2014 Kia Sorento & 2013 BMW M6

HI, I'M JOHN DAVIS AND THIS IS MOTORWEEK !

JOIN US AND FIND OUT WHY THE LATEST KIA SORENTO DOESN'T LOOK NEW BUT IT REALLY IS.

PAT GOSS TAKES THE PRESSURE OFF DOWN AT GOSS' GARAGE.

BRIAN ROBINSON SNEAKS IN A LITTLE SEAT TIME WITH THE KAWASAKI NINJA 300.

AND WE'LL THRASH THE BMW M6 AROUND THE TURNS OF OUR FAVORITE RACE TRACK.

SO COME DRIVE WITH US, NEXT!

CLOSED CAPTIONING PROVIDED BY MARYLAND PUBLIC TELEVISION Announcer: MOTORWEEK , TELEVISION'S ORIGINAL AUTOMOTIVE MAGAZINE.

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John Davis: THE KIA SORENTO HAS COME A LONG WAY; ORIGINALLY A ROUGH AND READY 4X4.

THE LATEST VERSION SAW IT DITCH ITS BODY ON FRAME FOR A CROSSOVER DESIGN THAT ALLOWED FOR BOTH A SMOOTHER RIDE AND MORE INTERIOR SPACE, INCLUDING 3RD ROW SEATING.

WELL, THREE YEARS LATER, IT'S TIME FOR A MID-CYCLE REFRESH.

BUT THAT WASN'T ENOUGH FOR KIA.

THIS 2014 SORENTO IS VIRTUALLY ALL-NEW AS KIA FELT IT STILL HAD A WAYS TO GO.

SO, LET'S SEE JUST HOW FAR IT DOES.

THOUGH TECHNICALLY A MID-CYCLE RE-FRESH THAT DOESN'T LOOK THAT MUCH DIFFERENT THAN BEFORE, THE 2014 KIA SORENTO MID-SIZE CROSSOVER ARRIVES WITH 80% NEW PARTS.

SO, WHAT'S WITH ALL THE CHANGE?

WELL, ONE OF THE BIGGEST COMPLAINTS OF THE OUTGOING SORENTO WAS RIDE COMFORT AND HANDLING.

KIA HAS ATTEMPTED TO ADDRESS THAT WITH AN UPDATED CHASSIS BORROWED FROM THE RECENTLY LAUNCHED HYUNDAI SANTA FE.

THAT NEW CHASSIS IS STIFFER AND HAS AN ALL-NEW H-SHAPED SUB-FRAME UP FRONT WITH A NEW SUSPENSION BOLTED TO IT AND A STRUT TOWER BRACE ADDED ON TOP.

REAR SUSPENSION HARDWARE UPDATES INCLUDE NEW BUSHINGS AND MOUNTS TO HELP QUELL ROAD NOISE.

THE GDI 2.4-LITER I4 CARRIES OVER AND IS MORE THAN ADEQUATE UNLESS YOU PLAN TO TOW.

FOR THAT YOU SHOULD OPT FOR A NEW DIRECT INJECTION 3.3-LITER V6.

IT DELIVERS 290-HORSEPOWER AND 252 POUND-FEET OF TORQUE VERY SMOOTHLY, AND A STILL MODEST 3,500 POUND TOW RATING.

BOTH FOUR AND SIX ARE PAIRED WITH AN EQUALLY SMOOTH 6-SPEED AUTOMATIC TRANSMISSION.

FRONT WHEEL DRIVE IS STANDARD, WITH ALL-WHEEL-DRIVE AVAILABLE ON ALL TRIMS.

NOT MUCH HAS CHANGED INSIDE, BUT YOU WILL FIND UPDATED GAUGES WITH A 7-INCH LCD INFO SCREEN ON EX MODELS AND ABOVE.

THE UVO INFOTAINMENT SYSTEM FEATURES A BIGGER TOUCHSCREEN AND IMPROVED VOICE COMMAND WITH ITS ALREADY VERY INTUITIVE INTERFACE.

AS BEFORE, THE SORENTO IS AVAILABLE IN BOTH 5 AND 7-PASSENGER VERSIONS.

