M5 BMW M5 F10 - Test Drives/Reviews

[Giannis]

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The driver is Mr Pantelis Patelos, a greek old-school automotive jouranlist. Apparently his taste in music sucks, but you can always turn the speakers off

The review will be probably published shortly...

 

[Merc1]

I'm so dying to see this car in some other colors in live shots. The blue is getting tired now. Black, White, Green something...


M

 

[Betty Swollocks]

Some really good reviews, especially the Autocar one. Chris Harris though has put to rest my concerns that it would be little more than a 550i "plus". He says it's like no other 5 Series. If this is true then it's a remarkable achievement.

Still don't regret passing over on the M5 though, but that's not the fault of the M5. It's very ethos (four door saloon with supercar performance) was just not what I was looking for, but you can hardly criticise it for that.

Can't wait to drive an M5 soon.

 

[Kowalski]

The new M5 is surprisingly good value for money as well.

 

[EMpower]

The Monster From Munich | Product Reviews | Wired.com

The 2013 BMW M5 is the most capable sports sedan to emerge from Munich: it goes, turns, and brakes like hell, all with casual, unflappable composure.

 

[Ultimate Car Guy]

BMW M5 (2011) CAR review | Road Testing Reviews | Car Magazine Online



Car Magazine's review.

BMW M5 (2011) CAR review
By Chris Chilton

First Drives

03 October 2011 10:32


The new October 2011 issue of CAR Magazine stars the new F10-era BMW M5 on the cover - and we gathered together the greatest M cars ever made to find out where the new 2011 M5 fits in the canon. Don't miss the 20-page M5 special. And read on for our first drive review of the turbocharged BMW M5.

Turbochargers? On a BMW M5? What next, an amphibious Ferrari that runs on hamster dung?
Well of course you might prefer to have no M5 at all. The fact is the old BMW M5's V10 was thirstier than Oliver Reed after a sauna and that’s just not compatible with current fuel prices, not to mention BMW’s increasingly ecologically minded philosophy. So the new F10-spec BMW M5 gets a turbocharged V8 that’s even more powerful than the old V10, but 30% more fuel efficient too.

Is this the same blown eight that’s fitted to the M-cars that dare not speak their name?
You mean the X5M and X6M? It’s based on the same V8, but modified with a compression boost from 9.3 to 10.0:1, a 0.3bar increase in boost pressure (now 1.5 bar) and BMW’s clever Valvetronic valvegear system that does away with a conventional throttle valve.

It’s also mounted to a seven-speed dual-clutch gearbox, rather than the six-speed auto in the SUVs. Power climbs fractionally, from 547bhp at 6000rpm in the X6 to 552bhp at the same revs in the saloon. And of course that means it makes 52bhp more than the old V10, plus a third as much torque again. The old M5 rustled up 384lb ft at 6100rpm but the new one churns out 500lb ft from just 1500rpm…

500lb ft of torque! Sounds more like a 550d than an M5. What’s this new engine like?
Technically, you can’t fault it. Drive like a nun facing a totting-up ban and it’ll deliver near 30mpg economy, but summon the full 552bhp and it’ll hit 62mph in 4.4sec, down from the 4.7sec the V10 needed. With so much torque available, it’s now so much easier to go fast. There’s no need to go anywhere near the disappointingly low 7200rpm redline, yet an extra kick at 6000rpm means you’ll still want to, presuming you’ve got enough space.

On the downside it neither feels nor sounds anywhere near as special as the old V10. Think of the Bullit car chase, when the in-car action flicks from the gravelly roar of McQueen’s Mustang to the subdued rumble of Bill Hickman’s Charger. That’s what jumping from ’04 to ’11 M5s feels like.

But any disappointment is tempered by the vastly better gearbox. The DCT tranny is much quicker and infinitely smoother than the clunky old seven-speed single-clutch SMG transmission fitted to the V10 M5, which paused between changes like Ron Dennis being interviewed via satellite link-up. The old car’s ludicrous 11 gearshift modes have been trimmed too. This time there are just three manual and three auto modes, and a full-bore upchange in the quickest setting is no longer accompanied by a sound like the car has just eaten itself.

And what about the chassis? Is the new M5 a hooligan or a refined GT?
It’s whatever you want it to be. The adaptive dampers and non-runflat rubber (19s standard, 20s optional) deliver incredible ride comfort on all but the stiffest of the three settings, yet the steering (old fashioned hydraulic, rather than electric as on lesser Fives) is far more feelsome than the regular saloon’s or even the old M5’s.

