Two to three years must be allowed for testing the development of a BMW M. In some cases predecessor vehicles are used in the first phase, enabling initial engine tests to be carried out, for example. However, this is just a short phase. The fine tuning then involves the latest models. The development departments for engine, electronics, chassis, etc. each have their own test vehicles to enable them to put the latest technology to the test. Approximately 2 million kilometres were covered throughout the world by the new BMW M5 in this way.

How does the engine of the BMW M5 differ from that of the BMW X5 M/X6 M?

The engine of the BMW M5 has been almost completely redesigned. In essence, the only feature it has in common with the engine of the X5/6 M is the bank angle (90 degrees) and the cylinder spacing. The specification sheet also indicated a higher maximum rotational speed of 7,200 rpm.

A lot of new features have been added in order to cater for the demands for low fuel consumption and good response: starting from the continuous regulation of the variable valve timing (VALVETRONIC) by means of the optimised cross-bank manifold to the dethrottling on the intake and output side, where we use larger charge-air coolers and turbochargers with more air throughput according to the M-TwinScroll concept. This required a new cylinder head with new valve drive mechanism and high precision injection. VALVETRONIC is combined with direct injection with an eight-cylinder drive – BMW M has done some pioneering work here. This measure also saves fuel. The oil circulation system has been optimised: a wet sump with an additional oil pump, which has already proven itself in the previous engine. Engine and transmission control are also new. The overall package guarantees a responsiveness familiar from earlier M models with no sign of the so-called “turbo lag”.

Why wasn’t the automatic torque converter transmission adapted from the BMW X5 M/X6 M?

The new V8 engine in the M5 provides maximum performance between 5,750 and 7,000 rpm. In conjunction with the specially tailored M DKG dual-clutch transmission, we use the maximum engine speed of 7,200 rpm as we move up the gears in sporty driving style to ensure that we start off in each new gear with maximum output. This is precisely what we wanted to achieve by increasing the engine speed range. An automatic torque converter is not designed for the required speeds and could not be used for this reason. In addition, only the DKG dual-clutch transmission allows you to change gears without interrupting traction. This is very important for good acceleration times… There are no disadvantages in terms of fuel consumption as this is more dependent on overall transmission ratio rather than the number of gears.

How do you get a turbocharged engine in a car to reach speeds of up to 7.200 rpm? Until recently this seemed impossible.

This isn’t so much a question of the speed of the engine or turbo-charger, after all we have already had speeds of up to approx. 14,000 rpm with the BMW Formula 1 engine. The characteristic zone of the charger in terms of pressure and volume has to be adjusted to the gas throughput of the engine. This in turn depends on the displacement, speed and required output characteristics. The principle is as follows: small chargers are good for fast responsiveness and high torque at low engine speeds, while large chargers are good for high maximum output. I think we have achieved the best possible compromise here with the new M5 in terms of responsiveness and power characteristics.

How does the cooling system work with 10 coolers?

With an output of 412kW / 560 HP, the new BMW M5 has power to spare and offers excellent driving performance. However, this enormous output creates the same level of combustion heat in all high-performance engines. In the case of the Formula 1 engine, the coolers are housed in an exposed position in the side boxes – a different solution needs to be found in the case of a sports limousine. For the new BMW M5 we have developed a tailor-made cooling package that covers all our requirements to perfection. A total of 10 coolers ensure that the temperature is kept just right, while also supporting the spontaneous response of the V8 engine.

The principle of direct or indirect charged air cooling applied to turbocharged engines. Air-to-air heat exchangers are used in the case of direct turbocharged cooling, which would have required much longer paths to the front of the car for the charged air with a lot of dead volume in our case. That’s why we use an air-water heat exchanger placed between the compressor and the intake manifold for every turbo charger. The heat generated while compressing the air is fed to three water-air coolers in the front of the car by means of the medium of water. The charge air thus takes the shortest path with a large diameter from the compressor via the charge air cooler directly to the intake channel. This improves the engine response. We have an air-water cooler and a total of three water-air heat exchangers for each cylinder bank: one radiator in the wheel arch to the left and right and one in front of the main heat exchanger. This means that a total of five coolers with their own reservoir and 2 electrically powered water pumps are used to cool the charge air.

In addition, there is the radiator for the main cooling circuit (high temperature circuit), familiar from every car. In the classic configuration, additional coolers are provided for the engine and gearbox oil and the steering hydraulics. Finally there is the condenser for the air-conditioning system. That makes ten coolers in all.
The rear axle differential has an aluminium oil tray with cooling fins so that a separate radiator is not required there. A smaller offset in the differential reduces friction and therefore the build-up of heat. Less friction means less fuel consumption here too.

What role is played by the Efficient Dynamics measures in reducing ECE normal consumption by about 30%?

Such a reduction in consumption to 9.9 l/100 km in the ECE cycle is achieved through BMW EfficientDynamics measures and an improvement in efficiency. We have already explained how this works with the rear axle differential. In the case of the engine, the variable valve control and dual variable valve timing and the high torque at low engine speed make a significant contribution. On top of this comes the automatic engine start/stop, varioserve power steering pump, volume-regulated engine oil pump, roll-resistance-optimised tyres and brake energy recovery in order to charge the battery when coasting. The entire package helps in achieving consumption targets without compromising on driving pleasure. Another benefit: when consumption is taken together with the larger tank, the vehicle’s range is significantly increased.

Why is an all-wheel drive still not an option with the BMW M5?

In view of the performance and torque of the BMW M5, this might be considered an option. However, we believe any advantage is outweighed by the disadvantages of the all-wheel drive. More weight due to four driven wheels means higher fuel consumption and a shift in the axial load in the direction of the front axle. However, we are particularly concerned with a balanced distribution of weight for the driving performance typical of the M. We also had to position the engine higher, which would have led to a higher centre of gravity.

Why wasn’t the fuel tank volume increased to even more, e.g. to 90 litres?

We made the best possible use of the space under the rear seats. That’s why a steel tank is used instead of a plastic one. Steel allowed us to achieve the same rigidity with thinner walls and enabled us to increase the tank volume from 70 to 80 litres. We genuinely fought for every millimetre. After all, safety clearances also have to be met.

The press folder reads “innovative active M differential for optimising the transfer of power to the back wheels”. What is the innovation in the BMW M5?

The variable differential lock in the previous model is controlled by the speed differential between the drive wheels. In other words, this is a passive system in which the lock is activated by different wheel speeds. This is now achieved proactively by means of an electric motor with downstream transmission and ball ramp. We use a similar package of discs which is pre-stressed by means of the electric motor. The driver’s preferences are also taken into account, i.e. when the driver accelerates, the system starts to lock, even in response to fast-changing frictional conditions, e.g. on a “patchwork” of snow and asphalt. The system also operates when the car is coasting – the lock is activated when the wheel sensors detect the relevant values. This makes for greater driving stability. A passive system does not react in this case. While a passive system always operates with pre-stress, the active lock can be completely unlocked. One advantage of the reduced friction is the reduction in fuel consumption. When the M differential lock is active, we can still start off on mountain slopes even with a 25 percent incline and extremely variable frictional values (ice/asphalt). When you are on the slope, you find it hard to believe that you will be able to start, but is really does work. This is a better alternative than walking on the ice…

What is the role played by the tyres in determining the complex chassis regulation systems?

A large part of the car’s driving performance is determined by the tyres. The force transferred when the car is in a bend, or accelerating or braking passes through the tyres. The same is true of the response from the road. Chassis adjustment and steering are at least equally important. It takes tyres that are precisely tailored to the chassis to achieve the superior driving performance associated with the BMW M5. We develop our cars in close cooperation with the tyre manufacturers and for a particular tyre type. Tyres need to meet very stringent criteria, which is why it is not easy for tyre manufacturers to receive approval from us. I would therefore advise you only to use the tyres we approve.

Why was it decided to have two M Drive buttons?

Just one button only allows two adjustment options: the basic setup when starting and the personalised M Drive button configuration. This comprises the setting options for the engine and accelerator pedal characteristic curve, DSC, EDC, M DKG, Servotronic and Head-Up Display. The M5 is now always started in Efficient and Comfort mode, in other words the best setting for fuel consumption and comfort. One M button is now permanently set to Cruise mode, i.e. an automatic setting still applies, although the engine speeds increases and combustion has not yet reached its highest point in the chassis, so that I am still travelling at a reasonable speed. The second alternative is the sporty variant, where I shift gears myself (via the steering wheel paddles or using the gear stick), activating higher damper forces, giving me greater steering forces and making the engine respond even more aggressively. Many customers will probably be happy enough with these three setups. Everybody else will find it easy to adjust the assignment of the two M keys to their needs on the basis of the permanent basic setup.

