Back in 2006 when BMW revealed the last M5 super sedan, fast cars were still all about, well, going fast. BMW crowed about its screaming V10 and no one really cared if it guzzled super unleaded at a furious pace.
Now people care about fuel consumption and emissions, or at least they pretend to. Carmakers have to care, so the 2012 BMW M5 has to do more than just lay two black lines on the road whenever you stand on the right pedal. It has to be efficient while doing so and it can't emit even the faintest hint of black soot in the process.
Which is how we've arrived here, driving a brand-new twin-turbo V8-powered BMW M5. It's down on displacement, more efficient and cleaner-burning, yet somehow it's still a ridiculously fast sport sedan that gives up nothing to its V10 predecessor.
Deal With It
Whether you love forced induction or not, it's here to stay. Not just in economy cars, but supercars and hot rod sedans, too, and that philosophy shift has radically changed the character of the 2012 BMW M5.
The 4,395cc V8 slotted into the new M5's nose is related to the one in the X5 M and X6 M. It's not a direct swap, though — new heads have been fitted, revised twin-scroll turbochargers are nestled in the engine's vee, the intercoolers have been reworked and new pistons raise the compression ratio from 9.3:1 to 10.0:1. Boost pressure climbs to a maximum of 22 psi, partly as a result of a reshaped exhaust that poses less exhaust restriction.
BMW has also fitted its Valvetronic variable valve control. M cars have traditionally used multiple throttle bodies to deliver maximum power, but Valvetronic does away with the conventional throttle butterfly and uses variable intake valve lift to do the job instead. BMW claims the addition of Valvetronic actually improves throttle response, but its real goal is to deliver some more palatable fuel figures. And it appears as though it works, as the new M5's V8 is 30 percent more efficient than the old V10, according to BMW.
Nothing Wrong With a Pair of Turbos
Yeah sure, that's all very nice, but there's only one reason for buying a car like the 2012 BMW M5 and that's for driving absurdly fast. And 30 percent efficiency improvement or not, the M5 delivers.
As ever, the M5's greatest asset is that it hides all this lunacy and performance under the inauspicious clothes of a midsize sedan.
Compared to the previous M5, power rises from an even 500 horses to 560 horsepower at 6,000 rpm. The maximum torque rating rises to 501 pound-feet, a big jump from the V10's 384 lb-ft. What's more, in the boosted V8, all 501 lb-ft are on tap from 1,500 to 5,750 rpm compared to the V10's late 6,100 torque peak. BMW claims the extra power drops the M5's 0-62-mph time from 4.7 seconds to just 4.4 seconds.
But even that doesn't describe how much faster the new car feels on the road. That huge spread of torque means the effective rev range is much broader than the old car's. The V10's midrange pull was never as weak as detractors made out, but a big overtaking maneuver always meant dropping a couple of gears. Not any longer.
So, a win-win situation then? Almost. All that power means fewer trips to the redline because, well, you don't really need to bother. It's less work, but there's less reward. More importantly, the V8 doesn't sound anywhere near as special as the old V10.
SMG Gives Way to M DCT
We suspect few will mourn the loss of the old M5's clunky SMG transmission. In its place is BMW's new M DCT seven-speed dual-clutch gearbox. You still shift it with those same tactile rubber-backed steering wheel paddles — or by tipping the console stick back and forth if you prefer. But the M DCT is light-years ahead of the old SMG manual, which felt slow and clunky back in 2004, and was feeling positively prehistoric by the time production ended last year.
The new dual-clutch setup is smooth, quick, and makes the engine feel much more responsive than it does in the X5 M and X6 M, both of which make do with a traditional torque-converter-equipped automatic gearbox. But if you enjoyed the slightly scary sensation of the old M5 banging through the gears flat out, you might be surprised to find this one changes without much drama.
The biggest gains are probably in Auto mode, as the DCT does a much better job of slipping unobtrusively between ratios when you're not in the mood to thrash the daylights out of the V8. And instead of the old SMG's bewildering 11 different shift modes, the new one has just six: three for Auto mode and three for Manual.
