FOUR-hundred-and-twenty-three kilowatts – that’s a staggering output for a family sedan. To put it into perspective, the first BMW M5 (E28 generation), which was sold in the local market in the 1980s, produced only 210 kW. That’s less than half the power produced by this Bavarian beast that threatened to tear up our test strip while melting pricey 295-section Michelin Pilot Super Sport tyres.
In response to the ultimate versions of the Mercedes E63 AMG and Jaguar XFR, both denoted by “S” suffixes, BMW developed the Competition Package (CP) for the M5 and M6 derivatives. It comprises a 11 kW power upgrade, extensive chassis tuning including uprated springs, dampers and anti-roll bars (resulting in a ride height lowered by 10 mm), a sound-enhancing exhaust system, 20-inch light alloy wheels and a recalibrated M Dynamic mode (with bespoke MDM, ESC and limited-slip-differential settings and hydraulic power-steering mapping). The result is a more sophisticated vehicle that promises deeper levels of performance than previously offered in this segment.
In typical Q-car fashion, there is little to distinguish the CP car over the standard M5 apart from the black quad exhaust pipes, light alloy wheels (which weren’t fitted to our test car) and slightly lower ride height. The Five remains an elegant executive sedan with understated styling features.
And whereas the solidly finished and comfortable interior regrettably bears no features that are unique to the CP, the ultimate test of the fettled M5 is the super sedan’s ability to meet expectations in terms of a performance driving experience.
The standard car, of course, was no slouch when we tested it for the April 2012 issue and we headed to the test strip more than a little sceptical that such a minor power gain would make a difference to the CP’s performance figures. The elaborate launch-control procedure, which proved difficult to activate and execute at will, further dampened our expectations of a faster acceleration run.
But then the car suddenly decided to hook up. A slight chirrup from the rear wheels accompanied by compressed chests and flickering scenery announced that the M5 CP had hit its straps. The test equipment displayed a supercar-aping figure of 4,10 seconds to complete the zero-to-100 km/h run, taking 0,23 seconds off the standard M5’s time.
The average braking time achieved by the test unit, fitted with the optional carbon-ceramic discs (which cost an additional R110 000) was an excellent 2,93 seconds. Although these brakes promise repetitive, fade-free performance, which would be a boon for track sessions, for example, the initial bite is not as sharp when compared with the performance of steel discs – especially, we found, when they’re cold.
The suspension upgrades have moved the entire adjustable range into the firmer category. In comfort mode, the ride is by no means uncomfortable and still offers a good level of compliance, but the driver is made more aware of slight road imperfections. The upside is that, when pushing on in one of the sportier modes, there is very little body roll and the M5 CP felt supremely planted on smooth tarmac. Just be wary to not select too firm a setting for prevailing road conditions, as the Bavarian super sedan will skip and hop when traversing undulations under full-bore acceleration.
With astounding reserves of power and torque on tap, the CP-endowed BMW needs a skilled driver at the helm to delve into its dynamic abilities, especially when disabling the stability control. There is no getting away from the fact that the M5 CP weighs close to two tonnes and the car is infinitely more suited to flowing bends than tight corners. The CP-calibrated MDM setting allows a significant amount of slip angle before intervening, which took us by pleasant surprise. This offers the driver the opportunity to steer the vehicle from the rear while they balance the attitude of the vehicle with precise steering inputs. Again, a racetrack is the optimal proving ground: the M5 can bite back.
The seven-speed, dual-clutch transmission is state of the art and its characteristics can be altered between seamless shifts to race car-like whiplashes depending on the chosen setting. In manual mode, it shifted with alacrity and made a driver’s fingertips feel melded with the shift paddles. The CP exhaust enhances the low-speed burble and percussive pops accompanying gearshifts when accelerating in anger. Although it does not quite match the bare-chested V8 sound delivered by its AMG rival, the M5 CP’s timbre still has an appeal all of its own.
Test Summary
The standard M5 is an impressive example of performance-car engineering, but its execution is a bit clinical and lacking in emotional appeal. The CAR team is divided whether the CP (available only from new) is worth the extra R110 000 it demands, but agrees that it will definitely appeal to drivers who want the ultimate M5. Not only does it tug harder at the heartstrings than the standard car, but owners may garner copious amounts of respect at the 19th hole when asked what they drive. Start practising the line: it’s a BMW M5 (pause) … with the Competition Package.
Watch out track test video of this BMW M5 with the Competition Package.
Check out our wallpaper collection of this BMW M5 here (click).