The kerbweight has actually risen by 115kg, but you’d be hard pressed to tell from the way you can pick off corners. The front end is so accurate for such a big car and the body control is superb. And this time there are two M buttons on the steering wheel allowing you to store two different combinations of throttle response, gearshift mapping and damper calibration. Point to point, there’s no doubt that new M5 would leave the old one choking on its exhaust fumes - or at least it would be choking if CO2 emissions hadn’t been slashed from 344g/km to 232g/km.

Oh yeah, and the hooligan bit. The combination of all that torque and a brand new fully active M differential mean it’ll still do the big drift as long as you’ve got the turbos spooled up. But traction is so spectacularly good, the tail is never going to swing round unless you’ve sent out an RSVP. And this time there are some proper brakes too. The old M5’s sliding caliper set-up was prone to massive fade if subjected to a couple of big autobahn stops, but the new six-pots hugging the front discs should hopefully solve that one. We didn’t get the chance to mash them from 150mph, but they certainly feel useful at more sensible speeds, with good pedal feel too.

And how will everyone know it’s a new BMW M5 parked on my drive and not just a 550i?
They’ll probably never guess unless you park it arse-out. Do that and your neighbours will be treated to the now trademark quad pipes, modest M badge and even more modest bootlid lip spoiler. Other hints include wing vents (now featuring a rather nasty chrome outline) and an M-sport front spoiler. But the M5 has never been about showing off, and that low-key appearance means you can get away with using more of the performance, more of the time.

Having said that, they could have made more of an effort with the cabin. The ergonomics and build quality are fine, the optional multi-adjustable seats are superb and it’s just as practical as any other 5-series, although there’s no Touring estate version planned. But AMG and Audi always seem to make their hotter models feel more special inside.

BMW M5: the CAR verdict
There’s no getting away from the fact that some of the wickedness of the old V10-powered M5 has been lost. Sadly, huge, screaming naturally aspirated engines are simply out of step with modern times.

The good news is that in every other sense, the new M5 is very much a better car than the one it replaces. It’s sharper and easier to drive, faster, has a massively better gearbox and, even if you couldn’t care less about fuel costs, you’ll probably appreciate not having to stop every 200 miles to fill the thing up. It’s one step back, two steps forwards.

 

[Deckhook]

Thanks UCG for the CAR reviews, reading it I got the strange feeling that everything a true enthusiast should hate about this car, the turbo engine with it's low redline, the ultra smooth shifting DCT, those things that add refinement and usability have actually made it the better car overall.

 

[Mr Robert]

Sure, more user friendly is almost always, objectively, better.

 

[martinbo]

Thanks UCG for the CAR reviews, reading it I got the strange feeling that everything a true enthusiast should hate about this car, the turbo engine with it's low redline, the ultra smooth shifting DCT, those things that add refinement and usability have actually made it the better car overall.

Huh? Since when does being an enthusiast mean that you have to hate the following?
- Turbo engines - any proper petrolhead can appreciate the benefits and drawbacks of both approaches to engine aspiration.

- Low revving engines; since when is 7200 rpm referred to as "low". It can only be referred to as relatively low compared with the ultra-high revving concept. 7200 rpm is relatively low compared to 8250 rpm (the S85's max rpm limit) but only 550 rpm less than where the S85 makes maximum power. No, the real enthusiast isn't concerned with such arbitrary stats, the real enthusiast values throttle response, linearity - and thus predictability - of the power delivery, and a good spread of usable rpm. All of these issues have evidently been addressed with the S63Tu. (The AMG engine in the Huayra - that's a low revving engine by comparison.)

- Why do enthusiasts have to hate smooth-shifting boxes? I for one don't mind the interactive feel of a "robust" gearshift event but I know tons of professional enthusiasts who reckon it's archaic.

So, let's not paint all enthusiasts with the same brush.

 

[Deckhook]

Martin, I think you have got the wrong end of the stick from my post. I was only remarking to some of reviews by journalists, they are the ones harping on about missing the likes of the V10 and complaining about low rev limits but then overall they end up preferring the car. The same goes for DCT, plenty hate the idea of not offering a manual or missing the jerk you got from the old SMG by on the whole the majority prefer the ease of use of DCT and love the speed of shifts it offers.

 

[martinbo]

I hardly ever get the wrong end of the stick. But in the end, Bob, believe what you will, and, say.

 

[Deckhook]

I hardly ever get the wrong end of the stick. But in the end, Bob, believe what you will, and, say.

I don't know about you but I'm in love with the new M5, to me it's the best BMW ever never mind the best M5. I think 7200rpm is plenty and the sheer fact that it's torque is just about everywhere on the rev range makes for not only wicked acceleration but also a very relaxing drive because you don't need to rev the balls off it to still be f'ing quick.