Feels Like an M5
But just because this M car is easier to drive slowly doesn't mean it's not huge fun to drive fast. It might have had to bow down to the engine downsizing trend, but the M department hasn't rolled over completely.
The steering is still hydraulically assisted rather than electrically driven, as on the other 5 Series cars. And you won't find a set of run-flat tires under the arches, just proper high-performance rubber. There's even a set of six-pot fixed calipers behind the front wheels, replacing the old M5's sliding caliper brakes.
Compared to the old V10 M5 and the current standard 5 Series, this one has a grittier feel to its steering. It gives you a far clearer sense of what's going on down at the front wheels and feels much more precise just off center as you first tip the M5 into a bend. You need that precision, too, because at just 2.6 turns lock-to-lock, the new rack is quick (if not as swift as a normal 5 with active steering) and points the nose into corners with much more enthusiasm. And that's despite a 253-pound increase in curb weight to 4,123 pounds.
The M Factor
As before, there are numerous buttons clustered around the shifter, allowing you to tailor the driving experience to your own taste. But now the fat three-spoke wheel has not one, but a pair of M buttons to summon up either of your two favorite mixes of settings.
Sound like overkill? Not with three settings for throttle response, three ESP modes, six gearbox modes and three damper settings to choose from. The ride is surprisingly good whichever damper mode you choose. As expected, the middle-of-the-road Sport setting provides the best blend of ride and body control for fast road use. That leaves Comfort for broken roads and Sport Plus for tarmac that's smoother than a granite kitchen worktop.
Traction is impressive, too, in part thanks to a brand-new fully active M differential, which uses sensors around the car to decide how to apportion the torque across the rear axle for maximum bite. Or maximum slide. Come on, this is a BMW M5 after all. Switching the DSC to its intermediate setting allows a little slip, enough to let you feel the car moving around, but for the really flamboyant stuff you have to turn the whole lot off. And sure enough, you can.
A More Subtle M5
As ever, the 2012 BMW M5's greatest asset is that it hides all this lunacy and performance under the inauspicious clothes of a midsize sedan. Aesthetic changes over the standard F10 5 Series sedan include an M3-style front bumper with three gaping air intakes, chrome-rimmed gills set into the front fenders, a small trunk lid spoiler and, of course, those four trademark exhaust pipes.
The standard double-spoke wheels measure 19 inches in diameter, and a set of 20s is optional. Seems a bit much given that the standard rubber measures 265/40 in front and 295/35 in back. Either set of wheels looks sharp, though, so you can't really go wrong either way.
If some of the M5's wilder character traits have disappeared in the metamorphosis from E60 to F10, then so have the rough edges. The brakes feel stronger, the performance is more usable and, if the engine is slightly less exciting, the improved chassis and much longer touring range makes up for it. It's all about efficiency these days, remember?
It's a shame the V10 had to go. We're unlikely to see an engine like that again. But the new 2012 BMW M5 is more than just a great engine, it's a better overall sport sedan.
Edmunds attended a manufacturer-sponsored event, to which selected members of the press were invited, to facilitate this report.
Add A Comment »
bestjinjo says:
03:50 PM, 09/28/2011
megatrontype_r,
It's pretty obvious when it comes to cars, all you do is compare #s on paper, specs, and price/performance. If these factors are important to you, and you don't care about the way a car "feels to drive" "feels in handling" etc. then that's fair. For instance, I have driven a Mazda Miata and it's more fun to drive to me than an Mustang GT. Not everything is about HP and acceleration #s, well maybe for you it is. But don't pretend that other drivers don't care about these things.
Oh ya, how does the clinical soulless GTR do on paper? Pretty well, we know that. But in the real world, it's not among the elite supercars:
http://www.youtube.com/watch?v=4jOQFMlpdVI
bestjinjo says:
03:39 PM, 09/28/2011
"How do you know this? Have you run a phone survey? Do you work for JD Power? Complete textbook, classic, normative statement."
