2005 BMW M5 Review

Specifications

The Perfect Car Reborn

Im a giant motorsport fan. I suppose Im one of a small minority of F1 and Champ Car enthusiasts in North America, choosing not to tune into the Indy Racing League (IRL) and NASCAR as Im not big on going in circles.

I find its a little more fun to have someone to root for while watching, so for the past few years Ive chosen BMW Williams driver Juan Pablo Montoya in the F1 circuit, as he was a great interview in his Champ Car days and looks to still be an amiable sort, not to mention hes one of the most exciting racers around. Ive also owned a bunch of BMWs, never wanted a Renault and only had the opportunity to lust after Ferraris, so the reason to cheer is complete.

Unfortunately the BMW Williams team has been a little off-pace this year, with moments of brilliance and the odd podium being the only reason to cheer against the dominance of the boys in scarlet. Still, JPM is usually out there mixing it up with his controversially designed FW26, twin-tusked 2004 car and adding excitement to the “parade.”

The recently introduced BMW 5-Series is equally controversial in the styling department, with some dedicated roundel fans cursing the automaker for producing “anything so ugly” and others appreciative of the bold new design trend that has saved BMW from boredom. I happen to fall in the latter camp, having never been taken by the overly conservative lines of the previous generation.

While the Bangle/Hooydonk design continues to stir up conversation, the car itself is the best 5-Series ever from a driving dynamics standpoint. And being that the 5 was the benchmark in its market segment, it can be argued that its the best handling luxury sedan available period. Not only does the chassis incorporate that special magic which BMW has sprinkled on all of its cars and SUVs over the years, technological advancements such as Active Steering and Dynamic Drive literally alter the oncoming landscape.

But as good as the new 530i and 545i are there will always be one model that will outpace, out-maneuver and outshine them. BMWs M5 is the epitome of sport sedans, having held title to worlds best since the first generation came on the scene in the mid-80s.

I remember when I drove my first M5, a black on black 1988 E28 model which produced an awe-inspiring (for the time) 256 horsepower from its inline-6. I later tested a 1992 E34 M5 that made 315 horsepower and a 93 that put out somewhere between 330 and 340 - it had been chipped. Both were sensational, and I knew I had to have one. When the new 396 horsepower V8-powered E39 M5 debuted, I joined a group of journalists at a 330Xi event, effectively cornering the brands PR rep. We wouldnt let him leave until he promised to get us one to test. He agreed, came through and I had one of the most memorable weeks of my career. Thanks again Tobias.

BMWs current corporate communications manager had better get an even bigger stick to bat off aggressive journalists who gang up on him to get their hands on the upcoming M5. The German automaker teased automotive journalists and well-heeled enthusiasts alike earlier this year in Geneva with the introduction of its M5 Concept, and as predicted the production car hasnt deviated from the prototype, at least in styling. Even the wheels look identical, which makes a person wonder why BMW didnt just introduce the “concept” as a production car.

It must have been due to what lies under the skin, and by all accounts the potent mechanicals have made the wait worth every nail-biting moment. Nothing less than a 507 horsepower 5.0-liter V10 producing 384 lb-ft of torque resides under the hood, spinning to a stratospheric 8,250 rpm at redline.

Zero to 60 mph sprints take less than five seconds while 125 mph arrives after a mere 15 seconds at full throttle. The M5 gets an electronically limited top speed of 155 mph. If maximum speed was not electronically limited the M5 could reach 205 mph, or so BMW reports.

Putting power to the rear wheels is a new 7-speed SMG sequential manual gearbox with steering column mounted paddle actuation. As in the M3, gears can be selected via a console-mounted shift lever too, but in comparison to the outgoing SMG transmission the new version shifts 20 percent quicker. The SMG gearbox continues to use Drivelogic, but like the transmission itself the electronic add-on is completely upgraded from five specified shift intervals (from slow to fast) to eleven, allowing much more adaptation to a drivers personal preferences.