IN THE 7-SEATER, ACCESS TO THE THIRD ROW IS FAR FROM THE USER FRIENDLY, AND ONCE YOU GET THERE, ROOM IS SMALL -- CHILD-SIZE AT BEST.

THE SECOND ROW, HOWEVER, DELIVERS LOTS OF ROOM AND COMFORT WITH AVAILABLE HEATED SEATS AND PANORAMIC SUNROOF THROWN IN TO SWEETEN THE POT.

CARGO SPACE IS QUITE GOOD FOR A MID-SIZE UTILITY AT 36.9 CUBIC-FEET BEHIND THE SECOND ROW AND 72.5 WITH IT FOLDED.

TO SUM UP OUR TAKE ON THE INTERIOR, THE ENVIRONMENT IS NOT EXACTLY UPSCALE, BUT IT'S QUITE INVITING, VERY WELL PUT TOGETHER, AND FAIRLY VERSATILE.

THE LEAST CHANGE IS ON THE EXTERIOR.

TWEAKS ARE RELATIVELY MINOR; WITH THE FRONT FASCIA A BIT MORE AGGRESSIVE THANKS TO LARGER OPENINGS AND SQUARED OFF FOG LAMPS PUSHED TO THE CORNERS, AND LED'S ADDED TO THE HEADLIGHTS.

IN BACK, THE REAR FASCIA GETS WIDENED A BIT IN AN ATTEMPT TO GIVE THE SORENTO MORE PRESENCE.

BUT MOST OTHER BODY LINES ARE AS BEFORE.

BASE WHEELS ARE 17-INCH ALLOYS, WHILE OUR SX TESTER RIDES ON 19s.

SO ALL IN ALL, IT'S A GOOD LOOKING URBAN CROSSOVER OUTSIDE AND IN, WITH DEFINITE STREET SMARTS, IF LITTLE IN THE WAY OF OFF-ROAD INTENTIONS.

WITH THE NEW CHASSIS MAINTAINING THE SAME 106.3-INCH WHEELBASE AS BEFORE, WE WERE PLEASANTLY SURPRISED AFTER A FEW RUNS THROUGH OUR HANDLING COURSE.

COMPARED TO OUR 2011 TEST, THIS SORENTO IS FAR MORE CAPABLE OF DARTING THROUGH THE CONES AND CORNERS.

ENOUGH SO THAT STEERING NOW SEEMS SLOW, AND THE STILL TOO-MUCH BODY ROLL MORE APPARENT.

STRAIGHT LINE PERFORMANCE OF OUR V6 IS MORE THAN ADEQUATE, WITH A STRONG TUG OFF THE LINE, EVEN IF NOT EXACTLY EXHILARATING ONCE YOU GET ROLLING AS SHIFTS COME LATE.

STILL, THERE'S A NICE SPORTY EXHAUST NOTE THAT HELPS GIVE IT AN OVERALL SPORTY FEEL.

FITTING AS THE 7.2-SECONDS THAT IT TAKES TO REACH 60 AND 15.9 TO RUN OUT THE QUARTER MILE AT 90 MILES-PER-HOUR ARE STRONGER THAN MOST RIVAL CUVS.

BRAKING DOESN'T ADD MUCH SPORT, HOWEVER, AS A SOFT PEDAL AND SOME BRAKE FADE KEPT OUR AVERAGE AT A JUST ADEQUATE 130-FEET FROM 60.

DRIVEN IN DAILY COMMUTE MODE, MOST WILL FIND THE NEW SORENTO TO BE A GOOD COMPANION THAT'S GOTTEN QUIETER AND A LITTLE MORE SUBSTANTIAL FEELING THAN BEFORE, AS WELL AS MORE AWARE OF WHAT'S AROUND IT, AS THIS WILL BE THE FIRST KIA WITH AVAILABLE BLIND SPOT DETECTION.

EVEN WITH A MORE POWERFUL V6, GOVERNMENT FUEL ECONOMY RATINGS ARE UNCHANGED AT 18-CITY, 24-HIGHWAY, AND 20-COMBINED WITH ALL-WHEEL-DRIVE.

OUR MIXED DRIVING NETTED A DECENT AVERAGE OF 21.5 MILES-PER-GALLON OF REGULAR.

