Edmunds: 2012 BMW M5 First Drive

[cawimmer430]

2012 BMW M5 First Drive
Slightly Less Exotic, yet Still a Better Sport Sedan



Back in 2006 when BMW revealed the last M5 super sedan, fast cars were still all about, well, going fast. BMW crowed about its screaming V10 and no one really cared if it guzzled super unleaded at a furious pace.

Now people care about fuel consumption and emissions, or at least they pretend to. Carmakers have to care, so the 2012 BMW M5 has to do more than just lay two black lines on the road whenever you stand on the right pedal. It has to be efficient while doing so and it can't emit even the faintest hint of black soot in the process.

Which is how we've arrived here, driving a brand-new twin-turbo V8-powered BMW M5. It's down on displacement, more efficient and cleaner-burning, yet somehow it's still a ridiculously fast sport sedan that gives up nothing to its V10 predecessor.

Deal With It
Whether you love forced induction or not, it's here to stay. Not just in economy cars, but supercars and hot rod sedans, too, and that philosophy shift has radically changed the character of the 2012 BMW M5.

The 4,395cc V8 slotted into the new M5's nose is related to the one in the X5 M and X6 M. It's not a direct swap, though ? new heads have been fitted, revised twin-scroll turbochargers are nestled in the engine's vee, the intercoolers have been reworked and new pistons raise the compression ratio from 9.3:1 to 10.0:1. Boost pressure climbs to a maximum of 22 psi, partly as a result of a reshaped exhaust that poses less exhaust restriction.

BMW has also fitted its Valvetronic variable valve control. M cars have traditionally used multiple throttle bodies to deliver maximum power, but Valvetronic does away with the conventional throttle butterfly and uses variable intake valve lift to do the job instead. BMW claims the addition of Valvetronic actually improves throttle response, but its real goal is to deliver some more palatable fuel figures. And it appears as though it works, as the new M5's V8 is 30 percent more efficient than the old V10, according to BMW.

Nothing Wrong With a Pair of Turbos
Yeah sure, that's all very nice, but there's only one reason for buying a car like the 2012 BMW M5 and that's for driving absurdly fast. And 30 percent efficiency improvement or not, the M5 delivers.

Compared to the previous M5, power rises from an even 500 horses to 560 horsepower at 6,000 rpm. The maximum torque rating rises to 501 pound-feet, a big jump from the V10's 384 lb-ft. What's more, in the boosted V8, all 501 lb-ft are on tap from 1,500 to 5,750 rpm compared to the V10's late 6,100 torque peak. BMW claims the extra power drops the M5's 0-62-mph time from 4.7 seconds to just 4.4 seconds.

But even that doesn't describe how much faster the new car feels on the road. That huge spread of torque means the effective rev range is much broader than the old car's. The V10's midrange pull was never as weak as detractors made out, but a big overtaking maneuver always meant dropping a couple of gears. Not any longer.

"As ever, the M5's greatest asset is that it hides all this lunacy and performance under the inauspicious clothes of a midsize sedan."

SMG Gives Way to M DCT
We suspect few will mourn the loss of the old M5's clunky SMG transmission. In its place is BMW's new M DCT seven-speed dual-clutch gearbox. You still shift it with those same tactile rubber-backed steering wheel paddles ? or by tipping the console stick back and forth if you prefer. But the M DCT is light-years ahead of the old SMG manual, which felt slow and clunky back in 2004, and was feeling positively prehistoric by the time production ended last year.

The new dual-clutch setup is smooth, quick, and makes the engine feel much more responsive than it does in the X5 M and X6 M, both of which make do with a traditional torque-converter-equipped automatic gearbox. But if you enjoyed the slightly scary sensation of the old M5 banging through the gears flat out, you might be surprised to find this one changes without much drama.

The biggest gains are probably in Auto mode, as the DCT does a much better job of slipping unobtrusively between ratios when you're not in the mood to thrash the daylights out of the V8. And instead of the old SMG's bewildering 11 different shift modes, the new one has just six: three for Auto mode and three for Manual.

Feels Like an M5
But just because this M car is easier to drive slowly doesn't mean it's not huge fun to drive fast. It might have had to bow down to the engine downsizing trend, but the M department hasn't rolled over completely.

The steering is still hydraulically assisted rather than electrically driven, as on the other 5 Series cars. And you won't find a set of run-flat tires under the arches, just proper high-performance rubber. There's even a set of six-pot fixed calipers behind the front wheels, replacing the old M5's sliding caliper brakes.

Compared to the old V10 M5 and the current standard 5 Series, this one has a grittier feel to its steering. It gives you a far clearer sense of what's going on down at the front wheels and feels much more precise just off center as you first tip the M5 into a bend. You need that precision, too, because at just 2.6 turns lock-to-lock, the new rack is quick (if not as swift as a normal 5 with active steering) and points the nose into corners with much more enthusiasm. And that's despite a 253-pound increase in curb weight to 4,123 pounds.

