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mwerks.com Reviews and Road Tests “This is one damn fast grocery-getter,” is all I can muster as I open up the throttle. Unleashed at the command of my right foot are four hundred horses, running freely on a twisty section of New York parkway on this damp autumn day. My passenger reminds me yet another hundred horses are available should I be so brave, but given the conditions I’m satisfied that 400 will do just fine.
M5’s have always been well-rounded performance machines, but the heart of any M car is its engine. More so than any of its predecessors, the E60 M5 is defined by its engine. Nestled behind the controversial Dame-Edna 5 Series face lies an all-aluminum five-liter V-10 that achieves its impressive 500 horsepower rating not through forced induction or even raw displacement, but by its ability to spin at incredibly high rpms. This all-new engine, known internally as the S85, clearly draws its inspiration from BMW’s own Formula One efforts, and many of the principles employed in racing have been applied to the street engine as well. The V-10 employs the whole gamut of Bavarian trickery we’ve come to expect from M- ultra-rigid bedplate-type block, ten individual throttle bodies, variable valve timing via high-pressure Double VANOS, four ultra-light valves per cylinder actuated by “box-type” hydraulic lifters, ultra-high 12.0:1 compression ratio, and the first application of ionic-current technology that uses the spark plugs as knock sensors for quicker and more accurate timing adjustments. The ten-cylinder arrangement requires no additional balance shafts, keeping rotational mass to a minimum, while lightweight pistons and connecting rods do their part to further the cause. The synergy of all this high technology results in a highly responsive engine capable of revving to a lofty 8250 rpm. That a piece of technology works well on the racetrack, however, doesn’t guarantee that it will be appropriate for use on the street. Admittedly, my biggest concern before taking the wheel of the new M5 was that the two-ton sedan would feel timid until the revs were up, only to have power come on fast and furious in a very narrow range. I couldn’t have been more wrong- power delivery is fluid and linear from very low on the tach all the way through to redline. There is no sudden change in character at any one engine speed, just a steady stream of power as it races through each of its gearbox’s seven gears, a wonderfully melodious mechanical song playing beneath the hood in front of you the whole time it does so. Make no mistake about it; half the magic of the M5 is the transmission itself. For now, the only gearbox available is the 7-speed SMG (Sequential Manual Gearbox) transmission. The seven closely-spaced ratios allow the V-10 to quickly fall into an optimum engine speed for amazing response and acceleration. A six-speed manual trans will go into production next fall, destined exclusively for the North American market. Purists may laud this move, but I can’t help but think the M5 will lose some if its edge with a manual gearbox. Crazy as that may sound, this car is a highly advanced piece of automotive technology that deserves an equally advanced drivetrain.
Unlike earlier versions of SMG, the 7-speed found in the M5 was designed from the outset as an SMG rather than simply retrofitting an existing gearbox with automatic clutch control. This new approach allowed for optimized construction. For instance, the gears with the highest load (1, 2 and 3) are situated closest to the load-carrying bearings, adding durability to a drivetrain that is expected to see severe duty. And because the computer will perfectly time each shift, components such as a carbon-fiber synchro cones can be used. BMW’s DRIVELOGIC allows 11 different shifting patterns in two ranges- Sequential (S1 through S6) and Automated (D1 through D5). It’s not difficult to imagine using an aggressive automatic mode (D5, for instance) for a daily commute, but when the road opens up and turns to curves, S6 is where you’ll want to be, shifting 20% faster than existing SMG’s. If you think you can outshift the SMG with a manual transmission, I would ask you to kindly reconsider. Not only does DRIVELOGIC prevent over-revving on downshifts, it also incorporates Slip Control to disengage the clutch momentarily when downshifting on slippery roads, thereby preventing a destabilizing wheel-slip. And despite all your heel-and-toe practice sessions, SMG still does it better, matching revs perfectly for every shift. The new M5’s chassis is no less brilliant than its powertrain. This should come as no surprise though. The new 5 Series was already a great performance sedan, making extensive use of aluminum in the suspension. The M5 builds on this architecture, with fine-tuning specific for its added power and loftier purpose. The front suspension features modified geometry, more rigid bushings, and a slightly wider track. In the rear, the subframe has been modified, stiffer bushings installed, and hollow axle shafts employed. The rear track is actually reduced slightly to allow the massive 285/35 rear tires to sit under the bodywork.
