SEVILLE – In a word, it is “epic”. I knew the F10-generation M5 would be good before I even got to Spain (the international launch venue for BMW’s latest super saloon) because I had read reviews of the car penned by overseas-based motoring scribes. BMW “M” cars are also among the finest in the business, usually class-leading in each segment they contest, but shortly after becoming acquainted with the newcomer, I came to realise: the all-new M5 is a real beast of motor.
If you are reading this then you probably already know the headline figures. It packs a twin-turbocharged V8 that thumps out 412 kW between 6 000 and 7 000 r/min. That is coupled with a peak torque value of 680 N.m delivered on a 4 250 r/min plateau between 1 500 and 5 750.
BMW claim a zero–100 km/h sprint in just 4,4 seconds. That is impressive for a 1,9 ton saloon, but at that speed the M5 is just getting into its stride. It blitzes from zero–200 km/h in 13 seconds flat. Best of all, BMW quote an average fuel consumption of 9,9 litres per 100 kilometres in the combined cycle. But what those figures don’t tell you is the sheer drama of the M5’s performance, and boy, does it go.
The roads that run to and from the relatively small town of Sevilla are some of the best that I have driven in Europe. Not only are they perfectly maintained – more like, built properly the first time – but they make their way through the barren countryside via the least direct route. There are blind crests, double-back hairpins, 90-degree corners that drop off from the apex, apart from flat out sweepers, there is just about any corner and several memorable combinations that you are likely to desire as a driving enthusiast.
And it is here that we have our first exploration of the newest executive express from BMW’s M-division. As if oblivious to its bulk and mass the M5, blasted down these roads like a proper supercar. Don’t get me wrong, it isn’t quite a small lightweight track special, but its performance potential and dynamic ability seems to be well disguised by that discreet-yet-elegant Hugo Boss exterior.
There is an abundance of front end grip and with the steering set to its heaviest setting (of three) you can confidently dive into to a bend while hard on the brakes while safe in the knowledge that there won’t be any understeer. If you are brave and have some of the electronic aids disabled, you can negotiate the tightest corners with the rear end in a purposeful slide. Power-on oversteer is readily available whenever you require it, as the surfeit of torque overpowers the rear rubber almost as soon as you climb onto the loud pedal.
A four hour trip from our hotel on these roads disappeared with nary any lack of excitement as my co-driver and I relished the challenge of exploiting the powerhouse of an engine with the reactive and responsive suspension set-up.
The only transmission option (for now…) is a seven-speed dual-clutch unit. BMW’s M-DCT takes nothing away from the driving experience and thanks to the paddle-mounted shift paddles you can direct all concentrative power to the matter of steering, brake and throttle modulation. While doing so you also get the aural delight of a V8 soundtrack, with a hint of turbo whistle, and a grin-inducing eructation when shifting up a cog at high engine speeds.
By the time most of read this I will be making my way to the world famous Ascari Race Resort to further exploit the M5’s talents, but for that you will have to buy the November issue of CAR.
* Incidentally, many of you may have noticed that BMW SA is already promoting the local arrival of the new M5 on its official website. We have it on good authority that the newcomer will have a list price of R1,145 million when it arrives on our shores. Scheduled to be the Rosslyn-based manufacturer’s showpiece at the upcoming Johannesburg International Motor Show, the first deliveries of the new M5 is set for early 2012.