How much more output is available in Efficient mode? How do the three modes differ?

There is no difference in terms of output, however the ratio of accelerator pedal position to power development varies. In “Efficient” the characteristic curve is flatter for a more gentle use of output, while is it much steeper in “Sport plus” for a very spontaneous and direct development of performance. Thus, unlike its predecessor, the BMW M5 always has full power available as and when you need it.

How has the chassis been altered in comparison with the BMW Series 5?

The front axle has a more rigid connection to the bodywork. In addition, the track has been widened, when meant that we had to move the wings further apart. We have broadened the support base of the front axle bracket, also reinforcing it with a shear panel – a metal plate screwed onto the front axle bracket at calculated points. This means that the forces are applied to the bodywork over a large area. This increases torsional rigidity, so that the body of the car is subject to even less distortion. In terms of kinematics, the rear axle follows the excellent principle applies in the predecessor model. However, the rear axle support is rigidly connected to the body, i.e. there are no rubber bearings. This results in greater driving precision and good responsiveness. A traction field is used following the same principle as on the front axle. On the rear axle we apply forces that affect the chassis, side skirts and transmission tunnel via a package of struts. In conjunction with the hydraulic rack-and-pinion steering with variable ratio, the drive receives very precise feedback regarding the road and the car’s reaction.

How high is the maximum lateral acceleration?

Depending on the road surface and ambient conditions, it can reach levels of up to 1.2 g with our standard tyres. This is not a constant value. Irregularities and unevenness on the road mean that short peaks of up to 1.3 g can be achieved, or perhaps even a little more on the Nürburgring circuit, for example, when the tracking force is briefly increased through compression. Thus, the 1.2 g simply relates to a so-called “standard curve”.

Which detailed solutions posed the greatest challenges?

The whole is more than sum of the parts. In view of the enormous performance, the coordination of the regulating systems is a particular challenge. In the final analysis, our customers and their families should be able to discover the versatility of the BMW M5 for themselves, whatever the weather. On the other hand, the BMW M5 should also shine on the race track. Reading the press reports, I’d say we have obviously succeeded.

[Source: M-Power ]

PP-Stage 1 goes on sale for 3,499 euros and will be followed by a Stage 2 tuning in the near future.

The initial challenge with the tuning process was the password protection for the CPU, but with the obstacle out of the way, PP-Performance can now program the new BMW M5 (F10) V8 TwinPower Turbo via OBD interface or the electronic control unit itself.

Other dents and scratches can be seen on other sections of the super sporty sedan.

The cause of the accident is unknown also, but could be related to the loss of wheels’ control that led to an impact with another object.

Fortunately the crash seems to not have had any causalities.

The 6-speed manual will be available from the start of production this summer and will be offered as a no-cost alternative to the standard 7-speed M-Double Clutch Transmission (M-DCT). The manual gearbox was a popular choice for U.S. customers of the previous generation M5 and continues to be a unique offer in the segment.

Though the 6-speed gearbox has one less gear than the M-DCT transmission, the ratios have been optimized for acceleration, flexibility and fuel economy. Final drive ratio and special M differential are maintained. The new transmission is mated to a short throw shift linkage topped with a black leather backlit shift knob.

The 2013 M5 will arrive at US BMW Centers in late summer 2012. Pricing, options and specifications will be released closer to the on-sale date.

Previous generation E60 M5 was clocked on the same circuit at 1:15.6, while the powerful ALPINA B5 BiTurbo did a little better: 1:14.5. The competition is exactly one second slower, Mercedes CLS 63 AMG did the same lap in 1:13.9. Slightly better time was recorded by the Porsche Panamera Turbo – 1:13.7.

From 0 to 62 mph (100 km/h), the F10 M5 stopped the clock at 4.1 seconds, and at 12.4 seconds, it already achieved 124 mph (200 km/h).

Same magazine reports that the M5 disappointing in the fuel consumption category. The average fuel consumption is said to be 13.1 mpg or 17.9 liters/100 km.

Recently, Sport Auto tested the all-new and limited M3 CRT. To test the abilities and performance of the M3 CRT, Sport Auto took the ultra-sporty M3 sedan to Hockenheim. While the “regular” E90 M3 Sedan runs through a lap of Hockenheim in 1:14.6 minutes, the M3 CRT ran the same distance, with identical tires, in 1:13.6 minutes.

Prior to this, the German folks also clocked the 1M at 1:14.1 minutes, faster than the M3 Coupe with DCT gearbox, 1:14.2 minutes.

The new BMW M5 goes on sale in Spring 2012 and will be offered in the United States with both a manual and 7-speed DCT gearbox.

[Source: Sport Auto via BimmerToday ]

For more than 25 years the BMW M5 Saloon has defined the high-performance saloon segment, in the process becoming the most successful car of its type in the world. Now a new fifth-generation model raises the concept of the premium executive saloon combining track-car dynamics and supreme touring comfort to an even higher level.

It features the most potent engine ever devised by BMW’s high-performance M division, here making its world premiere, along with race-bred chassis technology that includes, for the first time, an Active M differential and electronic damping control. The unique exterior design has been dictated by the technical requirements of the car, while the luxurious sports car-like cockpit offers an extensive range of innovative driver assistance systems and mobility services.

With the new super sporty sedan, BMW has moved on from from naturally aspirated engines to a TwinPower turbocharged V8. The high-revving 4.4-liter (4395cc) turbocharged uses the BMW M TwinPower Turbo technology, twin-scroll turbochargers, high-precision direct fuel injection, VALVETRONIC variable valve control and a cross-bank exhaust manifold that outputs 560 horsepower from 5,750-7,000 rpm and 680Nm (502 lb-ft) of torque from only 1500rpm. The high-rev unit should rocket the M5 to 62 mph in 4.4 seconds and under 4 seconds using BMW’s new Launch Control.

[Source: BMW]

While the BMW M5 and Mercedes-Benz E63 AMG send the power to the rear-wheels, the Porsche Panamera Turbo S is an all-wheel drive vehicle.

The Panamera Turbo S boasts the same twin-turbocharged 4.8-liter V8 as the standard Cayenne Turbo model, but new turbochargers and some engine remapping bumps output to 550 horsepower and 553 pound-feet of torque. Mercedes-Benz uses a new 5.5-liter V8 biturbo engine instead of the old naturally-aspirated 6.2 liter unit. With the AMG performance package, the E63 outputs 557 horsepower and 590 lb-of torque. The F10 M5 uses a high-revving 4.4-liter (4395cc) turbocharged engine with 560 horsepower from 5,750-7,000 rpm and 502 lb-ft of torque from only 1500rpm.

AutoZeitung reports that the al-wheel drive Porsche dominated the sprint from zero to 62 mph. However, at the 124 mph mark, the M5 reduced its deficit from four-tenths to one tenth of a second. Specifically, the new M5 accelerates to 62 mph in 4.1 seconds and it takes 12.3 seconds to reach 124 mph. With the AMG Performance package, Mercedes follows closely behind the two vehicle, but in this comparison, it remains the slowest vehicle.

The all-wheel drive and the slightly larger dimensions make the Panamera the biggest vehicle on the scale, yet it presents itself as the sportiest of the three vehicles tested. On the track, the Porsche laps in 1:16.0 minutes, exactly eight tenths faster than the M5 and a full second faster than the E63 AMG. Out of the three vehicles tested, the M5 was the lightest one.

The magazine also says that on track, the BMW M5 shows good steering feedback and a broadly neutral handling.

Bottom line, the M5 ends up tied with on the second place with the AMG, behind the more expensive and faster Porsche Panamera Turbo S.

We are looking forward to the next comparison tests.

But even more impressive, the F10 M5 runs the quarter mile in 12.0 seconds reaching 122mph.

BMW has moved on with the new F10 M5 from naturally aspirated engines to a TwinPower turbocharged V8. The high-revving 4.4-liter (4395cc) turbocharged uses the BMW M TwinPower Turbo technology, twin-scroll turbochargers, high-precision direct fuel injection, Valvetronic variable valve control and a cross-bank exhaust manifold.

The M5 tested by Car and Driver uses the 7-speed dual-clutch transmission.

