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BMW M5 in the super test: In the smoke of the senses

Rossen Gargolov
BMW M5 in the super test
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' In the exclusive segment of highly dynamic business sedans with racing-oriented drive and chassis technology, a change in leadership is imminent. The new BMW M5 sets out to continue the tradition of its predecessors and redefine the performance characteristics that can be experienced in a four-door automobile. 'Uff - the press release from M GmbH under the heading' The leading force - the new BMW M5 'is just bursting with life so with self-confidence.

BMW M5 manages the vehicle segment of power sedans

Accordingly, it almost sounds like the result of the comparison test between the new BMW M5 and the current class opponents Porsche Panamera Turbo S and Mercedes E 63 AMG were preprogrammed. Or was the change in leadership referred to - in all modesty - just referring to the internal changing of the guard?

It doesn't matter - M GmbH, as the founder of the power limousine segment, regards its claim to leadership as inherent in the system. After all, the BMW M5 was the undisputed leader of its genre for four generations.

The youngest BMW M5 of the fifth generation has also managed to position itself where its makers believe it belongs - at the top . However, in the sport auto comparison test, the bottom line was that there was only one point that secured the Bavarian cult object victory over the Panamera Turbo S and E 63 AMG. The lead is melting - not just over the competition. The bottom line is that the distance to the predecessor is not as great as would have been assumed in view of the noble claim formulated at the beginning.

First Finding: The development steps are getting smaller

Even at BMW M GmbH, which is celebrating its 40th anniversary this year, they only boil with water. As a result, the development steps in the BMW M5 must inevitably become smaller, especially where the customer can feel it.

The BMW M5 customers, who are always spoiled by high performance, great overtaking prestige and iconic appearance, are not for nothing as a highly demanding clientele. Even the predecessor started with an impressive 507 hp from a five-liter ten-cylinder, lapped the Nordschleife in 8.13 minutes and, in the unlocked version, reached almost 300 km /h. Given such a requirement, where should significant increases come from? And that against the background of increasing cost pressure andTechnical requirements tend to be less favorable - keyword vehicle weight.

120 kilos more than the predecessor E60

The fact that The M products are traditionally based on models from BMW AG, and this inevitably means that the weight spiral, which has not really been stopped in large-scale production for various reasons, also forces the Garching-based sports branch to make compromises. Which means we would be confronted with the first number that must sadden us: The new BMW M5, prepared in “M-style concept harmony”, weighs 1,963 kilograms, so it weighs almost 120 kilograms more than its predecessor.

The increase in performance of around ten percent did not result in any significant advantage in terms of the power-to-weight ratio of the BMW M5 - an improvement of just one decimal place (3.5 to 3.6 kilos per PS previously). The measured values ​​for the acceleration are therefore inevitably very close to one another. Up to 100 km /h it is just two tenths and up to 200 km /h eight tenths of a second that the newcomer can do well on the V10 BMW M5 measured in the super test eight years ago.

Paradigm shift: from the extractor high-speed to the biturbo

So that there is no yawn reflex because of the disappointing increase in power: With the 30 percent increase in the maximum torque, there is a comparatively huge amount Done with pulling power in the BMW M5: The 17.3 seconds that the previous ten-cylinder naturally aspirated engine with seven-speed SMG transmission estimated for bridging the speed range between 80 and 180 km /h in sixth gear is now undercut by the new one Biturbo-V8 fueled the BMW M5 with a seven-speed dual-clutch transmission by a full two seconds.

The move away from the five-liter naturally aspirated V10 to the 4.4-liter twin-turbo V8 in the BMW M5 may be seen in some light a manufacturer who like no other the H The high-speed concept has been celebrated for decades as the best sports engine alternative, almost seem like betrayal.

According to M GmbH, however, this paradigm shift in the BMW M5 is simply due to the fact that the turbocharged gasoline engine currently has far greater possibilities for increasing efficiency be approved as the naturally aspirated principle. As far as the preparation of impressive power and torque curves is concerned, the turbo faction has always had all the trumps in its hand.

The biturbo in the BMW M5 speaks like a suction cup

Since With the help of complex engine management interventions, it is also possible to match the character of a charged engine almost one to one with that of a vacuum cleaner, so the future of high-revving vacuum cleaners looks rather bleak. In order to tailor them adequately in terms of performance, greater efforts and thus far higher investments are required - at least in this oneexclusive performance class, in which the BMW M5 also plays.

The instantaneous reactions to accelerator pedal commands and the constant, linear thrust of the 'M TwinPower Turbo' V8 engine of the BMW M5 correspond to those of a classic, large-volume naturally aspirated engine - with the difference that the power and torque curves do not end in a sharp peak like with a vacuum cleaner after a slowly rising line, but run straight after a short, extremely steep rise. The highest torque (680 Newton meters) is consistently between 1,500 and 5,750 revolutions. The power output is also in line: the 560 horsepower is constantly noticeable between 6,000 and 7,000 rpm.

The speed range that can be used for particularly dynamic acceleration processes between the point from which the maximum torque is available and the point from which The maximum output is almost three times as large as the naturally aspirated V10 engine of the E60 BMW M5. In view of the high maximum engine speed (7,200 rpm), as an offshoot of the turbo faction, it is allowed, like its predecessors, to be recognized as a representative of the high engine speed concept.

Significantly more economical than the predecessor

Although this BMW M5 mobilizes the highest performance ever provided in an M, the consumption and CO2 values ​​are more than 30 percent lower than the predecessor off - at least that's the manufacturer's promise.

If you compare the consumption values ​​from the two super tests determined in roughly the same mode, the picture of a slightly more economical BMW M5 becomes more compact: While the predecessor with a minimum of 15, 2, a maximum of 27.5 and a test average of 19.7 liters per 100 kilometers, the newcomer is satisfied with 12.5, 25.8 and 16.5 liters of Super Plus for the appropriate distance and driving style.

