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BMWBLOG Tech Anaylsis: Under the Skin of BMW’s New M5

BMW M5, Featured Posts | June 26th, 2011 by 36
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At the BMW M Test Center located a stone’s throw from the Nurburgring Racetrack, BMWBLOG had the unique opportunity to view the underbody of the …

At the BMW M Test Center located a stone’s throw from the Nurburgring Racetrack, BMWBLOG had the unique opportunity to view the underbody of the new M5 while up on a hoist.  We also had the opportunity to learn of a few technical details about the car from Albert Biermann, BMW M Head of Engineering, while peering under the hood.  We can confirm the following technical details about the new M5.

BMW’s F10 M5 will feature a rear sub-frame bolted directly to the frame.  There will be no rubber or even urethane bushings to offer any cushioning, and as a result this typical race car setup will allow for direct, precise road feel from the rear.  This setup will also contribute to the reportedly highly neutral (and highly driftable!) handling of the new M5.

BMWBLOG Tech Anaylsis: Under the Skin of BMWs New M5This radical chassis design highlight demonstrates BMW M’s aggressive approach with the new M5.  It also speaks highly of the generic F10 5 series because this design solution is only permissible in conjunction with an extremely stiff frame – of which the new 5 series is the stiffest of the lot, second only to the X5.

The new M5 will have a weight distribution of 51% front, 49% rear.  The rear exhaust silencers are constructed of titanium and are far smaller than those featured on the series production car.  Several kilograms were saved through the application of these silencers, thus the rear end was lightened considerably.  As for the sound, we have been told the new M5 will have an exhaust note uniquely different from that of the S63 found in the X5M and X6M cars.  In the words of M’s top engineer, it will sound more like a 4 cylinder race engine than a typical V8.

BMWBLOG Tech Anaylsis: Under the Skin of BMWs New M5

Speaking of the engine, BMWBLOG can confirm that the new M5 will be fitted with a new engine; it will not come equipped with the same engine as featured in the X5/X6 M cars.  True, the block and many ancillary parts will be shared, but the head, turbo system and electronics will demonstrate a major departure from those found on the X5/X6M.

First of all, the turbo plumbing both on the intake and exhaust side have been significantly enlarged relative to the previously seen S63 such that engine breathing has been improved and back pressure has been reduced.  The cross cylinder bank headers have themselves been increased in diameter for better breathing.  The intercoolers are much larger and more pronounced under the hood.  Boost pressure has been raised from 1.3 to 1.6 bar.

The valvetronic system has been heavily tuned and modified for the M5 such that turbo lag has been further reduced, and efficiency has been improved.  On the test bench at full load the M5 engine shows a 30% improvement in efficiency over the S63 found in the X M cars while making the same power output.

BMWBLOG Tech Anaylsis: Under the Skin of BMWs New M5

We have heard an unconfirmed rumor that BMW has dialed back the full potential power output of the new M5 because while the engine has the ability to produce far more power (well over 600 hp), the crankshaft cannot handle the additional loads associated with the increased output.  According to the rumor, BMW has looked at engineering a new crankshaft to handle the additional power, but for the time being, the costs overwhelm the budget.  Thus, the design improvements over the S63 in the new X M cars will be translated into improved efficiency, while not increasing nominal power output.  Needless to say, the lighter M5 (relative to the new X M cars) will still have “sufficient” power.

The M engineers have also significantly raised the RPM redline to 7,200 rpm, which makes this engine the highest revving turbocharged V8 production engine in existence behind only the new McLaren MP4-12C supercar.

The engine and gearbox have been mounted 20 mm lower in the frame to reduce the car’s center of gravity and improve handling.  The engine has also been moved rearward to improve balance.

BMWBLOG Tech Anaylsis: Under the Skin of BMWs New M5

To slow it all down BMW have installed brakes which feature the combination of an aluminum hub with an outer steel rotor.  The rotor is mounted to the hub via 16 steel pins which allow for up to 1 mm of expansion between the hub and rotor as they expand at varying rates based on their respective metallurgy.