In comparison, same magazine tested the Mercedes-Benz E63 AMG which ran 0-60mph in 3.8 seconds and the quarter-mile in 12.0 seconds . The E63 AMG is powered by a 5.5-liter twin-turbocharged V8 and it was equipped with the Performance package that increases the power to 550 hp and torque to 590 lb-ft at 2000 rpm.

Expect more M5 performance reviews in the upcoming weeks, and look at newsstands for the December issue of Car and Driver.

Read our racetrack review from Ascari

Last month, BMW M offered an unique opportunity for BMW fans, owners and not only. Prior to its market debut in 2012, BMW M hosted an exclusive event in Spain, along with the BMW Performance Driving School.

“SealthPilot”, a member of Teamspeed, attended the event and shared with the BMW community his own driving impressions.

Let’s have a look.

“After our 2012 550i European Delivery drop-off, I flew down to Seville, Spain, for a couple of days of the M Driving Experience and got to sample the new M5 in the mountains of Andalucia.

It was a great weekend. I arrived Friday. The event took place at the Waldorf Astoria Andalucia, and at the Ascari Race Resort, both fantastic properties with incredible dining.

On Friday I took a tour of Seville with other participants in the afternoon. In the evening there was an unveiling and product introduction of the M5 with some M engineers and marketing people.

Saturday was the main event, starting at 8am we spent 3.5 hours driving the car in the mountains, followed by lunch, and then another 3.5 hours on track at Ascari with both the M5 and M3. The track time was in the rain. We departed at 3:30pm by helicopter, and then caught a flight out of Seville ar 545pm, making it back to London for dinner with Ericka.

I’ll share my key thoughts, and then provide you with a photo summary of the trip.

What I liked about the F10 M5:

Amazing combination of extreme performance, extreme luxury and complete driveability They truly pulled off a car which is as comfortable to drive as the 550i, but has the immense power, handling and control of a true M car. Even after 3.5 hours in the car in the morning, I was still exhilarated by the performance and handling, but also completely relaxed and comfortable – something that is not the case with other high performance models.

The power of the car on the highway is truly devastating. It is so planted that you can drive full throttle on windy highway stretches. It also has great response, and in normal street driving I found the throttle response to be superb.

The overtaking power is really astonishing. Much of the morning driving in the mountains was on windy single lane country roads, and I felt I could overtake anything, even with oncoming vehicles within sight. In fact a couple of times, I broke the rules and overtook other M5s because some of the participants were a bit slow at clearing traffic on the windy country roads.

Music of the Gods. Many on this forum have been criticizing BMW for the rumors that the speakers are generating the engine noise. I was not able to validate that – the sound seemed to be coming from all the right places, and I could not discern if it came from the speakers. But it sounded real and it sounded like a race car. The music of the M5 engine is the best in-cabin sound I have experienced in any BMW M to-date.

Aesthetics. The car is gorgeous – especially in Monte carlo blue, and also in Mojave. The car offered Merino full leather, and anthracite headliner. The interior trim is fantastic and it is a pleasure to sit in. Everything is covered in leather. The seats are great, although on track I would have wished for adjustable bolsters, on the streets this was not a big deal.

Electronic controls You can customize the suspension, steering, and powertrain between Comfort, Sport and Sport Plus modes. All modes proved useful, and I tended to use 2 configurations I found optimal. In the mountains I set suspension and transmission to sport plus and steering to comfort, on the track I set transmission and steering to sport plus and suspension to Sport (which i felt provided the best track handling given the surface). The differences in range of the modes are dramatic. The steering in Sport Plus is astonishing in the degree of feel and control it provides, yet the ability to shift it into comfort at other times makes it the perfect package.

Forgiving traction control electronics. You can really oversteer this car, the traction control does not kick in that quickly. It definitely gives you plenty of room before it kicks in to stop you killing yourself. In fact I didn’t realize this and got the car loose in the mountains and was lucky to not to go over the edge of the road – the guys in the M5 behind me thought I was a rally driver or a maniac.

What I didn’t like

Noticeable throttle lag in some situations. When stuck in traffic, or later in the day on the track when we were stuck begin the pace car, the car wasn’t generating enough exhaust to charge the turbos. In this instance we were experiencing a 535 like throttle lag. I didn’t notice this when bombing around the mountains, but during the track time we were stuck behind a slow safety car because of the rain, and this became a huge issue. My co-pilot felt the throttle lag was so bad he did not like the M5 (he’s an M3 owner). BTW this I think diminishes the enjoyment of the car significantly on the track, and would probably diminish the enjoyment if you are in high traffic situations. I don’t have enough time behind the wheel to tell how much of an issue it is, but when it arises it is horrible.

Plastic center console and M knob. Makes the interior look cheap even thought most of it is very high end. Interior of my 550i felt richer overall.

It’s a heavy car on track. The fat tires and huge power make this car very driveable on country roads, and I enjoyed the powerslides on the mountain roads. But on the track this car was nowhere near as precise as the M3. Driving the both of those models back to back on the track, I prefered the M3 as a track car, but the M5 as an enthusiast road car.

Bottom-line – I would buy it.
If it had been available already I would have probably bought this instead of the 550i.”

More photos at Teamspeed.

First and foremost, he Biermann dismisses the idea of a BMW M5 with all-wheel drive in the current generation. “There might come a point with torque [output] where you need all-wheel drive,” said Biermann for Autoblog.

The rumor of an xDrive M5 started last earlier this year when UK publications speculated on the possibility of an M5 AWD model due to the popularity of similar competitor models, especially in the Northeast area of the US.

Next, the Product Development boss at M hints that a Touring M5 is not in works. “Do you know how many M5 Tourings we sold? 1,056,” said Biermann to Autoblog. He is referring to the total number of previous generation M5 Tourings sold worldwide, a number low enough to kill any business plan in its inception phase. Most likely the M division sees to significant return on the large investment and efforts to develop such vehicle. Will we see an M3 Wagon? We wouldn’t count on it…

Now what about the BMW Z4 M, the almighty roadster that purists have asked for? Biermann says he desperately, but again, the business case and financials take over. “There are days when it hurts we don’t have a Z4 M car,” Biermann told Autoblog.

The insightful interview ends with Biermann’s special M5: a car “dressed up” by the BMW Individual team with a custom paint that’s a combination of metallic brown, grey and a subtle shade of purple that shifts in the sunlight.

[Source: Autoblog ]

The color is available as a standard option, among a variety of others: Space Gray, Silverstone II, Imperial Blue, Monte Carlo Blue, Havana, Alpine White and Black Sapphire. For the first time, BMW also offers the new M5 with a variety of Individual exterior and interior colors.

The exterior color palette includes Frozen Gray, Froze Silver, Frozen Black, Citrine Black, Azurite Black, Moonstone and Champagne Quartz.

Judging by the photos, Singapore Gray seems to resemble one of BMW fans’ all-time favorite colors, the Sparkling Graphite that was first introduced with the E9x 3 Series.

BMW will introduce the new M5 in 2012, with sales beginning first in Europe, followed by an US launch in Summer of next year. Pricing has yet to be announced, but we expect a base price for North American customers at around $90,000.

Under the bonnet of the new BMW M5 lies a newly developed, high-revving V8 engine with M TwinPower Turbo (consisting of Twin Scroll Twin Turbo technology, a cross-bank exhaust manifold, High Precision Injection petrol direct injection and VALVETRONIC fully variable valve control), maximum output of 412 kW/560 hp at 6,000 – 7,000 rpm and peak torque of 680 Newton metres (502 lb-ft) between 1,500 and 5,750 rpm.

The instantaneous power delivery and sustained thrust familiar from M cars are the key to acceleration of 0 – 100 km/h (62 mph) in 4.4 seconds (0 – 200 km/h/124 mph: 13.0 seconds). Average fuel consumption in the EU test cycle stands at 9.9 liters per 100 kilometers / 23.7 mpg (CO2 emissions: 232 g/km).

M5 will be offered in North America with the option of a manual gearbox, as well as trick carbon ceramic brakes.

Read our test drive review of the 2012 BMW M5.

When it comes to four-door automotive bliss, BMW’s M5 has stood as the industry benchmark since 1985. It has never wavered from its perch of dominant performance, overlooking all other competitors as they stretch to touch the bar it continually sets so impossibly high. So as you can imagine, improving on a car founded at such great heights is no easy task.

Many would say that BMW’s E39 M5 launched in 1999 was the holy-grail of M5s; that it was so inviolably good, no car could ever de-thrown it. Of course, many cars have moved the performance bar since then including the American built CTS-V (shocker!), not to mention the E39′s own family descendant, the E60 M5. This should not be surprising to anyone with their eyes open, because technology advancement has catapulted car design at warp speed to where we stand in the fall of 2011. That Cadillac was able to build a car even worthy of comparison to an M5 is testimony to the rapid advancement of automotive design in the modern era, across all continents and companies.