It's definitely the one to beat.

 

[klier]

So, let's not paint all enthusiasts with the same brush.

Putting people in boxes is what we're good at apparantly

 

[Guibo]

BTW, for me really spicy food does it, but why does the M5 pop and fart?

Perhaps to appeal to sporting car enthusiasts. BMW knows the challenges of throttle response and diminished sound in a turbo, so maybe they are using a trick from a bygone era when fuel metering and valve control was much less precise: it's opposite to the theory of efficiency, but if you momentarily allow a bit of unburned fuel past the exhaust valve, you can get some nice popping sounds as that fuel is burnt in the catalytic converters. In the old days, this was known to have blown out a few mufflers when done excessively and it remains to be seen if this will negatively affect the M5's cats and turbos. Just might. Or not. The old tubocharged Neon SRT-4 similarly popped and gurgled on the overrun with apparently no side effects. Then again, it was missing mufflers entirely...


Before we get too wound up in the upcoming "epic magazine showdowns," we should keep some things in perspective. Mag journos make their living on comparing cars in a way that most buyers never will. For them, a winner must almost always emerge. You can take Chris Chilton's Car Magazine review as one example. He says the new M5 is clearly faster point to point than the car it replaces. But he has also previously printed an editorial in which he says that such observations are pretty much meaningless. What exactly is the point of getting across a bit of road faster than another car? What's the hurry? There is no podium or race queen at Point B, although many of us would wish there were. If the car you're overtaking is another sports sedan, and you both fail to yield, then you deserve the accident waiting to happen. The family you wipe out in the oncoming lane certainly doesn't deserve it. If it's a line of cars you're overtaking, it's nice to have passing power. This is the context that forms the basis for acceleration numbers. But whether you make it, or fail, by 1-2 carlengths indicates a far more serious problem of driver judgement rather than any significant shortcoming of a slower car.
Such was the similar observation by Evo in the recent McLaren-Ferrari comparo: the MP4-12C might be faster around a corner at 10/10ths, but that is totally not the point of enjoying even a supercar. If one car is faster on a road than the other, that just could just mean one driver is more irresponsible than the other. Chris Chilton in his editorial proposed that the truly remarkable development in new cars is to make them just as engaging at lower speeds as they are at their limit. Not surprisingly, this is where the 458 scored it's KO over the McLaren: It was simply more engaging in that 7/10ths where most fast road driving takes place. Autocar couldn't get the Aventador and GTO beyond around 4/10ths of their ability.

Back to the new M5, I'm sure it's a better car for more drivers more of the time. Whether it will be as memorable, in the long run, when so many other cars are going to be (or already are) similar in terms of torquey delivery, remains to be seen. With fuel economy regs the way they are, the next-gen M5 will likely be similar. So the E60 won't just be the only sedan of its kind; it'll probably be the only BMW sedan of its kind. For most people in this class of car, the kind of involvement it required of the driver, the shock of the shifts if you don't actively smooth them out with a slight lift of the throttle...it's simply too much work. Then again, they did sell over 20k of these in a period bookended by poor economic times.


Here's Motor Trend's first test of the new 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.
Just like BMW's other DCT, it's ultra-quick, with shift harshness ranging from silky smooth to neck-snapping.
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."

2012 BMW M5 First Drive - Motor Trend

 

[Soup]

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.

 

[Beemer B773ER]

...Old is NEW again.

Back to its old style, back to a V8, ....Back on top!

 

[m-power]

Call me crazy, but from those photos I really believe the e39 is a much more beautiful beast...
Don't get me wrong, the F10M is an AMAZING car, both in looks and in every other aspect... in fact I think it's the best all-rounder money can buy at this time!! but design wise, I just can't get enough of the e39's great looks... it's design is just beautifully simple and simply beautiful...

 

[vedjo01]

^amen

 

[hoffmeister_fan]

I wanted to read Motor Trend's take, but when they mentioned a 64 year-old Macallan's, my mind was adrift.

And yes, the E39 M5 in black or dark blue with those rims and quad-exhausts, which was was rare for a sedan at that time, just exudes absolute bad-ass. Not a line or detail was superfluous, everything served a focused purpose. To this day, whenever I see it, it commands my attention that not even the E60 does. If I had the means to buy and maintain a used one, I'd so get it. Four-hundred horsepower and 400 lb-ft of torque? And that noise? Yes, please.

 

[Soup]

http://www.germancarforum.com/inter...tocar-bmw-m5-vs-mb-e63-amg-vs-jaguar-xfr.html