I said 1 reason, not the only reason. I have spoken with many BMW M5 and E63 buyers. Most of them agree that CTS-V is a great car for the $, but they wanted exclusivity and a more luxurious vehicle and were able to afford extra $30-40k.
"Math must not be your strong suit. I count three years between 2008-2011. Also, yet again, normative statement."
CTS is now on model year 2012. 2008-2012 is 5 years.
"Have you been to "Moscow, Shanghai, Tokyo, Hong Kong, Sao Paolo, London, Paris, Rome, etc.,"
Been to Moscow, Sao Paolo, London, Paris and Rome. Have to visit Asia at some point :)
I think you are the one who needs to travel.
Do some reading before commenting on global trends:
http://www.caradvice.com.au/110493/bmw-the-most-desirable-brand-in-china-poll/
and
http://www.chinadaily.com.cn/bizchina/2011-07/11/content_12875205.htm
You don't get it. You keep talking about CTS-V matching BMWs and Audi and Benz in performance. It's about the feel of the car, how it makes you feel when you drive it. Do you aspire to own last generation CTS-V? Around the world, people buy M5s, RS6s, E63s, CLS63s. Americans buy CTS-V because it's cheaper or they get corporate discount if they work at GM. The Europeans would never buy a Cadillac CTS-V over the Autobahn troika. If CTS-V was as prestigious as BMW, why is Cadillac not pricing it at $80-95k? If it was as good, they could sell them at $90k. The market doesn't think the brand is on par yet. Otherwise, Cadillac wouldn't be competing on price.
al2travel says:
11:48 AM, 09/27/2011
Do the white belts and shoes come as standard equip with the Caddy's or do you have to just use the ones from your wardrobe?
megatrontype_r says:
11:14 AM, 09/27/2011
Also, I love how people like bestjinjo, when his car is outclassed by the competition in speed, lap times, standard features, depreciation, price/performance ratio, etc. (in other words, tangible and measurable facts and figures), they resort to intangible, opinion-driven, non-specific, normative stuff like "soul, class, exclusivity," and the opinions of how others define these terms as their last bastion of defense.
Only bourgeois, Marie Antoinette/Paris Hilton types would care about that crap. Give me something in the same class that is maybe not as expensive, where financial status/social caste/hierarchy snobs like bestjinjo would turn their nose up at but would destroy whatever they have where it truly counts, on the clock and in the lap time notebook.
megatrontype_r says:
11:08 AM, 09/27/2011
Is bestjinjo on the German tourism board's payroll? He is such a shameless DTM suck-up, I wonder how he sleeps at night.
"1 reason a BMW M5 or E63/CLS63 buyer will never buy a CTS-V is precisely because they want a more exclusive car (read: they can easily afford a more expensive vehicle)."
How do you know this? Have you run a phone survey? Do you work for JD Power? Complete textbook, classic, normative statement.
"1) It's far too ubiquitous compared to the high-end Germans. So if you want exclusivity, CTS-V has little of that to offer."
Normative, DTM suck-up statement.
2) The current CTS model debuted in 2008. So it's now a 5-year-old car. Personally, it's pretty boring by now. The M5 is brand new.
Math must not be your strong suit. I count three years between 2008-2011. Also, yet again, normative statement.
"3) Prestige is a factor when buying such expensive cars - although people on our board will dismiss it as irrelevant. But tell anyone around the world (i.e., in places with a lot of rich folks such as Moscow, Shanghai, Tokyo, Hong Kong, Sao Paolo, London, Paris, Rome, etc.) if they would take a CTS-V over an M5/E63/CLS63/RS6 and they will laugh at you!!"
Have you been to "Moscow, Shanghai, Tokyo, Hong Kong, Sao Paolo, London, Paris, Rome, etc.," and asked people if they would laugh at CTS-V owners? If so, CTS-V owners might take the faster laps times and better price/performance ratio over the LOLs any day.