With the above in mind, perhaps it should come as no surprise that the fifth descendent of the M5 is a techno-packed marvel of wires, exotic metals and blurry performance. BMWBLOG has already documented the new M5′s performance as a track day weapon. We’ve also driven around Ascari looking mostly out the side windows, for your reading enjoyment. Today we bring you a review of BMW’s M5 as it performs on public roads, albeit Spanish back roads and (heavily Policed) highways.

The Moment of Truth.

Finally, the moment had come. I found myself with arm-outstretched in anxious receipt of the key to a shiny new M5. The corresponding car to my key was found outside the hotel in a parking lot flooded with fellow M5s. Walking up to my copy, I noticed the bulging wheel fenders and gaping intakes. These will stick out from the crowd – except when in a crowd of M5s. Slipping in behind the wheel, I adjusted my seat and mirrors. And the steering wheel position. And the seat bolsters. I suppose I was letting it all soak in before that special moment. “Munich: we have ignition.” The M5 was alive, and after a surprisingly audacious song of revvs, the twin-turbo engine settled into a sonorous hum. Palms now sweaty (it’s hot in Spain) I adjusted more buttons. Two buttons were of particular importance to my recollection: M1 and M2.

When I first heard of the new M5 featuring two M buttons I thought, “what gimmickry!” Why not three or four? Maybe five? But it wasn’t long before I appreciated their presence on the thick rimed steering wheel. “M1″ was set for maximum fun, with the suspension, engine and steering in their sportiest settings, and all electronic nannies turned off. “M2″ was set for the polar opposite driving experience: relaxed steering, suspension and engine response – all ready to calm the mood after turbocharged blasts.

Setting off for a photo shoot, I found myself navigating the route to a desolate back road. M1 engaged, (you must press the button twice for fear you hit it accidentally), I let this animal off its leash. Let’s be clear: this new M5 is a raving lunatic of power and speed, if that’s what you allow it to be, by hitting M1. I’m no longer sure if M stands for “Motorsport,” “Maniac” or “Monster,” but it sure as hell doesn’t stand for “Marketing,” as some antagonists would have you believe.

Scampering over the asphalt searching for grip, the M5 felt very alive and giddy to play. Throttle response was immediate, if not completely lag-free (as physics would suggest that this is completely impossible). Lag was only felt in the higher gears, in first and second it was nearly imperceptible. The truth is, this first-ever turbocharged M5 builds character and personality on the addition of its turbos. It doesn’t apologize for them, and neither should BMW M. The turbos add so much to this car – besides its 5,000 rpm wide full-on powerband. They add a whooshing, sometimes hissing, mostly thunderous soundtrack. They give this car the muscular, torqued up personality that was lacking in the E60. And – save the planet – they add 30% efficiency over the fuel consumption of the last M5. Overall, the power-plant is what defines this car, and in my opinion, the turbos are what make it truly great – and relevant in the year 2012.

Lag has been reduced thanks to several key changes to the S63 twin-turbo unit found in the XM cars, from which this engine was based and shares most parts. A drop in boost pressure of 0.1 Bar helps minimize lag, as does the addition of Valvetronic variable valve lift on the intake side. The intake valves are now used as throttles, for the first time in an M engine. The S63tu (technical update) engine in the new M5 still has throttles fitted, but they only kick in when called upon in “Limp Home Mode,” should there be a technical failure in the valvetrain. The M5′s engine was also updated with larger turbos, and intercoolers approximately twice (!) as large as those found on the XM cars. Piping in and out of the engine has been significantly increased in diameter, thus allowing better flow. No less than six radiators are found lurking behind the front grill and plastic fascia, with the bottom most radiator laid flat horizontally to double as an aerodynamic element to guide airflow into the car. You get the feeling that the cooling system alone is a technological marvel – and considering that the turbos and catalytic converters are crammed in the 90′ ‘V’ of the cylinder banks, there is no doubt that the M5 needs this level of cooling power.

Calm the Mood.

Already impressed by the dynamic performance of the M5, I decided to queue the music, press “M2″ and calm the drive. The widened variance between performance and comfort settings make the F10 M5 a uniquely two-part car. Driving to the office, or driving grandma to the optometrist would not feel out of place in this car. In its comfort settings, it is softly dampened to the point that most bumps are minimized or swallowed up altogether. Steering feel is still communicative of the road surface, but more assisted and a little less raw. The engine and transmission show the greatest difference, providing very smooth roll-on throttle actuation while pulling away from red lights. The Getrag sourced 7-speed dual clutch transmission holds gears only long enough to justify the next upshift, and then completes the shift in soft, luxurious, nearly slush-box smooth style.

One of the biggest improvements over the E60 M5 would be the addition of huge torque reserves low down in the rev-band – particularly in the context of relaxed driving. Left in automatic drive mode, the M5 can be driven in a spectacularly boring fashion. We know that deep inside, its turbines and cylinders are gritting their teeth – anxious for the next tire spinning adventure – but this new M5 will try hard to fool you into believing it is a pedestrian beast of burden.

Don’t be Fooled.

Whilst basking in the lush and luxurious cabin of the new M5, “M2″ mode firmly affixed on the dash, I came upon a round-a-bout. They are common in Europe and really no big deal for European cars since – unlike American cars mostly designed to travel in straight lines – European cars are designed to turn on occasion. Half-way around the circle, in my coddled and relaxed stupor, I stepped on the gas. Shortly thereafter, I found my hands a-flutter going opposite lock, my foot feathering the throttle to bring the car back straight. Jumping junipers! In my infant moments with the car, I had overlooked the fact that in my M2 preset, traction control and dynamic stability control were both turned off. The driver of the M5 ahead of me later confessed that he thought I had intentionally drifted through that round-a-bout – but trust me – I did not.

This experience shed light on a valuable observation. The E60 didn’t want to kill you, and this new one does if you turn off the electronic aids and don’t know what you’re doing. So to that end I think the new M5 shows a big improvement, because by most definitions, this murderous personality makes it a true supercar. If any ‘Ol Joe could hop in and drive its wheels off with ease – well you wouldn’t garner much respect driving one, as you would a typical “tries to kill you” supercar.

Of course, leave the dynamic traction control on, and the M5 will do you no harm – as long as you respect a few basic laws of speed and physics. But no one will assume your first name is ‘Joe’ because of what this car can do, and ultimately wants to do to you. Like a dirty girlfriend, it always wants to play naughty, and speed limits not withstanding, it could get you in a lot of trouble. This is precisely what draws most buyers to such a car. It’s fun to be naughty, and driving a naughty car says a lot about you. A few points can be added to your cool factor. You may claim the “Cool Dad” title. You might even add a few facebook friends.

Drop the Hammer.

At the end of the day, you always end up back in M1. It’s just so addictive. Finally arriving on open, curvy Spanish back-roads, I had my first taste of the M5′s performance depth. Tromping on the throttle from a standstill, the rear slightly squats down as the tires spin and hurl you forwards. Car and Driver has claimed a 0-60 time of 3.8 seconds using launch control, and our well-calibrated neck muscles tell us that’s no lie. Up to redline in first, I tapped the right steering mounted paddle and grabbed second. Wheel spin. Grabbed third. Wheel spin. Grabbed fourth. Good lord… a little wheel spin. True, the Spanish roads were a little slippery in some places, but still – this engine is hydrogen-bomb powerful. It gives you the impression it could pull forever, and I suspect that it could push the M5 well beyond the 200 mph barrier with the right gearing. If the E60 M5 could break 200 mph once delimited, then certainly this car could turn a four-door shattering top speed closer to 210 mph. I would place that wager.

Carving through the sweepers, the chassis feels incredibly stiff, and the suspension tightly bound. Upon reaching a particularly bumpy back road, I found another handy use for the second M button on the wheel. I lost the comfy settings and instead programed “Sport Plus” in every parameter except the suspension setting, which I left in “Comfort.” The resulting interplay between road surface, M buttons and road holding was incredible – as I hit a bumpy stretch I would engage M2, then once the road smoothed out, I’d switch back to M1. Over the uneven asphalt, comfort mode allowed the wheels to maintain good contact with the road, whereas the sportiest setting had me skipping across the surface. Needless to say, after several back road blasts, I grew to love the additional M button.