AND THAT MAKES FOR A JUST AVERAGE ENERGY IMPACT SCORE WITH 16.5-BARRELS OF OIL CONSUMED YEARLY WITH CO2 EMISSIONS OF 7.4-TONS.

SORENTO PRICING BEGINS WITH THE BASE 4-CYLINDER LX AT $24,950; BUT FOR A WELL-EQUIPPED V6 WITH ALL-WHEEL DRIVE YOU'LL BE LOOKING MID-TO-UPPER $30s.

WITH THIS MANY UPDATES MOST BRANDS WOULD CONSIDER IT AN ALL-NEW MODEL.

FOR KIA, THE 2014 SORENTO IS JUST ANOTHER PAGE IN THEIR BOOK OF CONTINUOUS IMPROVEMENT, AND FURTHER PROOF OF THEIR COMMITMENT TO BE A SERIOUS PLAYER IN JUST ABOUT EVERY AUTOMOTIVE SEGMENT.

IT'S A GREAT UPDATE -- NOT ENOUGH TO MAKE THE SORENTO EXCEPTIONAL, BUT ONE THAT DOES MAKE IT A VERY GOOD BUDGET-FRIENDLY CHOICE FOR MANY FAMILIES.

ENTRY-LEVEL SPORT BIKES USED TO BE FEW AND FAR BETWEEN, AND FOR MANY YEARS, THE KAWASAKI NINJA 250 WAS THE CREAM OF THE CROP.

WELL, MUCH LIKE IN THE CAR BUSINESS, SMALL IS THE NEW BLACK.

SO WITH INCREASING COMPETITION IT WAS TIME FOR THE BABY NINJA TO GET AN UPDATE.

AND OUR SENSEI BRIAN ROBINSON SHOWS US HOW IT WENT.

Brian Robinson: THIS KAWASAKI NINJA 300 IS A DIRECT RESPONSE OF THE HONDA CBR250R, AND IF NOTHING ELSE, BOTH BIKES PROVE THAT BEGINNER SPORT BIKES HAVE A LOT MORE TO OFFER THAN JUST USHERING IN NEW RIDERS.

THE 2013 NINJA 300 TAKES THE TRADITIONAL KAWASAKI APPROACH TO THINGS BY CRAMMING IN MORE POWER THAN OTHER ENTRY-LEVEL SPORT-BIKES.

BUT MUCH LIKE ITS LARGER BROTHER, THE ZX-6R, IT DOES SO MAINLY BY JUST ADDING MORE DISPLACEMENT THAN THE COMPETITION.

THE BASIC ENGINE ARCHITECTURE IS THE SAME AS THE PREVIOUS NINJA 250R, BUT THE LIQUID-COOLED, PARALLEL TWIN GETS A LOT OF NEW PARTS, INCLUDING FUEL INJECTION, GROWING FROM 249 TO 296CCs ALONG THE WAY.

KAWASAKI DOESN'T PUBLISH HORSEPOWER NUMBERS, BUT REASONABLE ESTIMATES PUT IT JUST UNDER 40; THAT'S AT LEAST 10 MORE THAN THE HONDA.

IT'S ENCASED IN A REVISED, OLD SCHOOL, PERIMETER-STYLE STEEL FRAME WITH 37MM FORKS ATTACHED UP FRONT AND A DUAL-SIDED SWING-ARM WITH THE SINGLE REAR SHOCK ADJUSTABLE FOR PRELOAD ONLY.

BODYWORK GETS A MUCH-NEEDED MODERN MAKEOVER THAT GIVES THE LITTLE NINJA A MUCH MORE AGGRESSIVE LOOK THAN BEFORE.

A "FLOATING" WINDSCREEN PROVIDES DECENT PROTECTION WITH MINIMAL TURBULENCE, AND A NEW INSTRUMENT PANEL BELIES THE BIKE'S ENTRY-LEVEL PRICE-POINT WITH A NICE LOOKING ARRAY OF INFORMATION AND A LARGE ANALOG TACH.

THE TANK BLENDS IN NICELY WITH THE BODYWORK AND HOLDS 4.5 GALLONS, WHILE THE NINJA 300 RIDES ON 17-INCH WHEELS FRONT AND BACK, WITH A 140 REAR TIRE.

