With the M6, BMW has applied its vaunted "M" for "motorsports" tuning to an elegant grand touring coupe and convertible. For 2008 there are minor updates, like revised head- and taillights, along with active head restraints, some iDrive upgrades, and a few new options.

The M6 takes BMW's M tradition to new heights with an amazing 5.0-liter V10 that reviewers associate with the automaker's Formula 1 race experience. The high-performance electronics - directed by your right foot - control 40 valves that are managed by the variable Double VANOS camshaft system and direct ten individual throttle butterflies. All work seamlessly to produce 500 hp at 7,750 rpm and 383 lb-ft of torque as the V10 wails to an 8,250-rpm redline.

The optional six-speed manual transmission hardly gets mentioned by reviewers, because they're all playing with the seven-speed sequential manual gearbox (SMG). This transmission can operate "manually" (with no clutch pedal) or in automatic mode with either a console gear shifter or steering-wheel paddles. BMW's dreaded iDrive provides the driver with a variety of throttle and gear-shift settings: six sequential and five automatic. The "normal" engine mode produces 400 hp for "running around town." If you delve deeper into iDrive for "P500 Sport" mode, you hit the jackpot with the full 500 hp.

So what do two tons of M technology offer when you stomp on the gas pedal? BMW gives the 0-60 time as 4.5 seconds (4.6 for the convertible). In a 2006 test, Car and Driver saw that jump flash by in 4.1 seconds. Top speed is governed to 155 mph. BMW gives 11/17 mpg for both coupe and convertible. But can the M6 turn?

For the coupe, BMW engineers developed a carbon-fiber roof that is four times lighter than steel and lowers the car's center of gravity. Further weight reduction resulted in the coupe's better power-to-weight ratio than the M5 sedan's; the convertible is almost 500 lbs. heavier than the coupe. A generous application of aluminum can be found in the independent suspension. BMW's Electronic Damper Control (EDC) provides three suspension settings: Comfort (which makes the M6 a comfortable daily driver), Normal, and Sport. The shocks, springs, and anti-roll bars all undergo stiffer "M calibration." The M6 is also fitted with M Variable Differential Lock as part of the Dynamic Stability Control system to optimize traction and power for blasting out of corners. Steering and braking are BMW M-enhanced: great responsive steering feel and powerful, linear, fade-free braking.

Two years ago, Road and Track achieved 0.88g with the M6 coupe on their skidpad. BMW dialed in understeer to save road-going enthusiasts from excessive oversteer. The M6 is extremely stable at high speed. But there's also "M Dynamic Mode" (MDM) via iDrive, which allows access to various performance parameters (shifting, throttle, suspension, amount of stability intervention). Set these for all-out performance and, as Motor Trend put it, "the M6 goes ape."

Sitting inside the M6 is anything but jungle-like. iDrive clears the dash and console controls, leaving elegant wood trim. A power tilt, telescoping steering wheel and ultra-side-bolstered M sport seats (with power lumbar and backrest width adjustment) fit the driver perfectly and hold front occupants in securely for any manner of spirited driving. In the back, there are separated twin contoured seats. Seats, console, handbrake, door panels, and armrests are covered in Merino leather; options abound.

The M6 has a full complement of safety equipment: ABS disc brakes, stability and traction control, front and side impact airbags with side curtain airbags in the coupe, emergency braking assist, electronic brakeforce distribution, and adaptive brake lights are among the many standard features.

The M6 is a luxury gran turismo that can humble most sports cars.