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2012 BMW M5 Test Drive: The Engine is the Heart of the Beast
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[/spoiler]2012 BMW M5 First Drive - Motor Trend
Some things improve with age, like a bottle of 64-year-old Macallan. Like that fine spirit, the BMW M5 has also improved mightily over the years, with the all-new 2012 BMW M5 being the smoothest, most powerful, most elegant, and most refined M5 distillation to date.
Stylewise, there are a few subtle changes inside and out, but nothing major. The significant differences are hiding underneath the chiseled hood. The greatest one, of course, is the redesigned, heavy-breathing twin-turbo 4.4-liter V-8 engine replacing the big V-10. Horsepower has been bumped up to 560 from 500, and torque makes a huge jump from 383 lb-ft to a massive 500.
The engine in the M5 is akin to that in the X5 and X6, but with a few tweaks to give it that extra oomph. The addition of BMW's throttle-less Valvetronic induction system makes the intake valve system infinitely variable, providing optimal fuel delivery for any driving situation. The valley-dwelling turbos have also been reworked for higher flow, increasing boost pressure from 22 to 26 psi. Placing the turbos between the V of the block does more than just improve packaging. The newly developed manifold system with exhaust ports in the valley and intake outboard means both the intake and exhaust tracks are now shorter, with a wider diameter to reduce pressure loss. That increases throttle response, reduces turbo lag, and improves efficiency.
The new M engine has BMW's Double VANOS infinitely variable valve timing system, which optimizes the engine's efficiency and generates high torque at low engine revs. BMW claims all 500 lb-ft of torque is available from a mere 1500 rpm all the way to 5750 rpm, with redline coming in at 7200. As with the 1 Series M, those numbers are a bit hard to believe, especially after driving the M5. We're sure under a controlled situation all that torque would be available, but in the real world, it's not. Mat the throttle while rolling down the highway and gear kickdown selection is perfect...then there's a delay before you really start moving. Yes, boys and girls, the new BMW M5 has a smidge of turbo lag. It's not terrible, but it's definitely there. It's more noticeable on the street than the track, where the M5 will show you what it's truly capable of.
BMW has simplified the driving settings, giving you three for steering, shifting, suspension, and traction control. Steering, shifting, and suspension settings range from normal (S1) to Sport (S2) to Sport Plus (S3), while traction is either normal, M Dynamic Mode (limited intervention), or everything off. To help you customize those settings for any driving situation, BMW has added another M button to the wheel, for M1 and M2. After the buttons are programmed, your M5 will have three distinct personalities available at the tip of your finger, or more accurately, your thumb.
The only transmission we were able to sample was BMW's seven-speed dual-clutch automated manual, which is unique to the M5. Much work was done to make sure this transmission could handle all the M5's newfound torque. Just like BMW's other DCT, it's ultra-quick, with shift harshness ranging from silky smooth to neck-snapping. Rumor has it the U.S. will be getting a manual. Not sure why we need it, but we'll take it. The M5 also sports a new electronically controlled locking rear differential that can vary between fully open to fully locked.
What does all this mean in terms of the driving experience? One word: magnificent. On the street in normal mode, the M5 is a pussycat, stealthily rolling down the road with a firm but forgiving ride, ready to pounce on unsuspecting prey. You don't hear or feel a single shift through the seven gears. Even in this mode, you can slap that GO pedal and you're gone (after a short delay while the turbos spool -- nothing 95 percent this car's buyers will notice or even care about).
Start dialing up the settings, and the car just gets better--to a point. I found the Sport Plus setting for the steering way too heavy, even on the track--and I like a heavy wheel. It felt very unnatural, like trying to twist a paddle in a barrel of molasses. The max setting for the shift harshness was too aggressive for me as well, unnecessarily hard with no real benefit.
On the track, you never notice any turbo lag, and you actually enjoy hearing those turbos spool up -- not in a silly tuner way, but in a subtle, refined manner. It's a pick-your-poison situation when you can turn some hot laps on a private facility. Do you want a "quick, but the car will save you no matter what" lap? No prob, keep it in normal mode, S1 for all. How about a "fast, get your attention more than a few times" lap? Got that, too -- sport mode, S2 across the board. Then there's the "hero or zero" lap setting: sport plus, S3, and almost not necessary, since S2 is very lenient in how silly you can get the car.
After sampling a variety of settings on my first few laps, I decided on S3 for the suspension since the track was so smooth; S2 for both steering and shift harshness; and MDM for traction. The limits of this vehicle are pretty stellar. A car that can move this kind of weight as quickly as it does, and slow it down as well as it does, feels awesome. The M5 doesn't drive nearly as big as it is -- the car manages to shrink around you. It is also very forgiving. It doesn't get upset if you lift mid-corner. It gives you a bit of a wiggle, but is completely controllable. Speaking of lifting, the M5 makes the most beautiful bark when you lift off the throttle from high rpm while transitioning to braking. The brakes never fade, but I had to give firmer pressure than expected in hard-braking situations.