The M Factor
As before, there are numerous buttons clustered around the shifter, allowing you to tailor the driving experience to your own taste. But now the fat three-spoke wheel has not one, but a pair of M buttons to summon up either of your two favorite mixes of settings.

Sound like overkill? Not with three settings for throttle response, three ESP modes, six gearbox modes and three damper settings to choose from. The ride is surprisingly good whichever damper mode you choose. As expected, the middle-of-the-road Sport setting provides the best blend of ride and body control for fast road use. That leaves Comfort for broken roads and Sport Plus for tarmac that's smoother than a granite kitchen worktop.

Traction is impressive, too, in part thanks to a brand-new fully active M differential, which uses sensors around the car to decide how to apportion the torque across the rear axle for maximum bite. Or maximum slide. Come on, this is a BMW M5 after all. Switching the DSC to its intermediate setting allows a little slip, enough to let you feel the car moving around, but for the really flamboyant stuff you have to turn the whole lot off. And sure enough, you can.

A More Subtle M5
As ever, the 2012 BMW M5's greatest asset is that it hides all this lunacy and performance under the inauspicious clothes of a midsize sedan. Aesthetic changes over the standard F10 5 Series sedan include an M3-style front bumper with three gaping air intakes, chrome-rimmed gills set into the front fenders, a small trunk lid spoiler and, of course, those four trademark exhaust pipes.

The standard double-spoke wheels measure 19 inches in diameter, and a set of 20s is optional. Seems a bit much given that the standard rubber measures 265/40 in front and 295/35 in back. Either set of wheels looks sharp, though, so you can't really go wrong either way.

If some of the M5's wilder character traits have disappeared in the metamorphosis from E60 to F10, then so have the rough edges. The brakes feel stronger, the performance is more usable and, if the engine is slightly less exciting, the improved chassis and much longer touring range makes up for it. It's all about efficiency these days, remember?

It's a shame the V10 had to go. We're unlikely to see an engine like that again. But the new 2012 BMW M5 is more than just a great engine, it's a better overall sport sedan.


Link: http://www.insideline.com/bmw/m5/2012/2012-bmw-m5-first-drive.html

[sportyaccordy]

Old car was flawed, but the engine didn't have to die. Sounds like what I expected.

[SVT32V]

Old car was flawed, but the engine didn't have to die. Sounds like what I expected.

30% more efficient is a big jump, plus that much torque on hand for such a large percentage of the rev range is going to feel awesome.

The V-10 really needed to rev to be fast, on a track that is OK but it probably felt a bit lazy in everyday driving compared to the AMG cars.

[68_427]

Yeah, the V10 was already behind the other engines in the class. 

[sportyaccordy]

There was a lot left off the table tech wise with the S62. It was super peaky. The V10 in the Gallardo for example has a wider power band thanks to direct injection. Ferrari 458 motor makes more torque all through the power band with less displacement and pulls hard from idle. 30% more efficiency AND more power is pretty impressive though. But I feel like a lot of manufacturers are just throwing in the towel w/NA motors needlessly.

[r0tor]

The absolute most hair raising ride of my life was in an M5 being driven by a BMW driving instructor at their test track... The old car was absolutely freightening in the hands of a skilled driver

[GoCougs]

LOL at he implied torque = horsepower comment in the article. There have been worse though. Ugh.

Efficiency "improvements" mostly come at gaming the EPA test. Take the old V10, boost power by 10%, give it DI, and put the DCT tranny behind it and you'd see the same performance and MPG when driven normally/spiritedly. BMW "gave up" because it was cheaper to do so.

[SVT32V]

If you gave it DI and raised the compression the V10 would return better mpg.

Still this V8 has less displacement, that always helps with EPA (all other things equal) and there is probably some gain (albeit incremental) from less cylinders and valves to turn.

More importantly they get to claim an all new engine that is 30% better and greener and not just a massage of the old one.

[MrH]

Even more importantly, 4.4 liters = less tax in Europe in comparison to a 5.0 (or possible more if they increased the compression ratio).

This is hands down the most important aspect of the whole article: "The steering is still hydraulically assisted rather than electrically driven, as on the other 5 Series cars. And you won't find a set of run-flat tires under the arches, just proper high-performance rubber. There's even a set of six-pot fixed calipers behind the front wheels, replacing the old M5's sliding caliper brakes."

  At least BMW realized how they killed the 5-series sportiness, and knew it was essential to keep that alive for the M5.

[MrH]

LOL at he implied torque = horsepower comment in the article. There have been worse though. Ugh.

  I just read the thing and noticed that too.  There needs to be a crash course on torque, power, and gearing for all automotive journalists before they're allowed to write.

[Laconian]

Jason Camissa posted a characteristically entertaining (and flamboyant) test drive of the M5:
http://www.automobilemag.com/reviews/driven/1109_first_drive_2012_bmw_m5/index.html

I love that guy's writing. He doesn't take on any stupid British airs, or pull obscure similes out of his ass like a lot of other automotive journalists do.

