dimensions & Capacities
Curb weight, mfr. claim (lbs.) 4,191
Curb weight, as tested (lbs.) 4,292
Weight distribution, as tested, f/r (%) 50.6/49.4
Length (in.) 197.2
Width (in.) 74.6
Height (in.) 54.8
Wheelbase (in.) 116.9
Track, front (in.) 63.0
Track, rear (in.) 65.6
Legroom, front (in.) 42.1
Legroom, rear (in.) 35.3
Headroom, front (in.) 40.6
Headroom, rear (in.) 37.0
Shoulder room, front (in.) 56.7
Shoulder room, rear (in.) 54.6
Seating capacity 5
Trunk volume (cu-ft) 13.0
Warranty
Bumper-to-bumper 4 years/50,000 miles
Powertrain 4 years/50,000 miles
Corrosion 12 years/Unlimited miles
Roadside assistance 4 years/Unlimited miles
Free scheduled maintenance 4 years/50,000 miles

 

[K-A]

"And it has been a long time since any Bimmer was straight-up gorgeous."

I just don't get how they can act so oblivious to the fact that it looks like a 6 Coupe with 2 extra doors on it. Maybe there's a presence in person that I'm not getting via pics from it that the 2-door lacks.

Incredible that this "4 door Coupe" can have 40.6" of frontal headroom, defying the laws of "4 door Coupe" that the pathetically headroom-engineered CLS suffers from, along with the VW CC, etc. This thing is just as sleek as a CLS if not more, yet M-B gives the CLS a terrible 36.9" of frontal headroom. Props to BMW for that. You can't even fit in a CLS as a DRIVER unless you're under 6'2, and that's being generous.

 

[Monteverdi]

"And it has been a long time since any Bimmer was straight-up gorgeous."

I just don't get how they can act so oblivious to the fact that it looks like a 6 Coupe with 2 extra doors on it. Maybe there's a presence in person that I'm not getting via pics from it that the 2-door lacks.

Incredible that this "4 door Coupe" can have 40.6" of frontal headroom, defying the laws of "4 door Coupe" that the pathetically headroom-engineered CLS suffers from, along with the VW CC, etc. This thing is just as sleek as a CLS if not more, yet M-B gives the CLS a terrible 36.9" of frontal headroom. Props to BMW for that. You can't even fit in a CLS as a DRIVER unless you're under 6'2, and that's being generous.

Its nice to be 5'5 afterall. Not a chance I wouldnt be able to fit into any car.

 

[EnI]

2013 BMW 640i Gran Coupe Full Test
We Love Looking at It

3/5 stars

The star rating relates to the article (rated by readers) not to the car tested!!!!

 

[EnI]