The New M5 Is Finally Here!

Rumors and speculation have been circulating about the new M5 for quite a while now, and BMW just dumped pictures and all the juicy details on their latest super sedan for all the world to see.  Considering how much we knew about the car before it even became public, none of it's particularly surprising, but we do have all the nitty gritty on Bavarian Motor Work's latest bad-ass autobahn bruiser for you.

As we've been hearing forever, the high-revving, torque-light 5.0L V10 in the previous (E60) M5 has been given the heave-ho, replaced by the M-spec 4.4L twin-turbocharged V8 currently used by the X5M and X6M.  This compact V8 has reverse-flow manifolds (intake on the outside of the banks, exhaust on the inside) driving double twin-scroll turbochargers.  With direct fuel injection and Valvetronic variable valve timing, the new motor puts out a healthy 560bhp@6,000-7,000rpm, and 680nM of torque (502lb-ft) from 1,500-5,750rpm - a huge spread of torque.  This isn't a lot more power than the outgoing S85B50, which produced 507bhp @ 7,750 rpm, but it is a lot more torque at much lower revs - the S85 only mustered 520nM (384lb-ft) at a very screamy 6,100 rpm.

This engine is basically ported over from the heavier X5/X6 M SUV's, and power output is basically the same - 560bhp instead of 555, but identical torque output.  What is different is the transmission and driveline.  While the M SUV's use a conventional 6-speed planetary automatic gearbox with a torque converter hooked to electronic AWD, the M5 will use the 7-speed M DCT (twin-clutch automated manual) gearbox first seen on the E90 M3, driving the rear wheels.  This super-fast gearbox is also equipped with launch control, which allows a perfect takeoff every time.  This new gearboxes replaces the outdated SMG III single-clutch automated manual, which was almost universally panned for hard shifts and overall around-town drivability compromises compared to modern twin-clutch units.

As one would expect, performance is impressive: the new M5 will accelerate from 0-100kph in 4.4 seconds and 0-200kph in 13.0 seconds according to BMW, and reach an electronically limited top speed of 155mph top-out.  An "M Driver's Package" will raise the top speed limiter to 190mph, and also make you wonder if you're not a real M Driver if you don't order that option.  (Or maybe BMW just likes to fatten the bankroll by making everything optional?  "Oh, you want a transmission?  $15,000!")

In addition to being faster than the E60 M5, the new M5 will also be less of a gas hog and environment killer - of course, it's all relative.  The new M5 returns average fuel economy figures of 9.9L/100km (23.75mpg US, 28.5 imperial) and CO2 emissions are down to 232g/km, from 360g/km and EPA numbers of 12 and 18(!) for the old one.  So, go faster, emit 2/3 the C02, and get massively better fuel economy?  No wonder they killed the S85.

There's more to the story than the impressive new motor, of course.  The M5 now comes standard with BMW's automatic torque-biasing M Sport rear differential.  Rather than using a brake-lock differential (where traction control detects a spinning wheel, and applies the brake caliper to divert torque to the other side of the axle), the M Active Differential is a multi-plate limited slip differential with electronic controls, to balance out on-the-limit handling while still making the car relaxing to drive around town.

Being an M car, there should be a focus on the chassis as well - and the new M5 doesn't disappoint.  Electronically controlled active dampers are standard, with "Comfort" (squishy), "Sport" (Stiff), and "Sport Plus" (call your chiropracter) modes selectable at the touch of a button.  There's also variable assist in the speed-sensitive power steering that's individually selectable, and like all good modern performance cars, there's a three-setting stability control system.  On (no fun), off (lurid oversteer), and MDM (M Dynamic Mode), which allows higher slip angle thresholds before intervention.  new for the F10 M5 are two "M mode" buttons on the steering wheel - M1 and M2.  The driver can set specific parameters in the adjustable settings - dampers, throttle response, steering etc - for each preset, and activate those settings just by pushing one of the buttons.  For instance, suppose you wanted a "track mode" and a "back road mode" - for the track you'd probably want the medium damper setting, hardest throttle response, and highest steering resistance.  For a curvy back road, you'd probably want the stiffest damper setting, but medium settings for the throttle and steering to make the power more manageable.  You can also program the DSC mode, shift patterns, and information on the heads-up display and save those presets.  Neat stuff, although it does seem like cars are becoming more like video games.

The wheels, rolling stock, and brakes are massive as well.  The M5 comes standard with 19" alloys (20" are available) with 265/40/19 tires front and 295/35/19 tires in the rear.  The brakes, previously an M5 weak spot ("weak spot" of course being relative) are now 6-piston calipers clamping composite rotors.

On the outside, the new M5 looks just like you'd expect it to - a more jowly, angry, angular version of a regular 5-series.  I have no problem with the styling - it's a huge step up over the somewhat awkward Bangle-designed E60 - although it seems that every generation of the M5 loses more and more of it's Q-car "sleeper" appeal.  I mean, you can tell the F10 M5 is a bad-ass something something just by looking at it.  The E34 M5?  You'd have to be a serious car nerd to know it's anything other than a regular 530i with some nice wheels.  Still, this is what the market likes, so this is what the market gets.

The front splitter is wide and low-hanging, seemingly pulled straight from the X6M and reshaped to fit the 5-series.  The front end treatment is more subtle than the brutal-looking 1-series M Coupe, which looks like a cross between a goldfish and  TVR Sagaris (remember me?!?), there are the trademark M-car front fender vents on the side, and around back shrouded quad-tip exhausts provide some visual menace.

The F10 M5 continues the tradition of having a more sporting interior than the normal 5-series, while not being slathered with boy-racer faux carbon fibre and bright red badges.  There are of course M Sport seats, M Dials in the gauge cluster, and the M5-specific DCT shifter, but otherwise it's standard 5-series - which is nice.  The brushed aluminum trim is classy but not shouty, and it just looks like a nice place to while away the hours on the highway - or pitch it sideways on the track.

What else?  Well, rumors have been circulating that the F10 M5 will be the first M5 to offer AWD as an option, which sounds like heresy to M loyalists, but it could be nice to have something to fire back at Audi RS6 drivers - or, you know, have an M5 than can go places when it's snowing.  It's doubtful there will be a manual transmission option for the F10 M5, but you never know - the E60 M5 was supposed to be SMG-only, but M nuts in the US whined so much that BMW offered the car in the US market with a standard 6-speed manual, even though it was sort of a compromise.  A touring (wagon) version is a maybe, considering BMW only sold about a thousand E60 M5 Tourings out of the total run of more than 20,000 M5's, but you never know - hey, if Cadillac can do it (CTS-V sport wagon!), why not BMW?  No word yet on availability or pricing, but I'd guess at "third quarter 2011" and "€70,000+".  Stay tuned for more info on that front.