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BMW M6 Competition against Jaguar F-Type R AWD and Nissan GT-R Track Edition

Hans-Dieter Seufert
BMW M6, Jaguar F-Type, Nissan GT-R
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As a specialist journalist, you would have to refuse to write reports about 'tanks'. Remove all vehicles from your magazine that weigh more than 1,200 kilos. 'The freshly received letter from Andreas Kunz fits the current comparison test like the proverbial fist on the eye. However, we think a boycott of the three' one-point eight-tonne 'Nissan GT-R, J aguar F-Type R AWD Coupé and BMW M6 is not the solution, but a strong opposition to the weight gain of sporty vehicles.

Accordingly, the BMW M6 meets the greatest criticism first. At 1,894 kilos, the BMW Coupé leads the inglorious hit list ahead of Jaguar (1,823 kilos) and Nissan (1,775 kilos). Our database reveals further frightening details. The current BMW M6 weighs 133 kilos more than the M6 ​​Coupé of the E63 predecessor (Supertest sport auto 12/2005).

No matter how often the press release can open doors and engines Praise the hood made of aluminum or the roof made of carbon fiber reinforced plastic - in terms of weight, something is going in the wrong direction, already in the development of the basic 6 Series.

Let's give it a chance anyway, the BMW M6, the in the matt finish 'Frozen Brilliant White metallic' and black 20-inch wheels of the type 'Double Spoke 601 M' not only looks as sharp as a rat, but also becomes the strongest series M6 thanks to the new competition package. While the previous competition package increased the standard output from 560 to 575, the well-known 4.4-liter V8 biturbo now competes with 600 hp thanks to the 9,500 euro factory performance kit.

Start button of the BMW Press M6 and a dark rumble follows. The turbo engine impresses more than with its sound, with its huge torque punch from the lower engine speed and steady power delivery up to the maximum engine speed of 7,200 rpm.

High traction: BMW M6 Competition

Neither does the rapid shifting of the seven-speed DKG can be criticized this time its launch control. The rear-wheel drive car storms from the spot with reliable traction. Nevertheless, the muscle six misses its factory specifications of 3.9 and 11.8 seconds up to the 100 and 200 km /h marks. Our GPS measuring device reports 4.1 and 12.4 s for the acceleration. In sport auto 11/2012 the 560 PS was already runningpowerful BMW M6 in 4.1 s to 100 km /h and in 12.1 s to 200 km /h. There it is again, the curse of the well-running test car.

Deactivate DSC, order the engine, dampers and steering in Sport Plus - the perceived stretch limo should now become a robust athlete. The trimmed BMW M6 has to take the transverse dynamics exam as usual at the Hockenheimring. The competition package not only includes increased performance, but also a tighter coordination of springs, dampers and stabilizers. The electronically controlled lamellar lock ('active M differential') has been revised, as has the steering's characteristic curve, which is now more direct.

Whoever does not 'drive over' the BMW M6 and not 'on the last groove', as in one Racing cars that want to brake into bends are delighted by the powerful coupé with precise steering behavior. The Michelin Pilot Super Sport tires build an amazing level of grip. Sudden loss of grip is not an issue when accelerating out.

Only those who use the accelerator with gross motor skills assume that the BMW M6 has a lack of traction, everyone else will be thrilled how it brings its 600 hp to the asphalt. Only the mediocre ABS control reveals weaknesses in the limit area, which gives the BMW M6 the lowest deceleration values ​​of all three competitors on the racetrack. The top six gets a pounding on the shoulder anyway - with 1:12.4 min his lap time is eight tenths faster than that of the M6 ​​basic model already mentioned.

Jaguar F-Type lets the V8 roar

Visually golf course companion, acoustically heavy metal open air in Wacken - we get into the Jaguar F-Type R AWD Coupé around. The Brit with a five-liter V8 supercharger and 550 hp wants to make it clear when the engine is started that he is not a philistine. Snotty roaring, nasty bubbling, rough pounding - stalking away quietly? The Jaguar F-Type is definitely not suitable as an inconspicuous getaway vehicle, but its all-wheel drive makes it all the more predestined for it.

Normally, the all-wheel drive system of the F-Type distributes 100 percent of its torque to the rear axle. In the event of a slip, the electromechanically actuated multi-plate multi-plate clutch located in the transfer case sends up to 50 percent of the drive force to the front axle. On the sport auto measuring line, the big cat claws into the asphalt and sprints to 100 km /h in 4.0 seconds. This undercuts Jaguar F-Type Coupé not only has its own factory specification by a tenth of a second, but also its Bavarian competitor.

