With each generation, BMW continued to add power, first with a bigger inline six-cylinder, then moving up to a V-8, and eventually going full F1-inspired crazy with a 5.0-liter V-10. While the M5 continued its march toward super sedan status, it was waving goodbye to daily driving sensibilities. The large-bore, short-stroke, high-revving V-10 didn't have much in the way of low-end grunt, and the adjustable suspension varied from bouncy to crushing. The single-clutch semi-automatic SMG transmission balked around town and slapped from gear to gear when driven hard. It was a great car to drive like a sports car, but wasn't the easiest to live with on a daily basis.
For comparison's sake, a Porsche Panamera Turbo we tested recently did the same feats of strength in 3.5 seconds to 60 mph and 11.9 seconds at 114.7 mph through the quarter mile. But all-wheel drive is clearly a big advantage for the Porsche, and its extra 68 lb-ft of torque help the 104-pound-heavier Panamera get out of the hole.
Once the M5's speeds start to rise, the turbos spool and traction becomes less of an issue. The BMW gets from 0 to 100 mph in 8.4 seconds, while it takes the Porsche 8.8 seconds. The disparity in speed at the end of the quarter mile leads us to believe the M5 would keep pulling away at the high end. The Porsche makes a peak 500 hp, while the BMW cranks out a blistering 560 hp. We have tested a Panamera Turbo S rated at 550 hp that bridges the gap matching the 0-100-mph time, but still lags behind the M5's trap speed, coming in at 118.0 mph. It would seem the BMW is either producing a little more power than rated, or more of it is getting to the ground through two wheels once it's securely hooked up.
Whether in a straight line or cornering, the M5 drives like a bigger, heavier M3. The car naturally wants to understeer, but can be rotated with careful throttle application. But all that extra torque isn't nearly as controllable coming from the turbos. This may be the only downside when compared with the V-10. While the naturally aspirated engine seemed to have a direct physical connection from the driver's ankle to the car's 10 individual throttle bodies, the turbocharged V-8 is a little more of a game of telephone. Push down on the throttle pedal, feed the engine a bit more air, wait for the turbos to spool, and then get ready to counter steer. The impatient will quickly find themselves facing the wrong direction if they simply pin the throttle and aren't expecting all 560 lb-ft all at once.
We found it completely livable around town and on the highway. We were even surprised by the amount of amenities BMW has chosen for such a sporting car. If you happen to be lapping the Nuerburgring with the kids in the back seat, they can watch the two monitors hanging off the back of each front seat. How many kids have experienced "Yo Gabba Gabba" at 150 mph? The doors also have a self-closing feature like more luxurious cars in this price range. No need to slam the door; just latch it shut and the car takes it the rest of the way. In fact, if you do slam the door closed, the car gently pops it back out and reseats as if to say, "Here, let me show you how this is done."
Once you have finished oohing and aahing over all this luxury, the transmission, suspension and steering can all be prodded into Sport mode either through buttons on the center console or all at once with the programmable M Drive buttons on the steering wheel. Damping rates are increased; steering requires a bit more muscle; and shifts are held until later in the powerband while snapping gear to gear a little faster. This was our preferred mode around town, as comfort makes the M5 lean a little bit too far toward the apathetic. Sport still isn't perfect. The middle mode overshoots the Goldilocks zone, making every trip to the store a qualifying lap, but at least you aren't holding up traffic in one of the world's fastest sedans. Steering is quick and direct. BMW's typical high caster angle on the front suspension provides plenty of feedback through the steering wheel. Holding the gears a little longer means the engine always wants to go and go fast. The one thing that's exactly right is the suspension, at least for the driver. The stiffer damping rates work with a rigidly mounted rear subframe to give the M5 a buttoned-down feel missing in most sedans.
If we have any complaint about the new M5, it's that there is just too much gap between comfort and sport. In Comfort, the car feels like a 528 -- not a bad thing, but not the reflexes you want from a six-figure sedan. Obviously, the slower throttle response and short shifting are used to maximize the benefit of forced induction, but we wish there were something like Sport Minus Mode. But on the whole, that's a minor hiccup. From driver feedback to all-out performance, this is probably the best M5 ever.
Source: Motor Trend
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