THE BLACK ANGULAR MUFFLER ALSO BLENDS IN WELL, AND KEEPS THINGS MOSTLY QUIET, WHILE A METAL HEAT SHIELD KEEPS BOOT SOLES FROM TRYING TO BECOME ONE WITH THE MUFFLER.

THE TAIL SECTION IS OF A MINIMAL DESIGN, AND, UNFORTUNATELY, SO IS THE SEAT, BUT OVERALL ERGONOMICS ARE GOOD, AS THIS BIKE'S PRIMARY MISSION IS FOR STREET RIDING.

CLIP-ON BARS ARE RELATIVELY HIGH FOR A SPORT-BIKE, SEAT HEIGHT IS LESS THAN 31-INCHES, AND FOOT PEGS ARE LOW ENOUGH TO BE SCRAPED ON OCCASION IN AGGRESSIVE RIDING.

WHICH IS EASY TO DO WITH THIS NINJA'S LIGHT AND NIMBLE COMPOSURE.

IT WEIGHS JUST 379 POUNDS AND FEELS TINY BENEATH YOU, FALLING INTO CORNERS WITH EASE, AND HOLDS A LINE EFFORTLESSLY.

A SLIPPER CLUTCH AND AVAILABLE ABS ARE ALSO ON HAND TO HELP WITH TRANSITIONS INTO CORNERS.

YOU'LL FIND JUST A SOLITARY BRAKE DISC UP FRONT, BUT IT COMBINES WITH THE SINGLE DISC IN REAR TO GIVE YOU ADEQUATE STOPPAGE.

THERE ARE 13,000 RPM TO PLAY WITH, AND YOU'LL FIND THE MAJORITY OF POWER IN THE UPPER REGISTER, THOUGH THERE IS ADEQUATE OOMPH TO BE FOUND IN THE LOWER RANGE AS WELL.

PRICING BEGINS AT $4,799.

$4,999 IF YOU OPT FOR THE KAWASAKI LIME GREEN SPECIAL EDITION PAINT.

ADD $500 MORE FOR ABS.

THAT'S A FEW HUNDRED MORE THAN THE HONDA CBR250R, BUT YOU DO GET A LOT MORE ENGINE FOR THE MONEY.

ENTRY-LEVEL SPORT-BIKES HAVE CERTAINLY COME A LONG WAY IN RECENT YEARS.

NO LONGER JUST FOR "LEARNING AND TURNING" IN FOR A BIGGER BIKE, THEY MAKE ENTERTAINING AND ECONOMICAL DAILY DRIVERS, AS WELL AS A CHEAP OPTION FOR TAKING IN TRACK DAYS.

THE 2013 NINJA 300 IS ANOTHER LEAP FORWARD FOR THE SEGMENT, ONE THAT IT FIRMLY NOW LEADS.

John: PAT GOSS NEVER CRACKS UNDER PRESSURE, BUT AS HE'S ABOUT TO SHOW US, YOUR ENGINE MAY NOT FARE SO WELL.

Pat Goss: YOU TAKE YOUR CAR INTO THE REPAIR SHOP AND YOU ASK THEM TO DO ROUTINE SERVICE, AND YOU SAY, "BY THE WAY, REPLACE THE PCV VALVE."

SOMETHING THAT WE'VE DONE FOR MANY, MANY YEARS.

AND THE TECHNICIAN COMES BACK AND TELLS YOU, "WELL, NOTHING TO WORRY ABOUT, YOUR CAR DOESN'T HAVE A PCV VALVE.

THERE'S NOTHING YOU HAVE TO DO."

WELL, THAT COULD BE DEADLY FOR THE ENGINE IN YOUR CAR.

NOW, TRUE, THE OLD TRADITIONAL PCV VALVE THAT YOU UNPLUGGED AND YOU SHOOK IT TO SEE IF IT RATTLED, WELL, THEY PROBABLY IN MOST CASES, DON'T EXIST ANYMORE.

BUT, ALL ENGINES HAVE TO BREATHE.

THE CRANKCASE GETS FULL OF FUMES FROM THE COMBUSTION PROCESS; THOSE FUMES BUILD PRESSURE INSIDE THE ENGINE.

AND IF YOU DON'T GET RID OF THAT PRESSURE, IT BLOWS SEALS AND GASKETS RIGHT OUT OF THE ENGINE.

