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It's certainly not that M6 is an exception here, as most of these features can be easily found in every new mid-engined Ferrari or McLaren. Just like in Maranello's and Woking's finest, here, the rally world-sourced Alcantara, lightweight details, and carbon fiber are also present and are used for the same, solely aesthetic reasons. So what's the difference between M6 and RS 6 from the driver's perspective? It's not that dramatic, if not even confusing, if you take into consideration that it's the Avant that has a perforated steering wheel, a galvanized gear knob, and race buckets in the front, while it's the racey BMW that has wood trim and a ski bag in the rear. Some things don't change though: as a coupe, M6 gets your bun closer to the ground than the Audi, which makes an impression of more of an SUV from this perspective, while the people sitting in the rear get just as little space as one can imagine when looking at this sloping roofline; it's really tight in the 6-series. Those who believed that BMW's wizards could really flout the laws of physics after the corner-defying X6 M, are in for a disappointment. Blazej Zulawski 2017 Bmw M6 Engine Bay Just like in any modern performance car, it takes a few knob tweaks and a few clicks in the unfathomable depths of the onboard menus to morph M6 and RS 6 from easygoing all-rounders to ruthless track terrorists. On the cushy highway track commute in the RS 6, the Tiptronic eight-speed gearbox never allows the muted engine to pass 2000 rpm and 20 mpg, letting the perfectly isolated cabin be filled with the quality sound of the Bang & Olufsen audio. On the track, though, the RS begins to depart from you usual Audi A6 experience. Advance from Comfort, through Auto, to Dynamic mode, and things get really, err, dynamic. It's like a Joe Public that suddenly finds superpowers when things get nasty.
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