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AC Schnitzer Tension in the super test on the Nordschleife and Hockenheimring

AC Schnitzer Tension in the super test
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D the word tension does not describe only a physical force inside an elastic body, but also stands for an electrical phenomenon measured in volts. It gets exciting when the term is explained by a psychologist: He understands it to mean an 'excited expectation in the face of an imagined, particularly desired or feared outcome.' To use the English term for a new, obviously tense sports model, knowing the background is original because it can be related to the object in several ways. Against the psychological background, it would certainly be interesting to know whether the initiators of the project are excited about the topic dealt with here. And if this should be the case, whether your perceived tension is fed by a particularly desired or feared outcome of the action.

The latter option would probably not be so completely absurd. Because, knowing the high quality status of series sports cars, which has now been recognized, the refinement industry sometimes finds it difficult to counter the attractive large series offer after the tuning freestyle with an even more impressive and convincing offer. Anyone who knows AC Schnitzer and the products of the renowned BMW tuner will, however, not worry about the self-confidence of the people involved. So far, the Aachen-based company has almost always succeeded in making the special features of the various BMW products even more distinctive through skillful modifications to the engine, body and chassis.

Special features are worked out

In order to take on the strongest coupé of the M GmbH, you need the chutzpah of proven fatalists, because as is well known, the air above the M6 ​​is extremely thin. After all, the currently at least 112,332 euros expensive sports coupé with its 507 hp from the high-revving five-liter ten-cylinder already has a breathtaking range of services ready as standard, which when fully used can hardly be reconciled with the laws of the public road.

In the conclusion of the Supertest in issue 12/2005 it was said: 'You don't really want to get out anymore. Even on the racetrack, the refuge where sports cars reveal their true soul, it fitsM6, in a professional manner, obedient to the constraints that are imposed on it as a top sporting product. 'The initiative on the part of AC Schnitzer is therefore basically less based on the hope of bringing a significant number of upgraded Tension onto the road - although visually and technically similarly configured versions are based all 6-series models are on offer - rather than the need, formulated in-house, to prove to the scene with solitaires of this type at regular intervals, which additional brilliance can be worked out through skillful post-treatment. It becomes particularly interesting when , as in the case of the series M6, untapped resources are still visible.

Some things no longer stay as they were

Even if the M GmbH agreed somewhat belatedly to an 'activation' of the top speed from initially 250 to 305 km /h - the end of the flagpole is also with it, as we are late r will see not yet achieved. The fact that AC Schnitzer didn't have to go straight to the nitty-gritty during the cure, i.e. the high-quality mechanics inside the 90-degree V-engine remained completely untouched, made things much easier. In its immediate vicinity, on the inlet as well as on the outlet side, nothing remained as it was.

The optimization of the engine management and the use of a brand-new manifold system with a special catalytic converter and Sports silencers elicit an even higher level of turning pleasure from the designated short stroke (75.2 millimeters). This is not only to be registered subjectively, but is also reflected objectively in the performance curve: Its zenith is now 8,000 rpm. With the series engine, the maximum is reached at 7,750 rpm. From the previously 507 horsepower, the result was 552. In addition, the torque increased to 540 Newton meters (series: 520 Nm) - albeit at a slightly higher speed (6,200 /min compared to 6,100 /min).

More revving - more torque

The fact that the nominally increased performance values ​​are not immediately expressed in increased temperament as expected or desired is probably due to other factors that are known to have a similar influence on the results as The engine output itself. First of all, the total weight of the vehicle should be mentioned, which in the case of the Tension does not fall below that of the base model as expected, but exceeds it by 36 kilograms - 1,797 kilograms are compared to 1,761 kilograms for the production model. And that despite such elaborately processed body parts such as the bonnet made of feather-light carbon material. Further slimming measures, for example with the doors or the rear seats, were apparently dispensed with due to the risk of further cost explosions.

The main reason for the fact that the tension does not reach the target in terms of both acceleration and pulling throughThe big 20-inch wheels are primarily responsible. At 10.6 kilograms each, these are in themselves no heavier than the 19-inch series wheels (11.0 kilograms at the front and 11.2 kilograms at the rear), but in combination with the mounted Dunlop sports tires ensure a significantly larger rolling circumference .

325 km /h are always possible with the Tension

With basically the same gear ratio and rear axle ratio, this leads to a longer ratio - which means the slightly reduced sprinter qualities would be conclusively explained. In the sprint up to 100 km /h it is 0.4 seconds, up to 200 km /h 0.8 seconds that the tension loses compared to the M6 ​​driven in the Supertest. But why does this disgrace scratch him when, as a top division player in the Vmax genre, he sets such breathtaking speeds that, in view of the immense pressure, even at speeds of 200 km /h or more, one is almost speechless - provided he is given plenty of space. The top speed of 332 km /h achieved in the southern Italian city of Nardo may not be repeated on German motorways, but 325 km /h can be considered as certified.