As previously mentioned the 5-Series, when equipped with BMWs optional active steering, which along with dynamic drive (active roll stabilization - ARS) offers amazing maneuverability at all speeds, is arguably the most agile sedan currently available. Essentially active steering adapts the steering ratio to vehicle speed, but its electric motor assisted, planetary gear motivated rack-and-pinion system is much more sophisticated than conventional speed sensitive steering systems, common to luxury cars of all stripes. When parking, steering response to input is much quicker, at about 1.7 turns lock to lock. At high speed that ratio loosens up dramatically so that just touching the steering wheel doesnt send the car veering off into oncoming traffic.

Dynamic drive effectually flattens out curves, adjusting to road surface imperfections before the actual bumps and dips occur. The 5-Series ride is not only smoother than competitors sport sedans, but its handling is also much improved.

The M5 takes advantage of such electro-mechanical driving aids, but each, like the reworked suspension, has been modified for the specialized sedans higher performance. New brakes have been added as well, featuring twin-piston aluminum sliding calipers resulting in 100 km/h (62 mph) to standstill in only 118 feet.

The M5 also incorporates DSC III with “two selectable driving dynamics programs, Electronic Damper Control with comfort, normal and sport modes, and a variable, torque-sensing differential lock,” according to BMWs press information.

The super sedan also features a metal-accented leather interior in three color choices, all unique from the regular 5-Series. The cars gauge package is exclusive too, while an “M-specific” fighter pilot style head-up display (HUD) system is also available. Other interior touches unique to the M5 separate it from 530 and 545 models.

On the outside, the most noticeable changes are just behind each front wheel cutout. The new M5 sports fender gills similar to its smaller M3 sibling, plus redesigned front and rear fascias, the latter sporting the models characteristic quad tailpipes.

Unlike rival super sedans from Audi and Mercedes-Benz, the M5 has been optimized for high horsepower over gut-wrenching torque. This may not make it quite as quick off the line, but BMW reports it becomes much more exciting at high speed when the engine revs begin to climb to otherworldly levels.

BMW is counting on purist sport sedan fans opting for the M5s naturally aspirated high-tech power over comparatively crude SOHC V8 engine architectures featuring a simplistic supercharger, in the case of Mercedes-Benz E55 and CLS55 AMG, and turbochargers in the rumored CLS65 AMG. The Bavarian brands rivals also only offer 5-speed automatic gearboxes with manual-mode actuation, nowhere near as sophisticated as BMWs updated 7-speed SMG transmission.

Since the M5 came into existence in 1985, it has set the benchmark for sport sedan performance. The new E60-based model carries on a tradition of more than 33,000 M5s, all having been built in BMWs Dingolfing, Germany facility.

The new M5 will arrive in European dealerships in January, 2005, with a price tag of 86,200 euros, the direct equivalent of $105,950 USD. Being that most European models sell for less in America than in their own countries, expect the price of the new car to be only slightly higher than the 2003 M5 (the last model sold here) when it arrives later in 2005.

With the introduction of the new M5, once again BMW sets the bar for performance sedans. This time around, however, the competition is as fierce as on the track of an F1 event. No doubt, sports sedan enthusiasts have an exciting decade ahead.

With regards to F1, Juan Pablo will unfortunately be leaving the team in 2005, so things wont be quite as intense around the BMW Williams camp. Ill have to see where my loyalties lie, although I would become an even more dedicated BMW Williams fan if rumors about 1997 World Champion Jacques Villeneuve driving for the Grove outfit became a reality. He would add a depth of experience that talented nice-guy Mark Webber couldnt have accumulated during his two seasons in the sport, and he is no doubt sufficiently humbled (if thats a good thing) after a year of watching from the sidelines. While I have hopes, I wouldnt put hard cash on this occurring.

I would put hard cash on a new M5, however, if I happened to have sufficient liquid assets or the need for such a sizeable write-off. For those fortunate enough to be so well endowed, youre in for a rare treat.