SO HOW DO THEY DO IT TODAY?

WELL, MOST CARS TODAY HAVE SOMETHING LIKE THIS.

THIS IS A FIXED ORIFICE TUBE.

NOW, WE CAN SEE THIS OVER HERE IS PRESSED INTO THIS VALVE COVER.

IT IS REPLACEABLE, BUT IN MOST CASES IT CAN SIMPLY BE CLEANED, AND IT HAS TO BE KEPT CLEAN.

YOU CAN SEE THE SIZE OF THE HOLE IN THE END OF IT, IT'S VERY SMALL, IT DOESN'T TAKE MUCH TO CLOG IT UP.

SO, MAKE SURE THAT THE SHOP THAT YOU USE CHECKS THE CRANKCASE VENTILATION SYSTEM; DON'T SPECIFY PCV.

YOU WANT THE CRANKCASE VENTILATION SYSTEM TO BE TESTED TO MAKE SURE THAT IT WORKS PROPERLY.

NOW, ON SOME CARS, THEY'LL USE MORE ELABORATE SYSTEMS, LIKE THIS ONE HERE.

NOW THIS IS A SYSTEM THAT USES VARIOUS VACUUM HOSES AND DIFFERENT THINGS TO CONTROL THE PRESSURE INSIDE THE CRANKCASE.

NOW, OVER TIME, WHAT HAPPENS WITH THESE IS THAT THEY GET FULL OF CONDENSED OIL.

AND WHAT WE HAVE IS SOMETHING LIKE THIS, WHERE YOU CAN SEE THAT THE OIL JUST RUNS OUT OF IT.

NOW, ONCE THAT HAPPENS, WHEN IT GETS CLOGGED UP WITH OIL, YOU CAN BUILD SO MUCH PRESSURE THAT IT STARTS TO DAMAGE SEALS IN THE ENGINE.

OR IN SOME CASES, IT WILL SUCK THE OIL OUT OF THE CRANKCASE INTO THE COMBUSTION CHAMBER AND THE ENGINE WILL RUN DRY ON OIL.

AND OF COURSE THAT MEANS IF YOU DON'T SHUT IT DOWN IMMEDIATELY, YOU'VE JUST KILLED AN ENGINE.

AGAIN, REGARDLESS OF THE TYPE OF CRANKCASE BREATHER SYSTEM YOUR CAR HAS, IT IS HAS TO HAVE REGULAR, ROUTINE MAINTENANCE, AND MUST ALWAYS WORK PROPERLY OR YOU'RE GOING TO HAVE DAMAGE TO YOUR ENGINE.

AND IF YOU HAVE A QUESTION OR COMMENT, DROP ME A LINE RIGHT HERE AT MOTORWEEK .

John: TIME NOW TO GRAB SOME CAR KEYS FOR MORE FIRST IMPRESSIONS.

A HYBRID CAR GETTING 50 MILES-PER-GALLON IS NO LONGER A BIG DEAL.

BUT HOW ABOUT ONE THAT GETS OVER 200 MILES-PER-GALLON?

THAT'S WHAT VOLKSWAGEN CLAIMS IS POSSIBLE IN THE XL1.

AND WHILE VW HAS NO CURRENT PLANS TO BRING THE XL1 STATESIDE, CHANCES ARE THAT A FEW OF THE 250 BEING BUILT WILL FIND THEIR WAY HERE.

THE XL1 IS INDEED ALL ABOUT FUEL ECONOMY.

A 2-SEATER BUILT AROUND A CARBON FIBER MONOCOQUE CHASSIS, WITH A PLUG-IN HYBRID SYSTEM CONSISTING OF A REAR MOUNTED 2-CYLINDER 0.8-LITER DIESEL ENGINE AND 5.5KWHs WORTH OF LITHIUM-ION BATTERIES THAT LIVE UP FRONT.

ELECTRIC ONLY MODE IS ABOUT 30-MILES, THEN IT REVERTS TO HYBRID MODE.

TOP SPEED IS 99 MILES-PER-HOUR.

WE GOT A CHANCE TO TAKE A SPIN IN AN XL1 AROUND WOLFSBURG, GERMANY.