"Bring on the next generation CTS-V and the comparison can be made."
Please put the crack pipe down. The CTS-V has been out for well over a year, more than enough time for the rocket science geniuses in Munich to benchmark it. Instead, they brought out a lighter, more efficient, slightly more powerful (that is about as fast as an E90 M3 by the way), and slightly more expensive car that is outclassed in every way by competition that is either cheaper (CTS-V) or older (E63 AMG). Also, what makes you think that a newer CTS-V would be a better comparison? The new CTS-V will be even better than the previous one and the M5 would look even worse.
bestjinjo says:
08:50 PM, 09/26/2011
1 reason a BMW M5 or E63/CLS63 buyer will never buy a CTS-V is precisely because they want a more exclusive car (read: they can easily afford a more expensive vehicle).
Sure, there are some M5/E63/CLS63/RS6 buyers that might choose the CTS-V (esp. in this economy), but others LIKE the fact that these cars are more expensive. Last month I was in Michigan for 2 weeks. Guess how many CTS-Vs I saw? At least 20! M5s? 3. CLS63s? 0.
At the end of the day, if you want a "sleeper" performance vehicle that seats 5, and is exclusive, has the performance you are looking for, the M5 is a great car. Are there better performance cars for the $? Sure: Corvette Z06, a base 911, Nissan GTR (I realize these are not competitors). The M5 might appeal to someone with a family, who still wants the performance of a sports car without the flashiness.
Either way, I doubt 90% of M5/E63/CLS63/CTS-V drivers are driving their car like this daily:
http://www.youtube.com/watch?v=pmIaJE1TVCA&feature=feedu
For starters, this car fixes the gearbox of the previous model and the exhaust note is decent. Secondly, the current 5 series is selling extremely well; so BMW is delivering what its customers want. Thirdly, this car actually weighs less than the 550i and gives you more torque and hp. Interior is not on par with Audi, but it is also much improved over the previous version, and so are the looks imo.
The comparisons to the CTS-V are understandable but short-sighted for 2 reasons:
1) It's far too ubiquitous compared to the high-end Germans. So if you want exclusivity, CTS-V has little of that to offer.
2) The current CTS model debuted in 2008. So it's now a 5-year-old car. Personally, it's pretty boring by now. The M5 is brand new.
3) Prestige is a factor when buying such expensive cars - although people on our board will dismiss it as irrelevant. But tell anyone around the world (i.e., in places with a lot of rich folks such as Moscow, Shanghai, Tokyo, Hong Kong, Sao Paolo, London, Paris, Rome, etc.) if they would take a CTS-V over an M5/E63/CLS63/RS6 and they will laugh at you!!
Bring on the next generation CTS-V and the comparison can be made. Currently, the M5 is new and exciting and the CTS-V is well an awesome price/performance car competing for customers who are anything but price/performance. They will buy the M5 despite its horrendous depreciation levels because they can.
bizzle1 says:
12:26 PM, 09/25/2011
Caddy CTS-V for me please
jrobusc says:
12:41 PM, 09/24/2011
"Over expensive and overrated Stuttgart junk"
Stuttgart junk, huh? Good thing BMW is in Munich so we're not stuck with the Stuttgart junk.
If you're going to make fun of BMW by using where they come from against them, you might actually want to know where they come from.
modestlyfrugal says:
09:44 AM, 09/24/2011
Over expensive and overrated Stuttgart junk. I'd rather have a CTS-V anyday.
kevm14 says:
01:20 PM, 09/23/2011
al2travel,
These are my G peaks from driving the Tail of the Dragon in NC/TN a month ago. Car is stock with 109k, Michelin Pilot Super Sport tires and the optional FG2 shocks.
http://kevinallenmoore.com/photo/d/96875-2/DSCF2261-r.jpg
Mine is a first gen (05), which they say is inferior to the current one. This was the result of me trying to keep up with a Lotus Elise.
Does it look like there is a cornering problem here?
But by all means, continue to make assumptions.