Steering feel is excellent, if not perfect. It demonstrates a massive improvement over the pedestrian F10′s steering, but I could use a little more feel at the limit when feathering the wheel, feeling for grip. That aside, the handling is top notch and gives you a lot of confidence to press on. Still not buying our testimony of handling prowess? Check out the photo above and zoom in on the inside front tire. Only a dialed in suspension, chassis and tire setup can produce enough grip to lift the inside wheel. The brakes are massively powerful, hauling the M5 back down to speed in short order. Thanks to venting, cross-drilled rotors, and massive 6-piston front calipers, the brakes were consistent and fade free.

Overall, my biggest complaint would fall in the weight department. It’s not that the M5′s considerable heft is a major hindrance to its performance – in a straight line or around the track. M engineers have compensated for the weight increase brilliantly, and shy of 10/10ths driving, it’s a moot point. But the weight is felt nonetheless, and it is without a doubt the new M5′s weakest link. To phrase it another way, if the M5 lost 253 lbs instead of gaining them – it would be that much better, more tactile, quicker on its toes, and eager to change speed and direction. To be fair, the new M5 is larger than its predecessor, so factoring that in, we can still consider it to be “light weight,” even at 1,870 kg (4,123 lbs). Many individual components on the M5 are lighter, including the engine, and the doors – now made of aluminum.

The usual BMW appointments of luxury and technology fill the cabin, from iDrive to a fabulous sound system. The seats are a pleasure to sit in regardless of duration, and when you’re not flogging it, the cabin is relaxed and quiet. In typical BMW form, every control falls to hand and buttons are exactly where you would expect them to be. The only thing missing was a third pedal, but we hear even this appendage will make its way to showrooms in due time.

Muy bonita.

Finally and in conclusion, we arrive at the topic of curb appeal. I challenge you to walk past the new M5 and not feel your heart beat just a little bit faster, or your eyes lock onto its curves. Its sheet metal is muscular and menacing, yet swoopy and curvaceous. Now in its fifth generation, the M5 is packed with charm.

It became clear to me while driving through a small Spanish town that the M5 has street presence. It turned heads, first for its sound, then for its looks. I believe its gorgeous sparkling blue paint may have also had something to do with it (or perhaps its handsome driver? No, most certainly not!). I heard a young girl yell, “Muy bonita!” translated, “Very beautiful!” while driving past. Men and women of all ages could not help but lock eyes on the slippery blue shape as it rolled away. The M5 seemed to enjoy the attention, because it rather rambunctiously revved its engine every time the auto start-stop technology would switch the engine back on. After a large enough crowd of young men had gathered their attention, the least I could do was tromp on the throttle – much to their fist-pumping, cheering delight. This is a happy car – it wants to take in the moment. It often makes you smile. And for that – it can fittingly be badged an M car. Muy bonita indeed.

BMWBLOG – Were there any packaging concerns with the V8 turbo engine in the chassis of the M5?

Joerg Herrmann – There were no real issues with packaging. There were some changes in the exterior; we have a wider front but use the same hood as the 5er. We did manage to get all of the technology to fit under the hood.

BMWBLOG – Were there any weight savings at the nose of the car by going to a V8 turbo than the V10?

Joerg Herrmann – The new engine is lighter than the previous engine, so there are weight savings. The car is lighter in the front than the previous and that helps provide an ideal weight distribution for the new M5.

BMWBLOG – How did the vast amounts of torque available at low RPM influence chassis and suspension design?

Joerg Herrmann – We made some changes to the body and of course the power-train. The front subframe is stiffer. There is also an under tray that adds stiffness as well as providing aerodynamic functionality. It helps distribute load in addition to improving aerodynamics.

BMWBLOG – The new 5er uses electrically assisted power steering, yet the new M5 uses hydraulically assisted power steering, why is that?

Joerg Herrmann – When the car’s technical specifications were defined, and the technologies required were identified, we found that the hydraulically assisted power steering was the best solution. It met the M performance targets.

BMWBLOG – Was the chassis tuned to the tires selected for the M5?

Joerg Herrmann – Absolutely.

BMWBLOG – So customers should replace tires on their M5s with the same?

Joerg Herrmann – We always recommend that. The tires are matched to the car and the tires were created specifically for this car. [The are marked as such on the sidewall. - Ed.] The tires we use provide the response we engineered into the car.

BMWBLOG – What other factors, beyond tires, determine the tactile feedback through the steering wheel of the M5?

Joerg Herrmann – The perfect package for steering feedback is a combination of technologies all tuned to provide the desired level of feedback.

BMWBLOG – Could you comment on the exhaust setup on the turbo V8, in particular the cross bank exhaust flow.

Joerg Herrmann – This gives us a better response from our turbos. The exhaust is tuned to provide optimum response with minimal lag. This allows us to get the throttle response we need; it gives us a throttle response like a naturally aspirated engine.

BMWBLOG – Was there any consideration to using the ZF 8 speed transmission with the double clutch nose?

Joerg Herrmann – There were rumors on the internet about the gearbox choice . . .

BMWBLOG – . . . and I think we may have started a couple of them.

[This remark elicited laughter.]

Joerg Herrmann – For this type of car the seven speed DCT gearbox gave us the best of both worlds, performance and luxury. It is very comfortable in automatic mode and yet is cpable of being very sporting when needed. The DCT is quicker than the other options including a manual gearbox. Of course there are some people that always want a manual gearbox.

BMWBLOG – How soon did M get involved in the engineering design of the new 5er? When does M gain access to a platform?

Joerg Herrmann – There is always a close connection with the basic car; there is an interlink with BMW M joining the engineering design at a very early stage. M is up to date with what is transpiring for the engineering of a new vehicle. We also have an opportunity to ask for changes to the design. We can influence the basic car to make it usable as an M.

BMWBLOG – The limited slip differential in the M5 is very good, what makes it special?

Joerg Herrmann – It has the ability to read information from various chassis signals, yaw, anti-lock brakes, the suspension sensors and then the differential’s clutch packs can correctly apply the appropriate amount of lock to the side needing it.  And, of course, it allows the car to be steered by the throttle.

BMWBLOG – With the new M5 it would seem that luxury and performance have been combined through use of technology. How did you make that work?

Joerg Herrmann – The technology allows us to make this car work in both realms. For instance, the suspension has multiple settings, comfort, sport, and sport plus. The same is done for steering, throttle response, and the gearbox. There are presets which allow the various settings to be tailored to the driving situation. This helps make the M5 work so well as both a sporting, track ready, car and a luxury car.

Attending the same event as BMWBLOG, Harris had the opportunity to drive the F10 M5 on race track and on “normal roads”. Known as a fair and straight-to-the-point journalist, Harris delivers a review in his usual note. But has the new M5 managed to impress him?

Let’s have a look.

What’s it like?

Interesting. Mostly awe-inspiring.

There is no other powertrain like this in a series production car. Some produce similar results in terms of outright performance, but not in the same manner. It’s perhaps the first car to match the benefits of grossly-turbocharged-low-RPM-performance with high engine speeds. This gives the effect of having a gigantic effective, useable powerband of over 5000rpm because it will pull hard enough in seventh gear -  from just 2000rpm – for the driver to assume he was in fourth. And yet there is still something to be gained from taking it all the way to the 7200rpm redline.

The relationship with the gearbox is about as harmonious as anyone could have hoped. BMW has learned a lot about double-clutch systems and this is a masterpiece of calibration, one capable of spanning the disparate disciplines of part-throttle chugger and vein-popping, manual-shifting beserker.

I tried to fool it and make it misbehave, but it wouldn’t. On flat upshifts, the throttle cut fires a great ‘bang’ from the four exhausts. Hit the rev limiter, then back away from the throttle and it sounds like a rally car with anti-lag switched-on.

Full review at EVO

Our personal favorite car to be finished in matte paint would be the Z4 based M Coupe. Its shape seems to lend well to the unique play of light across the matte finish. It becomes more of an art form, a sculpture, if you will.

No word yet on availability or timelines for this matte black finish paint to launch. As always, we will keep you posted as we learn more. For now, please enjoy these quick snap shots of the silky black M5 in Spain.

M5 drivers will be given an even more direct reminder of their car’s performance capability by technology that brings the distinctive sound of the high-performance V8 – in all its glory – into the cabin of the new BMW M5.

The Active Sound Design technology specially developed for the new BMW M5 takes its cues from the driving situation at any one time to deliver an accurate reproduction of the engine’s sound through the car’s audio system.