AND AS ODD AND FUTURISTIC LOOKING AS IT IS OUTSIDE, INSIDE IT LOOKS AND DRIVES FAIRLY NORMAL, EXCEPT FOR THE DISPLAY SCREENS FOR THE SIDE MOUNTED CAMERAS THAT REPLACE THE SIDE MIRRORS.

IN A LOOP THAT INCLUDED SOME CITY TRAFFIC, SOME TWO LANE ROADS, AND EVEN SOME TOP SPEED TIME ON THE AUTOBAHN, WE MANAGED TO AVERAGE 147 MILES-PER-GALLON.

Brian Robinson: I HAVE DRIVEN THE FUTURE, AND IT IS GOOD.

PRETTY AMAZING ACTUALLY.

DESPITE THE SMALL ENGINE, THE ELECTRIC MOTOR, AND DSG TRANSMISSION, GET THE CAR UP TO SPEED FAST ENOUGH.

AND EVEN WITH THE LOW WEIGHT, THE CAR STILL FEELS PRETTY SUBSTANTIAL.

John: THE XL1 TRULY IS A PURPOSEFUL DESIGN THAT LACKS POWER STEERING AND SOUND DEADENING MATERIALS, BUT DOES HAVE NOISY CARBON CERAMIC BRAKES.

STILL, WE THINK MANY PEOPLE WOULD LOVE TO LIVE WITH THAT IF THEY COULD GET 200 MILES-PER-GALLON.

WE'LL KEEP YOU POSTED ON PRICE AND AVAILABILITY IF AND WHEN THE XL1 HEADS TO THE U.S. WITH THE 500 MINI CAR ALREADY AN AMERICAN SALES SUCCESS, FIAT LOOKS TO FIRM UP THEIR STAKE HERE BY FOLLOWING THE TIME HONORED AUTOMOTIVE PRACTICE OF GOING BIGGER.

SO, WHILE THIS 2014 FIAT 500L INDEED SHARES THE CINQUECENTO NAME, IT IS A VERY DIFFERENT DESIGN.

THE 500L IS MORE LIKE A 5-DOOR MINI CROSSOVER THAT'S OVER TWO FEET LONGER, PLUS WIDER AND TALLER THAN THE 500 COUPE, WITH SOME 122 CUBIC FEET OF INTERIOR SPACE, OVER 40% MORE, AND A REAL THREE-PERSON BACK SEAT.

POWER IS MORE FAMILIAR WITH ITS 1.4 LITER MULTI AIR TURBO 4, THE 500L CRUISES ALONG WITH 160 HORSEPOWER; THAT'S SPOT ON WITH THE 500 ABARTH, BUT DIFFERENCES ARISE FROM THERE: AS A 6-SPEED MANUAL OR 6-SPEED DUAL CLUTCH AUTOMATIC ARE YOUR TRANSMISSION OPTIONS.

KONI FREQUENCY SELECTIVE DAMPERS ARE STANDARD AT ALL FOUR CORNERS, BRINGING A POISED BUT PLUSH RIDE.

POWER FEELS GREAT, AND MOST IMPORTANT FOR ITS PEDIGREE, IT FEELS SPORT-Y, IF HARDLY A SPORTS CAR.

INTERIOR BUILD QUALITY IS A STEP UP OVER THE 500 COUPE.

SEATS ARE COMFORTABLE AND HEADROOM IS IMPRESSIVE.

FIAT'S PANORAMIC GREENHOUSE DESIGN AND DOUBLE PANE SUNROOF LET IN TONS OF NATURAL LIGHT FOR AN ALMOST CABRIO FEEL.

OUTSIDE, THE LOOK SCREAMS FIAT 500 AND THE BRAND HAS DONE WELL ESTABLISHING A TRULY UNIQUE DESIGN LANGUAGE.

IT STILL CONVEYS A CUTESY DEMEANOR; MORE A PLAYFUL RUNABOUT THAN A SERIOUS MULTI-PURPOSE VEHICLE.

AND TRIM LEVEL NAMES LIKE POP, EASY, AND LOUNGE DON'T EXACTLY HELP ITS CAUSE.

BUT A FOURTH, THE TREKKING MODEL, GAINS SOME SERIOUS ATTITUDE WITH FRONT FASCIA AND FENDER CLADDING, UNIQUE 17-INCH WHEELS, AND A MORE AGGRESSIVE STANCE.