The best part of this brake technology, besides the reduced un-sprung weight, is the clinking noise the pins make as the steel rotor cools and shrinks back in size.  This exotic noise coupled with the ticking sound of the cooling engine and exhaust should provide a pleasant curb-side ambiance while admiring your new M5 after enjoying a spirited drive.

We have also heard that the new M5‘s aero package will produce no lift, but will not produce much down force, if any.

Please enjoy the following photo gallery showing various technical details of the new M5.

BMWBLOG Tech Anaylsis: Under the Skin of BMWs New M5

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  • drossel

    cool stuff. with larger plumbing and intercoolers compared to the S63 in the X5/X6-M, it’s surprising the horsepower is only 560 (PS or HP?  sites are posting different units.).  of course, BMW could be underrating the power figures.  or they could have detuned the engine through software.  regardless, there’s no doubt the engine in the F10 M5 is capable of more output.

    wow, those silencers ARE tiny.  this car probably won’t benefit much from aftermarket exhaust systems.

    • Anonymous

      Actually BMW M did the same thing with the S63Tü engine. It is homologated with 560 PS, which is 552 hp. The S63 in X5 M and X6 M doesn’t produce 555 hp (563 PS), but 547 hp (555 PS).

  • Bigk

    Amazing …

  • http://www.facebook.com/profile.php?id=100000404206443 Misha Nikolich

    Amazing article! This is why BMWBLOG is the best. 

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  • Guest

    Well even my 22 year old f40 revs higher. I guess this is not the only mistake you made in this article…

  • Guest

    Well even my 22 year old f40 revs higher. I guess this is not the only mistake you made in this article…

    • wazon8

      This car has a redline exactly at 7200rpm. Note that it’s turbocharged engine and as for this kind of engine it revs indeed pretty high.

      • Guest

        The redline of my f40 is at 7750 rpm. And its also a biturbo v8. So the m5 doesn’t have the second highest reving biturbo v8 in a production car.

        • wazon8

          I bet that the author intended to restrict the domain of cars to those that are recetly produced. So, with this restriction in mind, he is right to say what he has said. You should interpret what people say in a more charitable way. Instead of this you decided to choose as absurd interpretation as possible.

        • wazon8

          I bet that the author intended to restrict the domain of cars to those that are recetly produced. So, with this restriction in mind, he is right to say what he has said. You should interpret what people say in a more charitable way. Instead of this you decided to choose as absurd interpretation as possible.

    • Anonymous

      They used the expression “in existence”. I think it answers to you.

      • Guest

        So my f40 doesn’t exist?

        • Anonymous

          You understood it, they mentioned new cars. The previous version of your F40 would enter as well, the 288 GTO. Both redlines are at 7,700 rpm.

          • Guest

            The f40’s redline is at 7750 and the 288 gto’s redline is at 7800. And if they ment it like that they should have said it like that. But what they said is plainly wrong.

          • wazon8

            You can multiply cars with turbocharged engines that rev highter. Another example: Bugatti EB110SS (max. output at 8250rpm). But as I said, it’s most likely not what the author tried to express by his statement.

          • drossel

            dude, you made your point.  you’re correct about the ferraris.  the author probably meant, “…engine currently in existence…”  let it go.

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  • Raddy

    Time to see some road test now.  All the technical stuff is interesting but let’s hear more about the actual driving experience!

  • Viper

    looks messy underneath , I knew they had the limited budget for this car. thats why it looks so shitty

    • drossel

      not sure what you mean by “messy.”  have you looked under modern cars?  with the exception of a few supercars, the F10 M5’s underbelly isn’t “messy.”  the entire underbelly of the front of the car is covered except for the opening for the heat exchanger. behind that you have the reinforcement plate for the front subframe, which is in front of another cover (with NACA ducts) for the tranny.  aside from the exhaust, the underbelly is practically covered.  sure, it isn’t completely flat like the ferrari 458 italia, but that car sells for more than twice as much (and probably spent twice the number of hours in the wind tunnel during development).  

      and how did you know BMW had a limited budget for the F10 M5?  can you provide us a source?  i don’t remember reading this anywhere.  

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  • http://twitter.com/koruki Jason Huang

    Wow sub 8min at Nordschleife http://bit.ly/jA0DLY

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  • kyle s

    What a monster

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