The system’s digital signal processing exchanges data directly with the engine management, allowing it to reflect the engine’s revs and torque, and the car’s speed over the road. The result over a smoothly driven journey is a discreet soundtrack in keeping with the harmonious and assured characteristics of the V8 powerplant. A stamp on the accelerator, meanwhile, prompts an immediate audible response to match the instantaneous – and typically M – burst of power from beneath the bonnet.

In generating its signals, Active Sound Design takes its cues from the firing sequence of the eight-cylinder engine and the frequency range of the exhaust system. This gives the driver an extremely accurate impression of current engine load and an even more intense sensation of the V8’s high-performance characteristics. At the same time the Active Sound Design control unit ensures an even spread of sound across all five seats of the new BMW M5, while observing the legal guidelines governing noise emissions inside and outside the car. The characteristics of the sound produced by the technology also adjust to the engine settings selected by the driver. For example, switching to “Sport” or “Sport+” mode sharpens not only the engine’s responsiveness but also the acoustic experience inside the car.

[Source: BMW ]

Jürgen Poppel: The V8 engine is a high performance sports engine. Our goal in developing this new model was to make it even better that the V10 engine of the predecessor, which had already gained legendary status.

Where do you see the advantages?

One key advantage of this turbo engine is the high torque available from speeds as low as the bottom range. Whereas I have to use the right gear with the matching speed for the V10, the new engine with M TwinPower Turbo technology delivers unbridled thrust over a wide speed range. The new motor provides nearly 700 Nm of torque at a speed as low as 1500 rpm. In the V10, this was about 300 Nm. The characteristics of the high speed turbo unit with its extremely spontaneous response make the V8 in the new BMW M5 the ultimate sports engine.

The V8 engine of the new BMW M5. Seen at the front are the two charge air coolers, and further out the two intake silencers.

What does that mean?

In many turbo engines, power output soon drops with rising speed. The output from this engine, on the other hand, remains constant from 1000 rpm. So rev limits make sense. And we have implemented a large number of technical measures that raise the response to the level of an aspirated engine.

Power and torque curves of the new BMW M5 engine.

What does the customer get from all this?

He gets outstanding performance and drivability on both the race track and public roads.

On the race track I have to shift gears less. The sensitive response allows me to balance the vehicle with the accelerator pedal over a wide speed range. This means faster lap times.

In everyday situations, the most convincing feature is above all the superior performance potential. The engine builds up a huge thrust, mostly over more than one gear. And we have raised the efficiency of the engine, so that it now needs considerably less fuel – both on paper and in reality. This benefits above all the range – in addition to your purse and the environment, a clear advantage over the predecessor.

How did you achieve this combination of properties, which is almost like trying to square the circle?

The magic word here is dethrottling. Dethrottling means improving the response, the power output, and the efficiency. We modified practically everything in the air intake and exhaust system.

Generously dimensioned pipes in the intake section.

Let’s start with the intake.

The charge air exiting the compressor measures as much as 130 °C and must be cooled. In this engine, the charge air is not cooled with air, but indirectly with water. So I don’t need to transfer the air through long pipes, and the throttle losses are very much lower. We use coolers and pipe cross sections of exceptionally generous sizes. Intake silencers and charge air coolers are installed very close to the engine. All of these measures contribute to dethrottling on the intake side.

Low temperature circuit for cooling the charge air and the Digital Motor Electronics:

A Coolant radiator

B Additional coolant radiator

C Electric coolant pump for cylinder bank 1

D Charge air cooler for cylinder bank 1

E Expansion tank

F DME cylinder bank 1

G DME cylinder bank 2

H Charge air cooler for cylinder bank 2

I  Electric coolant pump for cylinder bank 2

J  Additional coolant radiator

The V8 engine of the new BMW M5 is now also fitted with “VALVETRONIC”. Can you tell us what that means?

With the VALVETRONIC, the intake valve lift can be varied continuously from two or three tenths of a millimetre to the max limit. The advantage of this is best seen when compared with the conventional aspirated engine. In this latter case, the power is regulated via the so called throttle valve. The engine always tries to take in the full quantity of air, but I’m just not letting it. The valve is open fully only at full throttle. When I close the throttle gap, the engine generates a partial vacuum throughout the intake system. When the intake valve is closed and the piston starts moving up, this partial vacuum can no longer be used for the engine.

Continuous valve lift adjust for throttle-free load control.

01 VANOS adjust unit on exhaust side

02 Exhaust camshaft

03 Roller cam follower

04 Hydraulic valve adjuster HVA

05 Valve spring on exhaust side

06 Exhaust valve

07 Intake valve

08 Hydraulic valve adjuster HVA

09 Valve spring on intake side

10 Roller cam follower

11 VALVETRONIC servomotor

12 Eccentric shaft

13 Spring

14 Intermediate lever

15 Intake camshaft

16 VANOS adjust unit on intake side

Engine with removed catalytic converters and intake silencers.

With VALVETRONIC, the quantity of air is regulated at the valve. When the cylinder has enough air for the respective load point, I close the valve. A partial vacuum is therefore generated here as well when the piston moves down. As an analogy, imagine closing the hole in the end of a bicycle pump while you’re pulling on the other end: let go, and the end returns inside the pump. In other words, the energy I expend building up the partial vacuum I can get back afterwards. The throttle losses are therefore reduced.

And on the exhaust side? We’re constantly hearing about “cross bank exhaust manifold” and “twin scroll twin turbo technology” without actually understanding the advantages.

(Laughs.) The cross bank exhaust manifold is an optimised collector of exhaust gases for the turbocharger from each of the cylinders. The V8 engine runs with a stutter anyway, giving rise to the typical V8 bubbling. A twelve cylinder always ignites the cylinders in the bank in crosswise fashion, one left, one right, nice and regular. For reasons of comfort, the V8 is fitted with a crankshaft that ignites twice in succession on the one bank and then jumps to the other. You can hear this highly irregular ignition sequence as the typical V8 bubbling in the exhaust tract, a sound you cannot hear from the engine of the new BMW M5.

Principle of the cross bank exhaust manifold.

The cross bank exhaust manifold is made up of pipes that are joined to both banks in a rigid structure. The exhaust gases are therefore transferred optimally to the turbochargers. Every cylinder can therefore “expirate” under the optimal conditions. When I open the exhaust valve, a very hot, high energy jet of exhaust gases is released under a high pressure that hits an exhaust gas duct and then the charger turbine with virtually undiminished force. I therefore utilise the energy not only in the exhaust gas flow, but also in its momentum. As an analogy, imagine blowing on a pinwheel with a single breath: you’ll see that not only the volume, but also the momentum of the air has an effect.

Cross bank exhaust manifold with M TwinPower Twin Scroll turbochargers.

This works only because the Twin Scroll turbines separate the exhaust gas flows in the two turbo chargers.

To illustrate this advantage, let’s try the following thought experiment. Let us imagine a very simple setup. Eight cylinders blow through a “hole” on an exhaust gas turbine. The pressure pulse therefore not only hits the turbine, but also spreads into other exhaust gas pipes. I therefore lose energy. This method is called constant-pressure turbocharging: I pump everything together into a large vessel from which the collected exhaust gas passes over the turbine. In our two turbos, however, the Twin Scroll ducts act as a partition in the turbine, so that every exhaust pulse hits the turbine blades directly without getting lost on the way. This is how we can utilise the speed of the gas as well. Not only the volume of the exhaust gas jet, also its dynamics takes effect – and its momentum is converted effectively.

This transfer of exhaust gases offers yet another advantage: when more than one cylinder blows together in a pipe, there is a lot of residual gas there. Consequently, when the exhaust valve is opened, the cylinder cannot fully discharge its exhaust gas. In our motor, the gas flowing out of the cylinder also takes this residual gas with it.

Generously dimensioned pipes exhaust section.

So we have exploited everything we could on the exhaust gas side as well for better charge changing and therefore the optimal response: large pipe cross sections, cross bank exhaust manifold, and twin scroll twin turbo technology.

Electric water pump for the low temperature cooling circuit.

Dethrottling the engine offers advantages not only in the form of outstanding response, but also for consumption?

Yes, the engine of the new BMW M5 fulfils nearly all map ranges without fuel enrichment, and therefore higher fuel consumption. All in all, the measures I have described, together with other steps, lead to a huge reduction in consumption during approval procedures and as experienced by customers. This serves to extend above all the range – a benefit that our customers have wished emphatically in the past. Today, our engineers can travel from Garching to the Nürburgring on a single tank of fuel. Earlier, this was just a pipe dream.

Exhaust side turbocharger with waste gate.

