The latest M5 falls victim to the powerplant downsize trend where smaller is better, in due course of the tightening emission regulations. As such, the purists' M car has ditched its large capacity, naturally aspirated engine for a blown replacement that has been shrunk.
The engine has always been regarded as spiritual source of any performance cars. If so, has the heart transplant done anything to dilute the soul of the almighty 5-seater autobahn-stormer from Munich?
Exterior
Visually, it is hard to tell that this is the top-of-range 5er from BMW's M division. Despite being fitted with "go fast" visual bits such as the enlarged front air scoops and quad tailpipes, the M5 remains truly subtle - a trade that has been steadily gaining likes of automobile enthusiasts.
Part of the kit is the 20-inch alloys, which fill the wheel arches perfectly. In polished aluminium with grey trims, it appear no-less sporty than any found in darker shades.
20-inch alloys and quad tailpipes are some of the 'go fast' bits
The engine has always been regarded as spiritual source of any performance cars. If so, has the heart transplant done anything to dilute the soul of the almighty 5-seater autobahn-stormer from Munich?
Exterior
Visually, it is hard to tell that this is the top-of-range 5er from BMW's M division. Despite being fitted with "go fast" visual bits such as the enlarged front air scoops and quad tailpipes, the M5 remains truly subtle - a trade that has been steadily gaining likes of automobile enthusiasts.
Part of the kit is the 20-inch alloys, which fill the wheel arches perfectly. In polished aluminium with grey trims, it appear no-less sporty than any found in darker shades.
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In comparison to any modern-day supercar, the M5 isn't as attention-seeking - you might not even notice it at all. But that is the while purpose of it all, cleverly leading you into mistaking it for just another beemer on the streets, but leaving you for good once it unleashes its power - anytime, anywhere.
Angelic headlamps, demonic performance  |
Interior
It is no surprise that the M5 loots a substantial amount of accessories from the other models in the range. What it does receive is a unique gear-level and a multi-function steering with 'M' shortcuts - two of them in fact.
The car also dawns a multitude of electronic gadgets - memory seats with electronic adjusts; driver heads-up display - just to name a few. Many would also find the top-view illustrative parking aids a delight in tight parking spaces. Rear occupants are not left-out either with the dual-zone climate control system.
The button to get the V8 rumbling; M-gearstick unique to the M5
It is no surprise that the M5 loots a substantial amount of accessories from the other models in the range. What it does receive is a unique gear-level and a multi-function steering with 'M' shortcuts - two of them in fact.
The car also dawns a multitude of electronic gadgets - memory seats with electronic adjusts; driver heads-up display - just to name a few. Many would also find the top-view illustrative parking aids a delight in tight parking spaces. Rear occupants are not left-out either with the dual-zone climate control system.
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The interior of this particular example is wrapped with soft leather in an alluring reddish-hue, matching nicely with the metallic grey on the exterior. It also brings out the posh ambience and attention to details with the greater colour contrast.
No let-down on creature comforts, even for the rear occupants
The bolstered seats and door panels does take a cut into the cabin space - but by no means does it feel catastrophic. Instead, the thick supports adds a sense of protection for the occupants, putting their mind at peace even when they discover the hidden beast lying within this very car that they are in.
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The bolstered seats and door panels does take a cut into the cabin space - but by no means does it feel catastrophic. Instead, the thick supports adds a sense of protection for the occupants, putting their mind at peace even when they discover the hidden beast lying within this very car that they are in.
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The Drive
Starting up the 4.4-litre V8 reveals a deep, throaty rumble, which soon settles into a bassy burble - somewhat un-noticeable in the well-insulated cabin. The twin-turbo V8 however, does have some significant differences from the naturally-aspirated V10 found in its predecessor. The first of which being the way it revs - with the redline tagged at 7,000 rpm, it simply does not need to work all the way to high-noon to its power in tap.
In its most hardcore mode, the M5 is and feels stupendously fast - nothing short of any expectations arising from the 4.4 seconds century sprint stated on paper. In fact, the Sport Plus mode up-tunes the driving characteristics in such a way that it feels punishing on the pocketed roads. In start-stop traffic, the gear changes also feels more noticeable, notchy and a little angry when it does not get enough revs it wants for an up-shift.
Do not be mistaken however - the dual clutch system is actually very clever. Besides being lightning-fast in shifts, it senses any enthusiastic jabs at the accelerator, and responses by holding onto the current gear (or even dropping one at some instances) till the red-line is met.
Enthusiasts will be delighted that the M5 receives a variable-ratio steering with hydraulic assist (instead of electric-assist which is getting increasingly popular). The steering builds up the driver confidence substantially, giving accurate and adequate feedbacks be it during spirited drives or sedated cruising. It also hides the heft of the car, tipping the scales at close to 1.9 tonnes.
Starting up the 4.4-litre V8 reveals a deep, throaty rumble, which soon settles into a bassy burble - somewhat un-noticeable in the well-insulated cabin. The twin-turbo V8 however, does have some significant differences from the naturally-aspirated V10 found in its predecessor. The first of which being the way it revs - with the redline tagged at 7,000 rpm, it simply does not need to work all the way to high-noon to its power in tap.
In its most hardcore mode, the M5 is and feels stupendously fast - nothing short of any expectations arising from the 4.4 seconds century sprint stated on paper. In fact, the Sport Plus mode up-tunes the driving characteristics in such a way that it feels punishing on the pocketed roads. In start-stop traffic, the gear changes also feels more noticeable, notchy and a little angry when it does not get enough revs it wants for an up-shift.
Do not be mistaken however - the dual clutch system is actually very clever. Besides being lightning-fast in shifts, it senses any enthusiastic jabs at the accelerator, and responses by holding onto the current gear (or even dropping one at some instances) till the red-line is met.
Enthusiasts will be delighted that the M5 receives a variable-ratio steering with hydraulic assist (instead of electric-assist which is getting increasingly popular). The steering builds up the driver confidence substantially, giving accurate and adequate feedbacks be it during spirited drives or sedated cruising. It also hides the heft of the car, tipping the scales at close to 1.9 tonnes.
With all that said, it truly takes near religious level of self-constraint to keep the M5 within the speed limit of our roads. This is a car that the usually benign practise of launching from the lights, will soon turn to a speed addiction - especially so when you have tasted the kicking-in of the second blower at higher rpms.
Conclusion
The purist's M family sedan has no doubt evolved and taken its current form, which is much more competent than the one it replaces. As with many derived-for-performance vehicles, the new M5 has somewhat taken a softer approach - to deliver a whole new ball game altogether.
It is then, no longer in question whether the M5 is good or bad, but rather whether the honed characteristics to be a sharper autobahn-stormer is your cup-of-tea, and if it falls into the 'I-want-one' zone. For us, it does.
Conclusion
The purist's M family sedan has no doubt evolved and taken its current form, which is much more competent than the one it replaces. As with many derived-for-performance vehicles, the new M5 has somewhat taken a softer approach - to deliver a whole new ball game altogether.
It is then, no longer in question whether the M5 is good or bad, but rather whether the honed characteristics to be a sharper autobahn-stormer is your cup-of-tea, and if it falls into the 'I-want-one' zone. For us, it does.