M5-specific springs and variable-rate shock absorbers control the revised components. Already offered in the 7 Series, Electronic Damping Control (EDC) automatically and continuously adjusts ride firmness for road conditions, vehicle speed and load. On smooth roads, ride comfort takes priority. But once the road surface becomes irregular, or when cornering, the firmness is dialed up for control. M5 drivers can choose from three unique EDC modes - Comfort, Normal or Sport – using either the EDC button on the console or the MDrive menu (more on MDrive in a minute). Other chassis magic from the BMW arsenal includes M Vaiable Differential Lock, the speed-sensitive, viscously-actuated rear differential that optimizes traction even in split-traction situations, and Servotrtonic variable power steering that is also found in other 5 Series, but tailored for the M5’s chassis. No M-car would be complete without superior brake. The M5 makes use of compound brake construction, utilizing a lightweight aluminum “hat” with cross-drilled cast iron rotors mounted on steel pins. This floating rotor design not only saves weight, but also completely eliminates thermal deformation and the requisite pedal pulsations under extreme use. Track day veterans will discover this setup more than adequate. On the road, all of this sophisticated hardware works as well as its engineers had intended. Freeway driving was as pleasant and civilized as any other European sports sedan, and when the road became more of a challenge the M5 was eager to overcome. Oddly, the car’s driving dynamics belie its 4000-plus-pound weight; the new M5 feels like a much smaller, lighter, and more agile sedan than its dossier would indicate. So what about this MDrive feature? Simply put, the M5 allows its driver to personalize all of the car’s critical settings to his taste, and I’m not talking about radio presets. There are 3 power setting (P400, P500, and P500S), the aforementioned 11 transmission settings, the three EDC settings and three Dynamic Stability Control (DCS) settings (Normal, M Dynamic, and Deactivated). While any of these settings can be changed individually “on the fly,” BMW engineers had the foresight to let drivers pre-select their own settings in a profile that can be summoned at the push of a single button, humbly identified by a single letter “M”. I’ll spare you the math, but some genius has figured out that there are 279 unique MDrive combinations. There are two optional features that can also be added to your MDrive profile- the heads-up display and M Multi-function sports seats with Active Seat Backrests.
The heads-up display varies its readout depending on the power mode you’ve selected. On the wet, twisting roads of New York, the display was helpful in conveying critical information at the glance of an eye without diverting my attention from the road. It also adds to the jet-fighter feel that comes naturally to the M5. Otherwise the gauges in the instrument cluster are more attractive and provide more details, such as oil temperature. The Active Seat Backrests, optional on the M Multi-function sport seats, take a little more getting used to. When activated, they respond to your anticipated need for more cornering support by automatically extending the outside lower bolster. It’s rather strange the first time you experience it- a mechanical push to your kidney seems to come out of nowhere. Depending on how aggressively you like to be punched in the back, there are three different settings from which to choose, and naturally you can defeat this feature. By optioning this your passenger seat will also be equipped. If you think it was fun the first time your passengers unknowingly experienced seat heaters, just wait until you take a fast corner with their Active Seat set to level 3! Aside from the optional boxing-glove seat bolsters, the M5’s seats are incredibly supportive and comfortable for long-distance driving, aggressive or otherwise. All M5 interiors are covered in unique shades of Merino leather, BMW’s finest grade, which also extends to the door armrests, center console and handbrake boot. The optional Full leather package finds this sumptuous material covering the dashboard as well. A further option of the Full leather package is perforated Merino leather, which also allows for seat ventilation. The M5’s steering wheel is a thing of beauty, with a thick grip and thumb contours in the right places. Depending on whether you prefer a classic look or a little more modern feel, the dash and door pulls can be trimmed in one of two wood finishes or brushed aluminum. The optional Alcantara headliner is the finishing touch in this classy cabin.