By selecting the Sport or Sport plus accelerator mode, we can really feel the additional boost to the response. How does that work?

In Sport or Sport plus mode, a suitable VALVETRONIC controller and the waste gates keep the turbocharger in the higher speed range. Normally, the waste gate used to regulate the charging pressure opens so that the exhaust gas flows out with the minimum possible loss. Pressure is built up again only when I hit the accelerator. For an improved response, I leave the waste gate closed until I need it for regulating. The exhaust gas then always passes over the turbine, which then runs at a considerably higher speed. When even more power is demanded, it is immediately available. However, I have a gradually rising counterpressure that causes a slight rise in consumption. This function can therefore be switched on and off. By the way, in the BMW 1 Series M Coupé the same function is activated at the M Button.

Engine with cover plate removed. At the back in the centre the two catalytic converters, and next to them the water cooled engine controllers.

We sometimes hear that turbo engines are preferred because they are easier to build. Is that true?

No, at least not our engines, not by a long chalk. High speed aspirated engines are subjected to high mechanical forces, and I need charge changing that works not only at the highest speeds, but also with adequate efficiency in normal driving mode.

Furthermore, the turbo engine must fulfil high thermal requirements. The V8 engine of the BMW M5 can run with exhaust temperatures up to 1050 °C. The higher the possible temperatures, the better: I don’t need to enrich the mixture – and raise fuel consumption – for cooling the engine, and high temperatures are good for the response. These temperatures, though, must be mastered and controlled. The engine block of about 200 kg measures at least 110–115 °C, and the temperatures of the exhaust manifolds and turbochargers can be as high as 1000 °C.

Removed catalytic converter.

These must be contained and controlled both in the moving car and after the engine has been switched off. On top, the engine can provide a great deal of power at low speeds too (as I said before: about twice as much as the old V10), so considerably more heat can accumulate there as well. For most cars, this is scarcely of any significance because the full power output is brought to bear only very rarely, if ever. Yet the BMW M5 is a sports car, and this power is demanded, especially on the race track.

Water cooling for the turbochargers.

How do you safeguard the optimal cooling?

With the most diverse measures. The engine was lowered by two centimetres for enhanced air intake – a measure that of course also lowered the centre of gravity for even greater dynamic effect. In addition, the oil circuit is designed for racing and can therefore take lateral accelerations that can be as high as 1.3 g. Like the brake fluid, the oil should be taken from wherever it is at the time.

Oil cooler at the bottom of the engine compartment.

The new BMW M5 has several cooling circuits: the classical cooling water and oil circuits for the engine are joined by a low temperature water cooling circuit that e.g. cools indirectly the charge air cooler. By the way, even the high performance engine controllers are water cooled. And in addition there are other separate cooling circuits for manual gearboxes, etc.

One of three radiators for the low temperature water circuit.

As early as the BMW 1 Series M Coupé, the question was raised as to the max oil temperatures the engine can actually take.

The answer is as simple as it may sound surprising: There’s nothing to worry about! Our so called heat manager can detect all critical situations during normal operations. Should any medium, oil, water, or an engine component become too hot under specific environmental or load profiles, countermeasures are taken automatically. These can even involve throttling the power output for the protection of the engine. And when we assume the extreme: there is no cooling for full throttle driving in first gear under a noon desert sun, which is rather silly anyway.

But to get back to the original question: the usual oils can withstand 150 °C well, but it starts getting critical after 160 °C, although 200 °C is occasionally reached on the cylinder liners. These temperatures, though, are only brief and so are not detrimental to the oil. When, on the other hand, the oil is subjected to high temperatures for long and frequent periods, the displayed service intervals automatically take this into account. The high performance M engines are therefore designed for drivers who don’t want to drive with one eye constantly on the oil temperature gauge.

By the way, the engine no longer needs the familiar 10W-60 oil with its high viscosity. Instead, we can use the latest low viscosity oils for considerably less friction.

So what are you particularly proud of in the new BMW M5?

The new BMW M5 delivers a performance that goes right off the scale. You’ll experience an unbelievable range of supreme sporty characteristics. The new BMW M5 is fun on both the race track and the road home. It’s a real pleasure to me every time to drive the new M5.

[Source: M-Power ]

A full test drive review and other M5 related articles will follow in the next hours and days, but in the mean time, we would like to bring forward a new photo gallery of one of the best M vehicles to date.

Press Release and Key Stats

• Fifth generation of the world’s most successful high-performance sedan in the premium segment of the executive class; new BMW M5 is an exceptionally dynamic high-performance sports car with four doors and five seats; consistent further development of the vehicle concept initiated in 1984 with the first-generation BMW M5; compelling track potential combines with the comprehensive practicality of a luxurious business sedan; groundbreaking character headlined by significantly improved efficiency, supreme long-distance comfort, and innovative driver assistance systems and infotainment functions.
• World premiere of a newly developed BMW M high-performance engine: high-revving 4.4-litre V8 engine with M TwinPower Turbo package – consisting of Twin Scroll Twin Turbo technology, cross-bank exhaust manifold, High Precision Direct Petrol Injection and VALVETRONIC fully variable valve control; 412 kW/560 hp at 6,000 – 7,000 rpm, maximum torque: 680 Newton metres (502 lb-ft) from 1,500 rpm; maximum speed: 7,200 rpm; wet sump lubrication optimised for high lateral loads, lag-free power delivery, typical M car thrust.
• Significantly improved balance between performance and fuel consumption: acceleration 0–100 km/h (62 mph) in 4.4 seconds, 0–200 km/h (124 mph) in 13.0 seconds, top speed: 250 km/h / 155 mph (305 km/h / 190 mph with M Driver’s Package); average fuel consumption in EU test cycle: 9.9 litres/100 km (28.5 mpg imp); engine output 10 per cent up on predecessor model, maximum torque increased by 30 per cent, fuel consumption cut by more than 30 per cent; extensive Efficient Dynamics technology, including Auto Start-Stop function and Brake Energy Regeneration.
• Power transfer to the rear wheels via the seven-speed M Double Clutch Transmission Drivelogic; traction-optimised automatic gear selection; Launch Control; Low Speed Assistance; automatically activated parking mode; M-specific gear selector; M leather steering wheel with shift paddles.
• Hallmark M conceptual harmony produces superior performance characteristics with precise interplay of drive and chassis technology, aerodynamics and weight balance; power-to-weight ratio: 3.3 kg (approx. 7 lb)/hp; M-specific suspension (front and rear axle kinematics), M Servotronic steering, Dynamic Damper Control, DSC stability control system including M Dynamic Mode; bodyshell mounting using special panels; lightweight compound high-performance braking system.
• Outstandingly agile handling thanks to innovative rear axle differential with Active M Differential; electronically controlled multi-plate limited-slip differential enables fully variable distribution of drive between the rear wheels to optimise traction and stability in dynamic lane change manoeuvres and acceleration out of corners; degree of lock can be varied between 0 and 100 per cent according to the situation; fast, precise and pre-emptive responses thanks to constant data cross-checking between the Active M Differential and DSC stability control system, and monitoring of the accelerator pedal position, wheel speed and yaw rate.
• Two individually configured set-ups for the car can be called up using the new M Drive buttons on the steering wheel; range of programmable parameters unique in the segment: engine response, M Servotronic responses, Drivelogic shift program, DSC mode, Dynamic Damper Control and information in the Head-Up Display.
• Characteristic body design with familiar M aesthetics reflecting the car’s extremely dynamic yet precisely controllable nature; specific design features contributing to performance characteristics; front apron with extremely large air intakes for the engine and brakes; athletically flared wheel arches to emphasise wide track; hallmark M “gills” with integrated indicator bars; aerodynamically optimised rear apron with diffuser between the right and left-hand pair of twin exhaust tailpipes; gurney-style rear spoiler on the boot lid; 19-inch M light-alloy wheels in exclusive double-spoke design.
• Unique combination of sports car cockpit and luxurious ambience for the interior; M-specific instrument cluster in black-panel technology; newly designed, leather-covered centre console; M sports seats; standard specification also includes: Merino leather upholstery with extended features, exclusive aluminium Trace interior trim strips, BMW Individual roof liner in anthracite, electrically operated steering column adjustment, four-zone automatic climate control and ambient light.
• Extensive range of driver assistance systems and mobility services from BMW ConnectedDrive unmatched by competitors in this segment and beyond: M-specific Head-Up Display (standard), Adaptive Headlights for standard xenon light, High-Beam Assistant, BMW Night Vision with pedestrian detection, Lane Change Warning System, Lane Departure Warning System, Surround View, Speed Limit Info, internet usage, extended integration of smartphones and music players, real-time traffic information and apps for receiving web radio and using Facebook and Twitter.
• Almost all BMW 5 Series Sedan equipment options available, including Comfort Access, M multifunction seats, active seats, doors with Soft Close Automatic function, hands-free tailgate opening, electric glass roof, trailer coupling.
• Specifications and performance: BMW M5: V8 petrol engine, M TwinPower Turbo technology with Twin Scroll Twin Turbo, cross-bank exhaust manifold, High Precision Direct Injection and VALVETRONIC variable valve control. Displacement: 4,395 cc, output: 412 kW/560 hp at 6,000 – 7,000 rpm, max. torque: 680 Nm (502 lb-ft) at 1,500 – 5,750 rpm. Acceleration 0–100 km/h (62 mph): 4.4 seconds, acceleration 0–200 km/h (124 mph): 13.0 seconds, top speed: 250 km/h / 155 mph (305 km/h / 190 mph with M Driver’s Package). Average fuel consumption: 9.9 litres/100 kilometres (28.5 mpg imp), CO2 emissions: 232 g/km, exhaust standard: EU5.

