BMW Motorsport specializes in more than engines and transmissions, and the 2006 M6 gets a full suspension, steering, and brake system massage, not to mention tweaked technology calibrated to extract every ounce of performance from the car. Starting our discussion where the rubber meets the road, the 2006 BMW M6 rides on 19-inch M Double Spoke wheels shod with Z-rated performance tires. Designed specifically for use on the M5 and new M6, these P255/40ZR19 front and P285/35ZR19 rear tires are not run-flats, and there is no spare. Rather, because BMW claims that no run-flat tire technology exists that meets its standards for performance, the M6 is equipped with an M Mobility System that includes sealant and an inflator kit to help get the car to the closest BMW dealer. If you really don’t want to bother, 24-hour roadside assistance is standard for the duration of the basic warranty, and available for the life of the M6.

These handsome wheels and wide tires sit in front of a sophisticated braking system. The 2006 M6 is equipped with a compound, cross-drilled, two-piece rotor design that cuts unsprung weight and reduces rotor deformation under hard-braking, high-heat conditions by 20 percent. BMW also claims that this design virtually eliminates vibration when the brakes are red-hot, and the likelihood that the rotors will crack under duress. Two-piston front calipers clamp the pads onto huge 374 x 36mm front discs, while equally impressive 370 x 24mm pizza pans are attached in back. In addition to sheer stopping capability and resistance to abuse, the brakes are equipped with ABS, electronic brake proportioning, braking stability enhancement, Dynamic Brake Control, Brake Standby, and Brake Drying. Brake Standby snugs the pads close to the rotors with any sudden release of the accelerator in anticipation of a panic braking maneuver, and Brake Drying periodically and transparently dries the brake pads on the rotors based on input from the rain sensing wipers to ensure maximum performance regardless of weather conditions.

Like the 6 Series on which it is based, the 2006 BMW M6 gets an all-aluminum suspension, modified for this car’s performance mission. Its front double-pivot-type setup gets more rigid bushings, a wider track, revised geometry, and a tweaked subframe and thrust plate. In back, changes to the four-link suspension are more dramatic with a modified subframe, suspension links from the Z8 sports car, stiffer bushings, hollow axle half-shafts for reduced weight and greater strength, and a narrower track but with a wider footprint due to 285/35 rear tires.

M Electronic Damping Control (EDC), specifically calibrated for the M6, automatically adapts the suspension to road conditions by automatically adjusting the softness or stiffness of the shocks. EDC also accounts for road conditions, vehicle speed, and vehicle load to help the wheels maintain optimum contact with the ground. Additionally, drivers can select between Normal, Comfort, or Sport modes for the EDC and the steering system. The M6 is equipped with quicker Servotronic vehicle-speed-sensitive steering than a standard 6 Series, with driver-selectable Comfort and Sport assist levels. A variable ratio system but not BMW’s Active Steering technology, the steering gets quicker the farther the wheel is turned off center.

The M6 also includes an M Variable Differential Lock, a mechanical limited-slip differential that helps regulate power delivery in slippery or split-surface traction conditions. The M Variable Differential Lock senses wheel speed, not torque, and when a speed difference develops between the two rear wheels, a multi-disc clutch delivers more power to the wheel with grip and less to the one that is spinning faster to maintain optimum traction. Of course, in the unlikely event that you do get the 2006 BMW M6 to overpower its huge tires and M Variable Differential Lock, there’s a standard Dynamic Stability Control (DSC) system calibrated specifically for M duty so as not to unduly interfere with having a good time behind the wheel. Equipped with a selectable M Dynamic Mode, the DSC can be programmed to allow additional wheelspin and oversteer for a wider performance envelope, and it can be completely deactivated if the driver wishes.

A driver’s DSC preference, along with those for many of the 2006 BMW M6’s other high-tech features, can be programmed using the MDrive function. By accessing the MDrive menu in the iDrive system, M6 owners can choose personal preferences for SMG Drivelogic shift programming, DSC modes and deactivation status, and EDC and steering settings. MDrive also controls the content displayed in the available Head-Up Display, and activates the M Multi-function sport seats’ Active Seat Backrest feature, which selectively inflates the bolsters during hard cornering to keep the driver and front passenger in place. The most important MDrive feature, however, controls the level of engine power and throttle response. The default setting is P400, which directs the M6 to generate 400 horsepower. Select P500 from the menu, and the M6 generates 500 horsepower while quickening the throttle response. Select P500 Sport from the menu, and throttle response goes from instantaneous to damn near retroactive. Once all of these MDrive selections have been made and saved, the tailored combination is immediately accessible through the magical little “M” button on the steering wheel. Push that, engage Launch Control, and that silly little boy in Daddy’s Corvette C6 won’t be able to read your blur of a license plate, much less hope to catch you – unless he’s really, really good with a clutch.