2013 BMW M5 - First Drive

Seville, Spain—When you first look at the specifications of the new M5, you might assume that BMW made its fifth-generation model tamer than its predecessor, what with two fewer cylinders than before. But as you look at the data more closely, you discover that not only does the new M5 possess more power, it’s 30 percent more fuel efficient than the model it replaces…but let’s start with the important stuff, the part about more power.

Simply put, the new M5, codenamed F10, is discreetly wicked. We sampled its performance at the Ascari Race Resort, a scenic-yet-challenging private racetrack outside of Seville, Spain, where the new M5 felt and sounded more like an exotic sports car than a midsize sports sedan. The 4.4-liter twin-turbocharged V-8, dubbed the S63Tü, produces a whopping 560 bhp from 6000 to a screaming 7000 rpm, with peak torque of 502 lb.-ft. coming between a low 1500 rpm to 5750. That’s an increase of 60 bhp and 119 lb.-ft. of torque when compared to the outgoing model’s V-10. BMW calls this turbocharging system “M Twin Power,” where the two twin-scroll turbochargers are placed within the “V” of the engine (see “M5 Tech”). The M Twin Power package also includes Valve-tronic (a first for M cars) and Vanos variable valve-timing system, a slick new cross-bank exhaust manifold and high-precision direct fuel injection. While this powerplant is indeed similar to the S63 engines in the X5 M and X6 M, they are in fact quite different, sharing only the block—everything else is new, including the heads, turbochargers and exhaust manifold.

Make sure you brace your head and neck before stepping on the accelerator when launching the new M5 because as soon as the wide rear Michelin Pilot Super Sport tires grab the driving surface, the forward surge is violent. With traction control switched off, Launch Control is activated by pushing the shift lever forward, allowing optimal performance off the line (Launch Control can be used only once every few minutes). In this mode, the computer performs the gear changes of the new 7-speed twin-clutch gearbox, dubbed M DCT with Drivelogic. If you prefer shifting yourself, make sure your fingers are ready to pull the upshift paddle because under full acceleration, the 7200-rpm redline comes in an instant. Project leader of the M5, Siegfried Friedman, says that you should leave the shifting to the computer because it’s faster than any human. This gearbox has six different settings—three in “D” for full auto and three “S” modes for manual shifting. Most of our time at Ascari was spent with the gearbox in S3, designed for serious track sessions. In whichever mode you’re in, the M5’s passing power is amazing, with gobs of torque coming on as soon as you tip into the pedal.

While the new M5’s straight-line performance is truly impressive—BMW claims it runs from 0-to-62 mph in 4.4 seconds and boasts a top speed of 190 mph when equipped with the Europe-only M Driver’s Package (U.S. M5s will be electronically limited to 155 mph)—the car’s handling is in a league of its own. Around the fast Ascari track, the M5 exhibited super crisp turn-in, with understeer apparent only through tight hairpins. The on-center feel of the steering (in Sport Plus mode) was a bit numb, but felt quick nonetheless through turns, as the car negotiated the track’s tricky esses as if they were an afterthought. The entire chassis seemed to work as a concentrated unit, almost predicting what corners were coming next. Body roll was virtually nonexistent and the balance just this side of neutral. The presence of the car’s Active M Differential, an electronically controlled multiplate limited-slip unit designed to optimize traction and stability, was noticeable through most corners. The differential’s control unit is connected with the Dynamic Stability Control (DSC) system via FlexRay, a high-speed data-transfer technology. When entering a corner a bit too hot—just when you’re sure the car will push at entry—the differential is set completely open and almost magically lets the car point its nose in the right direction, allowing you to clip the apex. When you get back on the power, the M Differential predicts this and tightens to help the M5 put power down. With DSC turned off, it was easy to get the rear end loose and slide the car confidently through sweepers.

The car’s suspension—upper and lower A-arms in front and a multilink rear—features Dynamic Damper Control (DDC) electronically controlled shocks, with three damper settings: Comfort, Sport and Sport Plus. In Comfort mode, the car exhibited a smooth ride quality and felt like an upscale luxury sedan on the open road. Sport made it ride slightly stiffer, appropriate for a jaunt up and down a twisty mountain road…and then there was Sport Plus, which wouldn’t be recommended on uneven roads. This mode is intended for the track, where we can attest it provided the new M5 with race-car-like handling balance.

And when it comes to stopping the 4288-lb. 5-seater, the car’s excellent brakes get the job done. After a half day of lapping, they displayed little fade, even after continuous stops from high speed. Pedal feel was excellent, and from this point forward all BMW M cars will feature blue front calipers.