BMW LONDON
SEVILLE, SPAIN—Dissociative identity disorder. It's better known as multiple personality disorder, and like Dr. Jekyll, I'm afraid the 2013 BMW M5 suffers from this condition.
One moment it's a mild-mannered luxury sedan ready to take on daily chores in serene comfort, the next it transforms into a fire-breathing, track-ready beast, snarling angrily as it attacks a closed course.
Unless you're a BMW M-series aficionado, there's not much about the M5's exterior that will turn you on to its nefarious underpinnings.
Subtle hints distinguish the sporty M from 5-series sedans, like the three large air-cooling intakes that hang low on the front fascia, cooling gills in the front fenders, a sliver of a spoiler on the decklid, and dual, twin-tip exhaust outlets.
A keen observer will pick out the discreet M badges, but otherwise this fifth-generation M5 exudes an elegant, unassuming presence.
The interior is equally inconspicuous. My test car was smartly adorned in black-and-white leather, a suede-like anthracite headliner and firm, yet very comfy seats. The dashboard is clean, its layout intuitive; nothing really tells you you're sitting in anything but a luxurious, executive-class sedan.
However, even complete M-series illiterates will turn their heads to the raspy exhaust note when the M5's all-new V8 fires. Like a Rottweiler muttering a warning snarl, the M5 belches a brief initial bark after the start button is pushed, followed by a guttural, goose-bump-inducing growl, especially rich as the engine warms.
The Bimmer's turbocharged, direct-injection V8 replaces the naturally aspirated 5.0-litre V10 of the previous-generation M5, which was last available in 2010.
BMW calls the new engine a “hot V,” a design first seen in the 2010 X5M/X6M models. This unusual configuration locates the intake ports outboard of the V, while the exhaust ports point into the V, driving two top-mounted, twin-scroll turbochargers.
This layout eases under-hood packaging, but it also allows the turbos to be cross-fed by exhaust ports from opposing sides of the engine, thus spinning them up quicker and reducing turbo lag to almost nil.
At 4.4 litres the M5 V8 is small compared to the CTS-V 6.2-litre and new E63 AMG 5.5-litre V8s, but what it lacks in displacement it makes up for in output. It produces 560 horsepower, four more than the CTS-V, 42 more than the E63, and 53 more than the V10 M5. The M5 achieves its impressive 127.3 hp per litre by using an unusually high 21.7 psi of boost pressure.
You can come to within 10 ponies of the new M5 with the 2012 E63 but you'll have to opt for the extra-cost performance package to do so. Pricing for the M5 has not been released but the 2010 model sold for $106,900, the same price as the current E63.
Although the M5's short-stroke, high-revving engine gives up some torque to the CTS-V and E63 (551 and 518 lb.-ft. respectively), variable valve timing helps it manage 502 lb.-ft. between 1,500 and 5,750 rpm, which helps propel the 1,870 kg (4,122 lb.) sedan from 0 to100 km/h in 4.4 seconds.
Moving to smaller-displacement, turbocharged, direct-injection engines is an increasingly popular trend that permits high output while reducing fuel consumption and the latest M1 claims 9.9L/100 km using the European test cycle, a 30 per cent improvement over the V10 M5. The improved fuel economy combines with a fuel tank that has swollen to 80 litres (up 10) to provide 50 per cent more cruising range.
Engine mapping, steering effort and the electronically controlled suspension can be adjusted individually (each with three options) through an array of buttons located on the centre console.
There are too many variations to list here, but you can go from urban-friendly to racetrack-ready in seconds, your selections displayed below the tachometer. You can also save your preferred settings and recall them via two “M” buttons located on the steering wheel.
And there's a launch control if you really need to get to the next stoplight faster than anyone else on the planet.
A seven-speed dual-clutch transmission is the only gearbox available for this rear-driver, and shifting points in auto mode can be altered for efficiency or urgency via a rocker switch on the console.
The same switch also alters the shift time between gears for either smooth or rapid gear changes when shifting manually using the shift knob or steering wheel paddles.
The M5's split personality was especially exemplified at the Ascari Race Resort located just outside Ronda, Spain — after I finally got there. The navigation system had me going in circles after leaving the hotel, as it wouldn't accept the pre-programmed route, and attempting to navigate its convoluted menus made my head spin.
With engine mapping, steering and suspension adjusted to their middle Sport settings, and with Dynamic Stability Control (DSC) switched on (the default position), the gas pedal could be mashed to the floor exiting corners, causing the DSC light to flash for some time as traction control countered wheel spin by curbing power.
This was fine for learning the track and was the ideal setup while threading winding back roads on the way there, but it did little to demonstrate the M5's potential.
Switching everything to the most aggressive Sport Plus mode and hitting the DSC button once to select M Dynamic mode (MDM) unleashed the M5's Hyde-esque alter ego.
The suspension went from sporty stiff to racetrack rigid, while MDM raised the threshold of traction control intervention to an invigorating level. The M5 became wickedly fast. Throttle response was instantaneous and the car blasted out of corners, sinking me into the seat all the way to the next turn.
The M5 turned with precision and I sensed nary a trace of understeer. Despite its weight, the M5's ultra-rigid chassis remained composed even though I tried repeatedly to unravel it.
True driving enthusiasts will be relieved to learn that BMW chose to stick with hydraulic power steering instead of resorting to the increasingly popular electric power steering. Although it doesn't sap horsepower the way a hydraulic system does, every electric system I've sampled thus far has returned numb feedback and ultra-light, video-game-like effort.
The BMW's variable-ratio rack and pinion steering might sap some power but the marvellous feel and feedback it returns is well worth the negligible loss of power.
Oh, and the brakes are phenomenal. Period. Six-piston calipers squeeze massive 400 mm front discs, and single-piston calipers on 396 mm discs control rear wheel speed. They are powerful with a firm pedal providing linear feel. Even after 30 minutes of hard lapping with speeds reaching 215 km/h, the pedal never got soft.
Serious track users can turn off the DSC, though I wouldn't recommend doing this anywhere else but on a racetrack. Injudiciously stomping on the gas pedal with this safety feature disabled will swing the rear end around in an instant on cold tires — don't ask me how I know.
A more astute right foot was rewarded with heart-palpitating rear-end slides. But sliding had to be provoked, because the 19-inch Michelin Pilot Super Sport tires (265/40 front; 295/35 rear) provided near race-tire grip.
And that intoxicating engine sound, although somewhat stifled by generous cabin insulation, still tickled my ears — especially the burble that followed a throttle lift, almost like an angry retort for letting off: “Braaap! Get back on the gas!”
There's one feature I'm disappointed I didn't try, called Active Sound Design. Not a word was mentioned about this feature during the technical presentation, probably because it would have stirred a laugh or two. It uses ECU data to reproduce engine sound through the sound system.
Pretty much unnecessary, it's an intriguingly odd novelty nonetheless.
The 2013 BMW M5 is to arrive in Canada mid-summer 2012.
Transport for freelance writer Costa Mouzouris was provided by BMW
2013 BMW M5
PRICE: $107,000-plus (est.)
ENGINE/POWER/TORQUE: 4.4-litre turbocharged V8; 560 hp; 502 lb.-ft.
FUEL CONSUMPTION: 9.9L/100km
COMPETITION: Cadillac CTS-V, Mercedes-Benz E63 AMG
WHAT'S BEST: You kidding? 560 horsepower!
WHAT'S WORST: Unco-operative navigation system.
WHAT'S INTERESTING: You can listen to engine sounds over the sound system.
Source: Wheels.ca