Jaguar F-Type: Gaudi in the border area

Change of scenery, small course at Hockenheim. The Jaguar F-Type looks with its 'wine-red'Paint like the classic gentleman racer, but it can do a lot more. 'Normal', 'Rain /Ice /Snow' or 'Dynamic' - for use on the racetrack, the latter driving mode is selected using the slide control on the center console. We also deactivate the ESP. Or to put it another way: The Jaguar F-Type is now in fun mode. Yes, really, with all the initial whining - these 1.8 tons are a lot of fun in the limit area.

Even if the weight is always present, the J aguar F-Type brakes motivated. The pressure point of the optional carbon-ceramic brake system hardens a little at the limit, but the Jaguar convinces with significantly better ABS tuning than the BMW.

A notorious understeer? Because of that, the R version is surprisingly direct. For the first time, a torque vectoring function also works in the new model generation, which selectively supplies the wheels on the inside of the curve with braking impulses in order to nip pushing over the front wheels in the bud. In addition, the self-steering behavior of the British can be used well: The Jag does not react snippily to load changes, but supports the ideal line hunt. This means that the F-Type can be perfectly aligned in front of the curve.

When accelerating out, the Jaguar F-Type Coupé, equipped with an electronically controlled differential, scores with good traction. Significantly earlier than with the BMW M6, the driver can flank the accelerator pedal onto the floor pan while cornering. Under load, the Jaguar F-Type pushes the rear very lightly. Thumbs up!

Despite ten percent stiffer spring rates and stiffened bushings on the front wishbones, the Brit stands out with the strongest body movements compared to today's competition. Another small point of criticism: The electromechanical power steering works with direct feedback, but has very little restoring forces even in dynamic mode. Compared to the very tight BMW steering in the 'Sport Plus' mode of the M6 ​​and the robust Nissan steering, the whole thing looks somewhat synthetic.

Nissan GT-R: The inexpensive alternative

Keyword: Nissan. If the Jaguar F-Type (from 112,800 euros) and the BMW M6 with Competition Package (from 136,100 euros) are too expensive, the Nissan GT-R is an inexpensive alternative. There it is again, that characteristic mechanical grinding of the drive train, by which we can recognize every GT-R with our eyes closed. We unlock the Japanese lateral dynamics weapon using the switches on the center console. Command transmission and damper to R mode, deactivate ESP, off you go.

Fortunately, the Nissan GT-R visits us this time as the so-called 'GT-R Track Edition - engineered by Nismo'. Luckily? Yes, fortunately, since the 'normal' Nissan GT-R without a track package has had softer springs and a more comfortable suspension set-up since 2014. Why is just as much of a mystery to us as the legendary figure of 2.7Seconds to 100 km /h. With the softer chassis set-up, the Nissan GT-R was significantly slower than all previously measured GT-Rs in the last test due to understeer at the entrance to the bend and noticeable rolling movements (see sport auto 11/2014: small course 1.11.2 min).

Pure driving pleasure: Nissan GT-R Track Edition

In addition to Rays- Forged wheels now different stabilizers, stiffer spring rates and special Bilstein dampers that have been developed by the Nismo sports department. And from a lateral dynamic point of view, everything is fine again. While the Nissan GT-R does not ignore every bump in everyday life with the tightest chassis set-up of today's test subjects, it shines on the racetrack with the most precise turning behavior.

When driving over curbs, the Nissan GT-R likes to lift that Front wheel and stamps easily jumping through the curve. Touching the boundary of the route comes back slightly bumpy in the steering. The overall driving behavior is just as honest and down-to-earth as the feedback from the steering.

Under load, the variable all-wheel-drive system presses the rear of the Nissan perfectly towards exiting corners - pure driving pleasure! The Nissan GT-R with the adhesive grip level of its Dunlop tires and the highest mechanical grip clearly crowned itself as the traction hero of the comparison test. Only the brake system's pressure point, which was clearly defined at the beginning, degrades slightly after a few fast laps at Hockenheim. With a little cooling, however, the braking system recovers again - you can't even completely ignore the 1,775 kilos of the Nissan GT-R.

First a slight turbo lag, then a biturbo detonation. Just like the legendary 3.8-liter V6 called VR38DETT, the whole GT-R concept of the current R35 series seems to be getting on in years, and yet, or perhaps because of it, the Nissan GT-R is still showing its maturity as much appeal as supermodel Cindy Crawford is now in her early fifties.

And the Nissan GT-R is a curve hero, a performance extremist who refutes the laws of inertia like no other. That is also a good reason why we will not refuse in the future to write reports about 'tanks' in sports outfits that weigh over 1,200 kilograms.


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