ON SALE NOW, THE 2014 FIAT 500L STARTS AROUND $20,000.

AND WE'LL KEEP YOU UPDATED ON MORE CAR KEYS FIRST DRIVING IMPRESSIONS SOON.

WE RECENTLY TESTED AND THOROUGHLY ENJOYED THE HIGH PERFORMANCE BMW M6 IN CONVERTIBLE FORM, BUT THOUGHT THE M6 COUPE MIGHT BE BETTER TESTED AT A PROPER RACE TRACK.

SO COME ALONG AS WE GO FULL THROTTLE AND PUT THIS HIGH-TECH, HIGH-PERFORMER THROUGH ITS PACES.

AND WHAT THEY'VE DONE IS CREATE A TRACK MONSTER THAT CLINGS TO CORNERS LIKE IT'S HANGING ON FOR DEAR LIFE.

THE CORNERS THAT WE CHOSE TO HUSTLE IT THROUGH ARE THE NINE AT ROEBLING ROAD RACEWAY NEAR SAVANNAH, GEORGIA, AND AFTER FINDING OUR WAY AROUND THEM MUCHO TIMES, WE CAN SAY THAT THE M6 FEELS FAR BETTER IN HIGH SPEEDS SWEEPERS THAN TIGHT "ESSES."

IT'S NOT THAT IT'S NOT NIMBLE ENOUGH, THE TOTALLY REVISED SUSPENSION IS SUPER-RIGID, AND THE CAR STAYS NICE AND FLAT, BUT IT IS VERY HEAVY.

4,255 POUNDS TO BE EXACT, DESPITE A CARBON FIBER ROOF PANEL.

THOUGH REDUCING WEIGHT UP TOP WHERE YOU WANT IT THE LEAST HELPS.

THE OPTIONAL M CARBON CERAMIC BRAKES ON OUR TEST CAR WORKED GREAT, THOUGH AT $8,700, YOU'D BETTER PLAN ON DOING LOTS OF HARD BRAKING TO JUSTIFY THE COST.

STEERING IS SOMEWHAT LETHARGIC; EVEN WITH THE M-SPECIFIC SERVOTRONIC SET TO SPORT PLUS.

COMBINE THAT WITH PLENTY OF ELECTRONIC DRIVING AIDS AND YOU GET A DRIVING EXPERIENCE THAT'S CAPABLE BUT HARD TO ENJOY AS YOU NEVER FEEL LIKE YOU'RE IN CONTROL AT ANY TIME, YOU'RE KIND OF JUST ALONG FOR THE RIDE.

IT IS A GREAT RIDE, SO DON'T GET US WRONG.

IT'S JUST NOT AN EXTENSION OF YOUR SOUL LIKE M CARS OF OLD.

BUT ONCE YOU GET OFF THE TRACK AND ON THE STREET, YOU'LL SEE WHY THOSE COMPROMISES WERE MADE, AS DESPITE ALL OF THE M6'S PERFORMANCE; IT FEELS POSITIVELY GENTILE ON THE ROAD.

THE 7-SPEED M DOUBLE CLUTCH TRANSMISSION GETS ITS DRIVELOGIC SPECIFICALLY CALIBRATED FOR THE M6 COUPE AND FEELS MORE REFINED THAN PREVIOUS M DCTs.

EXTERIOR DESIGN TAKES A BIG TURN FROM THE STANDARD 6-SERIES COUPE, WITH NEW FEW FRONT AND REAR FASCIAS, BOTH FOR FUNCTION AND FOR SHEER "BAD-TO-THE-BONE-NESS".

TRADITIONAL M ELEMENTS, LIKE WIDENED FENDERS WITH M GILLS AND MENACING QUAD EXHAUST TIPS ARE ON DISPLAY, AND FULL LED HEADLIGHTS ARE OPTIONAL.

NING COMBO OF COLORS AND TEXTURES, AS OUR TEST CAR'S ORANGE METALLIC FINISH REALLY POPS IN CONTRAST TO THE CARBON FIBER ROOF AND GOLD BRAKE CALIPERS.