BMWBLOG can also put our name behind the hunch that the M5 will be offered in North America with the option of a manual gearbox, as well as trick carbon ceramic brakes. From our experience on Ascari race circuit, the new M5 hardly needs more powerful or fade resistant brakes to burn off speed – but those who count tenths on a track day will appreciate the weight reduction in un-sprung mass, and the better fade resistance after dozens of hard laps. It would be very difficult to improve upon brake feel from the steel-rotor baseline, but expect a slightly different feel under your right or (if you’re particularly talented) left foot.

The M5 displays massive stopping power from all speeds – the deceleration will hang you from your seat belt. Front rotors are a massive 400 mm (15.7″) in diameter, clamped by powerful 6-piston calipers. The discs are cross-drilled at all four corners to dissipate heat. Speaking of heat, it seems cooling has been a major engineering focus on the new M5, what with 6 separate radiators behind the front fascia, and various cooling passages carved into the bodywork.

Stay tuned for BMWBLOG’s racetrack review, first drive review, and forthcoming technical articles. And don’t forget to start saving your pennies.

However, a divergence occurs due to the new M5′s higher compression ratio of 1:10. In fact, BMW M have made so many changes to the original S63 V8 found in the X/M cars that they have labeled it a “newly developed” engine. To create the higher compression ratio BMW have fitted newly shaped pistons. Boost pressure has been dropped by 0.1 Bar, but larger intercoolers have been added. The turbo chargers themselves are also new, feature a larger turbine diameter. A new valvetrain has been added wherein BMW has used Valvetronic variable valve lift throttle the intake, and throttle bodies exist in the engine, but they are in hibernation, used only in “limp home” mode. BMW has also completely revamped the electronic engine management in nearly every parameter, resulting in several improvements including a higher redline, now found at 7,200 rpm.

You’re probably wondering: with all of these changes, how come the new M5 only gained 5 horsepower over the X/M cars? The short answer is, BMW have chosen to focus on efficiency and drivability (read: throttle response) over all-out horsepower. Is the M division capable of squeezing more power out of the new M5 engine? Undoubtably. But as history testifies, massive horsepower has never been what M cars are truly about.

So how does efficiency compare to the previous generation E60 M5? The new F10 M5 drinks 30% less fuel – a staggering figure no doubt – while producing 10 percent more power and 30 percent more torque. This increase in efficiency will be greatly appreciated by all – even those who believe global warming is a scam – because as consumption is reduced, range in increased, which means fewer stops at the petrol station, or potentially no stops on your lengthy road trip (especially considering the massive 80 Liter fuel tank). On the EU test cycle the new M5 managed 9.9 Liters/100 Km (28.5 mpg). Those who aren’t stuck on the couch watching conspiracy theory movies will also appreciate the reduced emissions, now down to a very un-supercar-like 232 g/km in the EU5 test cycle.

One of the defining features of the M5′s M engine is its compact layout, placing both turbos and catalytic converters inside the ‘V’ of the 90′ cylinder banks. Like too many people on the dance floor, things get pretty cramped and hot in this small space. Engine cooling is therefore of paramount importance, and an extremely powerful cooling system including large intercoolers have been used to meet this demand. The front end aerodynamics have also been sculpted to guide sufficient airflow into the radiators and around the engine and brakes.

Besides its compact design, the placement of the turbos within the ‘V’ of the cylinder banks has one particular benefit: throttle response. As you decrease the distance from the exhaust valves to the turbine blades of the turbo, you decrease the amount of time it takes for the exhaust gases to reach, and spin the turbine – which in turn increases intake boost. Typical turbo charged engines suffer from ‘turbo lag’ – the time delay between stepping on the throttle (the exhaust pressures building, the turbos spooling, intake pressures building) and feeling acceleration. In short, BMW M’s design solution almost completely eliminates perceptible lag. It’s that good. (For a more in-depth consideration of turbocharging and the technology behind it, hit the jump to our previous tech feature.)

Also reducing turbo lag is BMW’s patented cross-bank exhaust manifold. Each cylinder bank of four cylinders donates exhaust gases from one of its cylinders to one scroll of one turbo. Therefore, both scrolls of both turbos have two dedicated cylinders feeding them at all times – but the pairing of these cylinders is where we find the magic. Based on the firing order of the V8 across both banks of cylinders, an exhaust pulse is evenly distributed to both scrolls of both turbos, keeping them spooled at all times, and across the entire RPM range. It sounds impressive on paper, but in practice – it is staggering. Oh, and the sound! The unique routing of each cylinder through the manifold results in a very characteristic sound, something different and exotic to your ears. It only lends further credence to the labeling of the M5 as a consummate supercar.

The new M5 has so little throttle lag that you might as well say it has none, in the sphere of turbo-charged cars. Although physics suggests it is impossible to entirely remove lag from a turbocharged engine, your senses from behind the wheel will struggle to find any. Only in higher gears will you find a small disconnect between the gas pedal and the rear wheels. After driving the M5 I can say with authority that the new turbo V8 is nearly “lag free” in my books – and that’s a big statement. Throttle response is direct and precise enough to throttle steer and drift through rather tight roadways – and there could be no greater praise heaped upon the turbo V8. Car control is everything – especially in an M car.

I have spent a considerable amount of time punching in laps with BMW’s X6/M, and I’ve always been impressed with its near instantaneous throttle response. But the M5′s mill is better – it closes the gap to perfection. Whereas in the X6/M you still wait for the power to build, in the M5 it’s just there. It’s always there. Ready to thrill you, ready to break the rear tires loose in a tail-out power slide, ready to stretch your cheeks back and widen your eyeballs.

BMW’s previous M5, the E60 M5 was an impressive car in every way. It’s engine was phenomenally good – revving to a stratospheric 8,250 rpm. The V10 blazed its way to maximum power output of 507 hp. But a key difference is found between the maniac V10 and the bludgeoner turbo V8: drivability. You see, the V10 managed 384 hp at 6,100 rpm, and it wasn’t until you hit 4000 + rpm that you began to feel a power surge. But the new M5′s V8 is different. It develops 100% – read it: one-hundred-percent of its torque at 1,500 rpm. This is axe-murderer appeal, the kind of brute twist that is borderline violent. There’s more… the torque output remains at 100% all the way until 5,750 rpm where it begins to drop off towards redline – but still not falling far below 400 lb ft at redline! What a machine. In fact, this engine produces 405 lb ft of torque a hair above its 1000 rpm idle. Parking valet boys: be forewarned.

So while it is true that the new M5 does not rev as high as its predecessor by approximately 1000 revs, it is also true that its powerband is approximately three times as wide – and that speaks volumes. As the saying goes, “horsepower sells cars, torque wins races.”

Maximum horsepower also finds a plateau to rest on between 6,000 rpm and 7,000 rpm. A full-bodied 560 horsepower leaves the crankshaft, dropping off slightly from 7,000 rpm to its 7,200 rpm redline. This drop off in power is seen on dynographs, but I assure you, it is not felt from the seat.

The new turbo V8 really is a marvel of engineering; a technological masterpiece better appreciated on the racetrack than on paper. On that note, stay tuned for our racetrack review of the new M5, to be published shortly. A full BMWBLOG First Drive review is soon to follow.

(Photos Credit: Daniel Kraus, Shawn Molnar)