August 31, 2005 - Let’s get to the heart of BMW’s 645 Ci right away: Its 4.4-litre vee-eight (that also invigorates the BMW 545i luxury sports sedan) is one of the most advanced eight-cylinder mills on the road—period, full stop.

Why? For starters, BMW’s Valvetronic continuously variable valve lift removes the need for a conventional throttle, and the engine is also blessed with double VANOS variable valve timing and a fully variable intake manifold. In the end, all of this “variable” engine-management wizardry simply allows the fortunate few who will drive the 6 access to its 325 horsepower and 330 pound-feet of torque 24/7.



Though the gear throws and clutch stroke are on the long side, as they are in the 545i, choose the standard six-speed stick over the optional Sequential Manual Gearbox, as my test car was equipped, and you’ll enjoy waves of power waiting for you in every swap of the gearbox’s buttery-smooth cogs. The pedals are well spaced for those who like to heel-and-toe, and the vee-eight has so much torque on hand that only slight pokes at the throttle are required to match revs. Unlike Mercedes’ 5.0-litre vee-eight found in their CLK 500 coupe—which has more torque available, but lower in the rev range—taking the big BMW coupe to the redline in every gear becomes addictive, even if it’s only a short run to your friendly neighbourhood drycleaners.

Like the sophisticated drivetrain, the 6’s suspension also comes from the 5, but with a wider rear track with greater negative camber and lowered ride height. Unlike most BMWs, you can’t pop for a sports suspension on the 6. You’ll have to wait for the potentially delicious new M version coming in 2006 if you want a more hardcore big Bimmer coupe. As it is now with the current car, BMW sets the front springs and shock absorbers a wee bit stiffer than the standard 545i, but not as tight as the sport suspension settings on the manual-transmission 545i. As on the much larger 7 Series, BMW's Active Roll Stabilization is standard as well.



After a morning making the Ottawa-Tremblant-Montreal run—a mix of roads that will test any car’s prowess—a few 645 Ci impressions stand out.

First, this really is a big, heavy car. At slower speeds, all the driver’s inputs are masked as if covered in molasses. But once the traffic clears, and your speed starts to resemble what the 6 may experience in its own home and native land, the car comes to life. Even at twice the posted limit, grip on public roads is superb with the generous 19-inch 245/40 rubber in front and wider 275/35 tires out back. The larger run flats are part of the car’s optional Executive Package ($6,400) that also includes Active Steering, Sport Seats, Park Distance Control, Six-Disc CD Changer, Logic7 Hi-Fi Sound System, and High-Gloss Shadow Line.



Second, the 645 Ci’s overall balance means it can handle anything the lackadaisical Ontario and Quebec road engineers can throw at it. At the same time, the ride doesn’t fall to pieces once you hit some bad pavement, which during my morning run, was more often than not. BMW’s oft-criticized Active Steering consists of a small, electrically controlled gearbox mounted at the bottom of the steering column that increases the amount of rotation that occurs when you turn the steering wheel. It takes into account how stable the car is traveling, the type of road surfaces, and your speed. The extra assistance is gradually reduced as your speed increases, until the ratio becomes "conventional" at about 140 km/h. Having driven a 545i with Active Steering, and now the 645i Ci, my only complaint is a susceptibility of the system to overcompensate for any crosswinds. Other than that, Active Steering is transparent.

For the driver, the optional sports seats provide enough lateral support for the twisties, and are also comfortable, and wide enough, to handle cruising mode. However, make sure you call “dibs” on either one of the two seats up front; there you’ll find plenty of room in all directions, compared to the backseat that is best for kids, or kid-sized adults.



But tap the throttle, and any ergonomic or space utilization concerns with the 645 Ci drift away as quickly as the scenery behind you. With a thoughtfully tuned exhaust note, the experience from the driver’s seat is of an engine that roars like a lion propelling a car that runs like a cheetah.

Speaking of cats, you can’t swing one in a Mercedes-Benz showroom these days and not hit some kind of two-door. Which is one of the reasons why arch-rival BMW resurrected the 6 Series in 2004 after a fifteen-year hiatus joining the 3 Series and Z4 in BMW’s coupe group. The 645 Ci is really more of a 2+2 than a bona fide four seater. And with a base price just nipping in under 100 big ones, the 645 Ci is both sized and priced between Mercedes’ CLK 500 ($78,800) and their grander CL 500 ($138,750).

Compared to competitors from Mercedes, the Lexus SC430 ($89,770), Maserati’s Coupe ($121,105), or the soon-to-be-replaced Jaguar XK8 ($96,350), the synthesis of the BMW 645 Ci’s rip-roaring engine, athletic chassis, and the unique-for-this-class six-speed stick, means that it’s the car zealot’s choice if you’re in the mood for a big, vee-eight engined 2+2 coupe.

- John LeBlanc, Publisher, www.straight-six.com



Just the facts…
Build quality 
Features 
Performance 
Fun-to-drive 
Overall value 

Vehicle Type: Front-engine, rear-drive, 2+2-passenger, 2-door coupe
Engine: Variable DOHC, 4398cc V-8
Transmission: 6-speed manual Horsepower: 325 bhp @ 6100 rpm Torque: 330-lb.-ft. @ 3,600 to 4,250 rpm
Curb Weight: 1,724 kilograms0 to 100 kms/hr: 5.5 seconds
Wheels & Tires: Front ,19-inch 245/40; Rear: 275/35 run flats
Base price: $99,000
Optional Equipment: Executive Package ($6,400.00)
Price As Tested: $105,400.00