The strong performance in the longitudinal direction is a conclusive indication that the motor systems are well developed as promised. And it also underlines the excellent work that has been done in terms of aerodynamics. Despite the huge cooling air ducts in the front and the additional rear wing, the wind tunnel confirms that the M6 ​​has an astonishingly streamlined nature. The drag coefficient in the moderate wing position is 0.32. In addition, the properties with regard to lateral acceleration are also well developed. At 1.25 g, the Tension falls short of the maximum of 1.4 g currently achievable for conventional street athletes. But this delta is more to be attributed to the possibilities of the tires than to the trilogy of setup, chassis layout and weight balance.

Lateral acceleration peak just missed

The latter shows - by the way noted - despite the large power pack in the front a still respectable balance of 52.8 to 47.2 percent between the front and rear axles. The option of generating the best values ​​in terms of downforce from the maximum position of the rear wing was deliberately avoided in order to achieve a healthy balance between an acceptable drag coefficient on the one hand and downforce on the other - and to increase the lift on the front axle through the In any case, a look at the lap times makes it clear that a healthy compromise has been found. Because even on the small course in Hockenheim, the Tension beats the production M6 by just under a second: 1.13.5 minutes compared to 1.14.4 minutes - the tuning variant wore sports tires from the Dunlop SP Super Sport Race brand, the production version similarly grip-oriented Pirelli PZero Corsa. in theIn contrast to the classic mixed-tire M6, which drove up on the front axle with the narrower format 255 /40-19, the Tension also appeared at the front with the same generous size as on the rear axle - 285/30 ZR 20. Whether it was just the wider tire contact areas the steering axle or whether the AC Schnitzer racing suspension with special stabilizers and strut bridge as a complete package leaves traces, is difficult to judge. In any case, there is a generally clear gain in terms of driving dynamics.

The handling of the Tension inspires

The tendency to understeer found in the M6 ​​- especially with sports tires - is a thing of the past with the Tension. Both when turning sharply and at the apex of the bend, the coupé shows an inspiring agility that almost completely makes you forget the mass of almost 1.8 tons. It goes without saying that the accelerator pedal can be used to 'steer' when exiting a bend, given this dominance of horsepower - of course only when the DSC is deactivated. But: Neither threatening gestures in the form of jagged outbreaks of the rear nor other underhands, such as malicious counter-swings, are part of the borderline behavior.

The steering, which works extremely directly and also provides a lot of feedback, certainly has a share in the exciting handling that should not be underestimated. The Tension can be directed to the millimeter and remains - provided you have a sensitive foot on the accelerator - committed to staying true to the line up to the highest limits. The fact that such a strong feeling of familiarity arises after a short time at the limit in such an environment filled with sheer power is a very rare coincidence between man and machine that can only be explained with an extraordinarily high degree of coordination competence.

The brake can cope with even the highest loads

Just like the primeval drive with its inimitably hoarse and goose bumps creating acoustics leaves the impression, the laws of To be able to bend gravity to a certain extent, the intensity of the negative acceleration is perceived as explosive. The huge stoppers in the form of 374 millimeter discs, including the imposing eight-piston calipers at the front, achieve deceleration rates of just under 12 m /s2. The BMW offshoot can do full braking from 200 km /h within 4.7 seconds or 130.4 meters - in the long run and even in the heat of the race track battle without any loss of performance.

Regardless of The lush dimensioning of the corresponding components is certainly due to the stamina of the braking system also to the intensive precautions that have been taken with regard to the ventilation of the wheel arches through corresponding body parts. With tension, the efficiency of the catalog of measures also results from a multitude of seemingly unimportant aspects that are common elsewherebe deliberately forgotten. The fine tuning has a strong impact on the Nordschleife. While the series M6 with sports tires failed to break the eight-minute barrier (8.09 minutes), Tension was not asked twice to tear down the magical border that separates the sports car from the true super sports car. Between us: With a time of 7.57 minutes, the M6 ​​Coupé has finally arrived where it belongs according to its natural technological requirements. Whether the result justifies the high monetary expenditure that the Tension embodies as an exclusive one-off piece - 260,000 euros - is something anyone outside the box who thinks in terms of reasonable cost /benefit ratios will doubt. But the tuning business is now similar to that in motorsport: If you want to waste seconds and be ahead in the end, you have to take the lead and bravely prove to the world what is possible.


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