[CJ]

Jason Camissa posted a characteristically entertaining (and flamboyant) test drive of the M5:
http://www.automobilemag.com/reviews/driven/1109_first_drive_2012_bmw_m5/index.html

I love that guy's writing. He doesn't take on any stupid British airs, or pull obscure similes out of his ass like a lot of other automotive journalists do.

You just have a man crush on him...

[Laconian]

Did you guys hear about the synthesized engine sound? God, that's tacky.
http://jalopnik.com/5843332/new-bmw-m5-fakes-its-engine-noise-for-your-pleasure

[sportyaccordy]

Did you guys hear about the synthesized engine sound? God, that's tacky.
http://jalopnik.com/5843332/new-bmw-m5-fakes-its-engine-noise-for-your-pleasure

These are the measures that have to be taken to give turbocharged engines emotional appeal

[cawimmer430]

Even more importantly, 4.4 liters = less tax in Europe in comparison to a 5.0 (or possible more if they increased the compression ratio).

Nobody buying such a car here will care about the engine capacity and power/emissions output taxation. Not a big deal to them. They have money.

[GoCougs]

Nobody buying such a car here will care about the engine capacity and power/emissions output taxation. Not a big deal to them. They have money.

Well, at least it can be said those concerned about these things have no business and/or can't afford an M5 but I have a hunch the taxation penalty is large as is anything to do with taxation in Europe.

Either way, BMW sure is doing a lot of "efficiency" advertising for the new M5: 30% better MPG, auto start/stop, and "brake energy regeneration."

[cawimmer430]

Well, at least it can be said those concerned about these things have no business and/or can't afford an M5 but I have a hunch the taxation penalty is large as is anything to do with taxation in Europe.

Either way, BMW sure is doing a lot of "efficiency" advertising for the new M5: 30% better MPG, auto start/stop, and "brake energy regeneration."

All manufacturers are being forced to improve fuel economy and emissions and that's also true for performance cars. "Fuel efficient and low emissions performance cars" are also positive marketing schemes. 30% improvement sounds a lot for a performance car like the M5. That automatically makes a positive impression for most potential buyers.

[Colonel Cadillac]

These are the measures that have to be taken to give turbocharged engines emotional appeal

God, stop thinking turbocharged engines don't have emotional appeal!! Ahhhh!!

[hotrodalex]

The V10 was amazing, but this TT V8 is pretty frickin sweet too. I don't mind the switch.

[S204STi]

These are the measures that have to be taken to give turbocharged engines emotional appeal

Like they needed that... I love my laggy, loud, whooshy turbocharged engine.

[S204STi]

To me, this is the most interesting aspect of the new car:  http://www.automobilemag.com/features/news/0908_bmw_x6_x_replacing_turbo_lag_with_turbo_brag/index.html

[Galaxy]

To me, this is the most interesting aspect of the new car:  http://www.automobilemag.com/features/news/0908_bmw_x6_x_replacing_turbo_lag_with_turbo_brag/index.html

Interesting. Did not know that.

[sportyaccordy]

Like they needed that... I love my laggy, loud, whooshy turbocharged engine.

If it didn't need it... they wouldn't have spent the $$$/made the effort

[MrH]

If it didn't need it... they wouldn't have spent the $$$/made the effort

They've noted in multiple articles it's due to the sound restrictions in Europe.  They couldn't open up the exhaust more and still be legal.  Blame Europe, not turbos.

[cawimmer430]

Blame Europe GERMANY, not turbos.

Fixed.

[68_427]

They've noted in multiple articles it's due to the sound restrictions in Europe.  They couldn't open up the exhaust more and still be legal.  Blame Europe, not turbos.

This is even a problem here in the states.  The guy on my other forum with a Mclaren to be ordered, still hasn't decided on the sports exhaust because he's waiting for official Db numbers so he can take it to Laguna Seca when his Scud is too loud.

[cawimmer430]

This is even a problem here in the states.  The guy on my other forum with a Mclaren to be ordered, still hasn't decided on the sports exhaust because he's waiting for official Db numbers so he can take it to Laguna Seca when his Scud is too loud.

Who are these pussies who complain about engine noise and then cause the government/motor authorities to come up with even more pussy rules? 

[CJ]

Who are these pussies who complain about engine noise and then cause the government/motor authorities to come up with even more pussy rules? 

The purists aren't complaining, I don't think.  It's the residents int he surrounding areas.  I can imagine that'd get pretty annoying.

[cawimmer430]

The purists aren't complaining, I don't think.  It's the residents int he surrounding areas.  I can imagine that'd get pretty annoying.

That's what I am thinking. On my street people throw a fit when my neighbor starts up his loud and noisy Harley-Davidson in the mornings which he uses to get to work. Pussies. All of them.

[MrH]

If people want to bitch about noise, get rid of every fucking harley out there.  You have to run damn near straight pipes on a V8 to match a harley in terms of noise.  I don't understand how those things are legal.  They sound like complete ass too.