Effective: Large cooling openings i n the front of the BMW M5

These values ​​are not set in stone, as the consumption values ​​from the previous comparison test (14.3 /21.2 and 18.6 liters /100 km) show. And while we're at the outing: The acceleration values ​​of the BMW M5 (currently 4.3, or 13.0 seconds to 100 or 200 km /h) also vary within a range of a few tenths of a second. The first measured BMW M5 of the latest generation was noticeably more angry with 4.1 and 12.4 seconds respectively - with about the same take-off weight, but somewhat cheaper, i.e. cooler external conditions.

What a big role that The issue of heat balance plays a role in this extremely powerful and no less heavyweight environment, and the BMW M5 can already be read on the face. M GmbH puts it this way: 'The design of the front clearly symbolizes the superior power of the new V8 engine.'

While the engine of the BMW M5, thanks to the large-mouthed cooling air openings, even in the heat of battle by doingIf the temperature range is kept within a suitable temperature range, this cannot be said of the brakes. Fast laps in the border area are not necessary to track down the first signs of fading.

The system of the BMW M5 acknowledges strong delays from high speeds with a strained sigh as standard. Acoustically, the whole thing is reminiscent of a stopping tram. Shortly before the stop at traffic lights, the brake also emits squeaking noises, which cause stressed passers-by to cover their ears. The rattling of the brakes after visiting the racetrack is likely to be attributed to the remains of the pad, which get stuck on the steel disks when the heat is extremely high and cause uneven friction Last but not least, it can be stated that the deceleration performance of the newly configured brakes of the BMW M5 does not meet the demands that must be made on power sedans of this weight and performance class. With a maximum of 10.3 m /s², it neither achieves the best value of its predecessor (10.8 m /s²), nor does it ever get involved so energetically and reliably that the brake issue could be considered done and shelved . Hopefully this will be the case when the ceramic discs already available for the new M6 are soon also available for the BMW M5.

As an “expression of the highest conceptual harmony”, this chapter has not yet gone through with the BMW M5 , even if there was no significant brake failure to complain - neither during fast stretches of the motorway nor during the two short racetrack interludes on the Ring and in Hockenheim.

High weight slows down the BMW M5

' The new BMW M5 presents itself as a high-performance sports car on the racetrack. On the way there, it impresses with the sovereignty and comfort of a premium business sedan Segments. ”The second half-sentence of the press statement can be ticked off as coherent: You can't travel more impressive, confident or entertaining. The first half-sentence should be provided with a question mark, because the crowd quickly proves to be spoilsport.

The undoubtedly highly developed driving dynamic talent of the BMW M5 is expressed in good lap times - see Hockenheim and Nürburgring -, but only for a relatively short time. The extremely hot tires, for example, on the small course hardly allow the exclusive time window - 1.13.4 minutes - to be hit a second time. Even on the Nordschleife, it is difficult to reproduce the target - 8.05 minutes - achieved after a first, highly entertaining lap.

So that we understand each other correctly: This is not due to a lack of technical expertise on the part of the chassis , but is solely due to the heavy weight of the BMW M5owed. The highly agile, reliable driving behavior at the beginning of every driving dynamics test, the sum of direct turning, neutral self-steering behavior and good lateral guidance, changes almost beyond recognition as the tires heat up.

Complex electronic helpers support the F10-M5

Pushing the BMW M5 over the front wheels is a first, harmless sign of weak tires. The loss of cornering on the rear axle, which is strongly dependent on the use of gas, ultimately requires a little more than just taking your foot off the accelerator. If the jagged lunges get too violent for you, you should quickly secure the support of the constructively intervening DSC system.

In addition to the stabilizing effect of braking intervention and power reduction, the DSC of the BMW M5 also influences the ABS , Cornering Brake Control (CBC), Dynamic Brake Control (DBC). And it includes a brake assistant, a dry braking function and a start-up assistant.

The idea quickly solidified: the racetrack is not the primary environment in which to be happy in close collaboration with the BMW M5. A flying visit, yes, but no more. Anyone who accepts this and drives the M5 in the environment for which it was built - keyword business sedan - will hardly find any improvement, both in terms of dynamic driving elegance and entertainment value.

Remarkable comfort

As with its predecessors, the drive of the BMW M5 is dominant in the center of the action. That doesn't mean that it inevitably attracts all concentration. He holds back discreetly when required. In the same way, he manages to create a thunderstorm in every situation with his grandiose voice and his primitive violence that no inmate will forget. And yet: The well-groomed manners up to the automatic soft-close mechanism on the doors overlay the sporty character of the BMW M5 in a way that is at least remarkable.

Regardless of that, the big four-door has everything on board, which is useful for the sporty entertainment value: The standard suspension systems include the dynamic damper control, the M-specific Servotronic steering and the driving stability control DSC with so-called M Dynamic Mode. With this system, the response of the engine and the shift program of the BMW M5 can be varied. In addition to a comfort-oriented vehicle set-up using the electronically controlled dampers, a decidedly sporty, if not to say tough, setup can be configured.

BMW M5 with many configuration options

The hydraulic rack-and-pinion steering of the BMW M5 waits with variablesTranslations on. It differentiates between “Comfort” - for example for parking -, “Sport” - for the “precision typical of the brand” - and “Sport Plus”. The latter mode is primarily characterized by its stiffness.

With the diverse setting options of the BMW M5, very individual vehicle setups can be put together and conveniently bundled under two so-called M Drive buttons on the center console. However: one button would have been enough - as with the predecessor. A second alternative to the setup that has already been set does not appear on closer inspection. In the long run, there are narrow limits to the instinct to play that is triggered.

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