That hero/zero setting isn't really that evil. As always, it depends on the driver. The M5 does what it's told suprisingly well. Hard, aggressive cornering will give you three different experiences, depending on the vehicle's settings and your right foot. The car has built-in understeer -- which is a good thing to do for almost all drivers -- meaning that if you dive into a corner too hard it keeps you on the tarmac if you brake enough. But as long as you respect the laws of physics and 500 lb-ft of torque, you can go into a corner cleanly, get the car to rotate and track through beautifully. It's a fantastic feeling when you get it right while taking a corner in a car that shouldn't be doing what it's doing. If you want to just get silly, the M5 will happily oblige with crisp turn-in precisely where you want it as you smoothly add throttle, making the M5 swing its tail at will with plumes of smoke trailing behind you.
Without a doubt, the new 2012 BMW M5 is better than its predecessor in every way. Some say they'll miss the high-rpm V-10 screaming under the hood. Not me. I'll take this subtle torque monster any day. Much like a purveyor of fine spirits, when an automaker starts with quality components, and adds time, insight, and desire, it's possible to create something amazing -- a vintage that can truly be savored. With the new M5, BMW has done just that.
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[/spoiler]Beemer B773ER;537975 escreveu:
...Old is NEW again. :eusa_clap
Back to its old style, back to a V8, ....Back on top!
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[/spoiler]We drive: Heavy-metal BMW M5 - IOL Motoring | IOL.co.za
We drive: Heavy-metal BMW M5
My first thought after driving the new M5 for the first time was what the next M5 would be like - a tad premature, you may say, given that this car has at least a half decade's lifespan ahead of it.
But I was wondering whether there'd be some paradigm shift in future, a new direction to make the next car significantly lighter. In the past few generations the M5 and its competitors have been involved in an intense power-uber-alles battle which has produced, in its fifth iteration, an M5 wielding 412kW and 680Nm of automotive anger. Those are quite eye-watering figures for a luxury sedan but so is its weight, which has crept up to a corpulent 1870kg.
For the next generation will we continue seeing ever-fatter luxury sedans with ever-more-powerful engines, or will someone take a leaf out of the Lotus school of power-to-weight thinking and start using more lightweight materials such as aluminium or carbon-fibre? Just wondering
For now we have a heavy car with a heavy-hitting engine, making the M5 the most powerful M car ever. The new engine is already something of a paradigm shift for BMW because it's the first M5 to be turbocharged - a concept once sneered at by the Bavarian firm but now embraced with open arms if you look at how many of its cars use the technology.
Compared to the high-revving normally-aspirated five-litre V10 it replaces, the new M5's 4.4-litre, twin-turbo V8 is not only considerably more muscular (the old car produced 373kW and 520Nm) but the power's available much more instantly, like flicking a switch. And it's claimed to be 30 percent more fuel-efficient as well, which according to BMW was the primary reason for going the turbo route.
It's sad to see the demise of that glorious-sounding V10, which will go down as one of the all-time classic engines. The racy rasp as it revved to its 8250rpm redline was spine-chilling.
Thankfully, my fears that turbocharging would strangle the sound of the new M5 proved unfounded. Though it revs to a lower 7200rpm the V8 engine makes a heavy-metal holler that's perfectly in tune with the violence of the acceleration - 0-100km/h in 4.4 seconds and on to 200 in just 13, according to BMW's figures. When you come off the throttle quickly there's also a loud "brupp!" from the exhaust that'll shake the thorns off a cactus at 20 metres.
Power delivery's instant. At sea level, where I drove it, there's no hint of lag and the throttle pedal feels like a trigger. It's possibly too instant, as non-petrolheaded as that might make me sound, as you spend much of the time gently feathering the throttle rather than having the visceral satisfaction of booting the pedal to the floor.
On some of the twisty Spanish mountain passes where we drove the M5 at its international media launch, it often felt like too much car for a public road. Any half-enthusiastic throttle treatment would cause the rear tyres to momentarily screech and the stability control to kick in a split-second later. The car felt penned-in, an angry beast twitching and snorting to be released from its cage.
BMW obliged by giving us a few laps around the Ascari race circuit, where the beast's legs could be stretched and its limits probed. Here the car delivered everything one expected of the M badge. With its suspension, steering and stability control responses all set to "Mad Max" mode (this can be programmed to take place at a single press of a button on the steering wheel), the M5 lapped the track with commendable athleticism for such a big car.
It's an intense experience. The brutality of the acceleration is always front of mind, as is the tendency for powerslides at the slightest provocation, showing little respect for the width of the 295mm rear tyres. The dual clutch seven-speed auto transmission, which has replaced the unloved SMG gearbox in the old M5, is a smooth-shifting treat that swaps gears super-fast without ever feeling jerky.
But you're always aware of the M5's mass; it's not a car to be flicked around like an M3. This is a ballistic grand tourer, not an agile sports car.
The wonder of the car is how it morphs into a refined and comfy-riding luxury cruiser when you tone down its Mad Max settings - together with your own adrenalin levels. When driving with a light foot I even managed a consumption of 10.5 litres per 100km (compared to 39 on the track!).
The new M5 will be the star attraction on BMW's stand at the Johannesburg Motor Show, starting this weekend, and the car will go on sale here in January at a price still to be announced. - Star Motoring