Like it or not, all M5’s are equipped with DVD-based satellite navigation and iDrive. In fairness, every time I use a BMW with iDrive it becomes more intuitive. At one point we relied on the navigation system to put us back on our assigned course and found it easy use and read. Additionally, the M5 is equipped with BMW’s acclaimed Logic7 premium sound system. It includes 13 speakers (including 2 subwoofers), a glovebox-mounted 6-disc CD changer, Digital Sound Processing, and Surround Simulation. I was having so much fun driving the M5 and listening to that glorious V-10 song that I actually forgot to listen to the stereo. I understand it goes all the way to 11 though! Looking at the M5, most non-enthusiasts would be hard-pressed to tell it from a standard 5 Series. Visual enhancements are minimal and subtle at best. The dead giveaways are the front fender-mounted gills and two pairs of stainless exhaust tips flanking the diffusor on the rear bumper. Up front, the deeper bumper with larger intake openings does away with the foglights found in other 5’s, while sharper rocker panels tie the two bumpers together visually. The trunk lid of the M5 is recontoured, featuring an integrated spoiler lip to add downforce at high speeds. Aero-efficient side mirrors, unique satin chrome window trim and distinct 19-inch wheels round out the visual excitement, giving this super-sedan a subtle but decidedly more appropriate testosterone boost. So, what is the price for all this technology? The M5 is certainly no bargain-basement sedan, but when you consider its performance potential against its everyday utility, it seems you get a lot for your money. The most basic (and that’s a terribly inaccurate term) M5 will set you back about $85,000, but with popular options, most are arriving in the low $90K range. At that price you could also have a 911 S, but you’d be giving up nearly 150 horses and a lot of practicality. Comparing it to a Porsche, or any other high performance coupe for that matter, is rather pointless though. In reality, the M5 is in a class all its own, and if the past is any indication, this new model will be highly sough-after for years to come.
2006 BMW M5 Details- Base Price (incl. destination)- $81,895 Gas Guzzler Tax- $3700 Full Leather w/ Alcantara Headliner- $3500 M multifunction Seats- $1900 Head-up Display- $1000 Comfort Access- $1000 Seat Ventilation- $800 SIRIUS Satellite Radio- $595 Power Rear Sunshade- $575 Fold Down Rear Seats- $475 Rear Door Mounted Side Airbag- $385 Rear Seat Heating- $350 Technical Specifications General: Weight- 4012 lbs Weight Distribution F/R %- 52.2/47.8 Length- 191.5 in Wheelbase- 113.7 in Width- 72.7 in Height- 57.8 in Track, F- 62.2 in Track, R- 61.7 in Drag Coeffiecient- 0.31 Turning Circle- 40.7 ft Engine: 5.0 liter V10, DOHC, 40 valves. 10 throttles, High-pressure Double VANOS Bore- 92.0 mm Stroke- 75.2 mm Compression- 12.0:1 Max Power- 500 hp @ 7750 rpm Max Torque- 383 lb-ft @ 6100rpm Fuel- Premium Unleaded Gasoline Drivetrain: Drive Layout- Front Engine/ Rear Drive Transmission- Sequential Manual Gearbox, 7 Forward Speeds, Dual Clutch, Electrohydraulic Actuation Gear Ratios- 1st- 3.99:1 2nd- 2.65:1 3rd- 1.81:1 4th- 1.39:1 5th- 1.16:1 6th- 1.00:1 7th- 0.83:1 Final- 3.62:1 Chassis: Front Suspension- Aluminum double-pivot lower arms, coil springs, electronically controlled twin tube gas shocks, anti-roll bar, thrust plate Rear Suspension- Aluminum 4-link system, coil springs, electronically controlled twin tube gas shocks, anti-roll bar Steering- Variable-rate Speed sensitive rack-and-pinion Front Brakes- 374mm x 36mm vented and cross-drilled rotors, compound construction, aluminum calipers Rear Brakes- 370mm x 24mm vented and cross-drilled rotors, compound construction, cast iron calipers Front Wheels/Tires- 19 x 8.5 cast alloy/ 255/40ZR-19 Rear Wheels/Tires- 19 x 9.5 cast alloy/ 285/35ZR-19 Performance: 0-60mph- 4.5 seconds Top Speed- 155mph, electronically limited Fuel Economy, city/highway- 12/18mpg
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