20-INCH M LIGHT ALLOY WHEELS ARE AVAILABLE, REPLACING THE STANDARD 19s, WRAPPED IN 265/35 RUBBER UP FRONT, 295/30 IN THE REAR.

A BODY-COLORED DECK-LID SPOILER ADDS AGGRESSION AS WELL AS DOWN-FORCE, AND COMPARED TO THE M5, THE M6 JUST LOOKS MUCH MORE BRUTISH AND PURPOSEFUL.

BENEATH THE HEAVILY-LINED HOOD AND BEHIND THE DOUBLE-SLATTED KIDNEY GRILLES, LIES THE HEART OF THIS BEAST -- EIGHT CYLINDERS BEATING IN RHYTHM WITH THE HELP OF TWIN-TURBOS NESTLED INSIDE ITS TIGHT V, PUMPING OUT 560-HORSEPOWER AND 500 POUND-FEET OF TORQUE TO THE REAR WHEELS.

WE'RE NOT SURE IF IT'S THE LACK OF TURBO LAG OR THE NEW ACTIVE M DIFFERENTIAL, BUT IT PUTS THE POWER DOWN LIKE FEW OTHER CARS.

BOTH ACCELERATION AND SHIFTING ARE NECK-SNAPPING AFFAIRS.

OUR 0 TO 60 TIME OF 4.3 SECONDS WAS THREE TICKS OFF OUR TIME OF THE M6 CONVERTIBLE, BUT FRIGID TRACK TEMPERATURES DIDN'T HELP OUR CAUSE.

WE CAME MUCH CLOSER TO THE QUARTER MILE TIME, HOWEVER, AT 12.4-SECONDS AND 115 MILES-PER-HOUR.

THE M6'S LIVING SPACE IS A GREAT PLACE TO WHILE AWAY BOTH MILES AND HOURS, AS THE DRIVER-CENTRIC COCKPIT LAYOUT IS BOTH PURPOSEFUL AND LUXURIOUS.

SEATS ARE COMFORTABLE ENOUGH FOR AN UBER-SPORTS CAR, AND THE 3-POINT STEERING WHEEL FEELS GREAT AND LOOKS CLASSIC.

IDRIVE MANAGES MOST FUNCTIONS OF COURSE, AND I GUESS IT HAS WORN US DOWN AS THE MORE TIME WE SPEND WITH IT, THE LESS WE SEEM TO MIND IT.

GOVERNMENT FUEL ECONOMY RATINGS ARE 14-CITY, 20-HIGHWAY, AND 16-COMBINED; AND WE MANAGED TO SQUEEZE OUT 17 MILES-PER-GALLON OF PREMIUM.

AND NOW FOR THE BIG NUMBERS...

PUTTING AN M6 COUPE IN YOUR DRIVEWAY WILL COST YOU $110,545.

THE 2013 BMW M6 IS CLEARLY AN M CAR IN EVERY RESPECT, BUT WHILE IT OFFERS ALL OF THAT PERFORMANCE, AND IS IMPRESSIVE TO LOOK AT, THE OVERALL DRIVING EXPERIENCE LEFT US WANTING.

IT'S STUCK IN BETWEEN BEING TOO HEAVY TO FEEL GREAT ON THE TRACK, AND FEELING TOO PURPOSEFUL FOR A PRIMO GRAND TOURER.

BUT IF YOU'RE LOOKING FOR AN EXCLUSIVE, HIGH-TECH, HIGH PERFORMER THAT ALSO TURNS HEADS, THE M6 IS IT.

WELL, I HOPE YOU'LL JOIN US AGAIN FOR MORE MOTORWEEK , AS WE FIND OUT IF THERE'S MORE TO THE CHEVROLET IMPALA THAN JUST A STYLISH NEW LOOK.

AND WE JET OFF TO SPAIN FOR THE JAGUAR F-TYPE.

PAT GOSS PREPS US FOR PEAK SUMMER HEAT WITH AN IN-DEPTH A/C CHECKUP.

AUTO WORLD GOES RACING ON A BUDGET.

PLUS, MOTORNEWS AND A LONG-TERM ROAD TEST UPDATE.

UNTIL NEXT TIME, I'M JOHN DAVIS.

WE'LL SEE YOU RIGHT HERE ON MOTORWEEK .

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