BMW describe the new cars as representing “..a new category of vehicle from BMW M GmbH. Based on current BMW models, they have been selectively refined in terms of technology and design using the expertise focused at BMW M. They therefore offer greater agility, precision and emotion in the BMW M style.”

This new category of M car starts with 4 new models – X6 M50d, X5 M50d, M550d xDrive Saloon and M550d xDrive Touring, which will be joined by further models during the course of 2012.

Philosophy

These are the first BMW M Performance cars fitted with a high-performance diesel engine combined with the all-wheel drive xDrive system and despite the bullish claims of their sporting prowess fans of the blue-propeller-badge will be aghast that the once-purist sub-brand could move so far away from its high-revving, normally aspirated, rear-wheel drive roots.

BMW say these new models are clearly not as focused in terms of driving feel as the core BMW M cars- the ‘M Automobiles’, which themselves demonstrate the highest form of performance sports car within their own segments, but that the everyday usability which is typical of all BMW M products is especially tangible in the new BMW M Performance Automobiles.

If that sounds like a cop-out, BMW then go on to explain that what characterises an M car is the coherence between drivetrain, suspension technology and design (no mention of the engines…) and this has been achieved by means of an optimised set-up of the all-wheel drive system and 8-speed automatic transmission, as well as suspension components which have been modified in detail – together with light alloy wheels developed exclusively for these models.

Suspension

All modifications to the suspension and damping, steering, brake system, suspension control systems and all-wheel drive are geared towards the specific performance characteristics of each car. The result: even in dynamic driving situations, the transmission, steering and brakes provide clear-cut, predictable responses to the commands conveyed by the driver via the accelerator, steering and brake pedal.

Self-levelling air suspension is fitted to the rear of both X6/X5 models and the X6 M50d has electronically controlled dampers with BMW Adaptive Drive active anti-roll function as standard too. It is optional on the X5 M50d.

With their bespoke chassis configuration, the X5 M50d and X6 M50d drive through all four wheels via BMW’s intelligent electronic xDrive system. By integrating with the DSC stability control, xDrive allows a typically BMW rear-drive bias, but can intervene in milliseconds to enhance stability through the Performance Control system on the X5 M50d or the Dynamic Performance Control system on the X6 M50d. Both systems achieve this by braking the appropriate rear wheel while simultaneously increasing engine power and redistributing torque to other wheels with more traction.

Engine

The 2,993cc six-cylinder in-line engine is the most powerful diesel ever to come from BMW, and the first to feature three turbochargers as an extension of the company’s TwinPower Turbo technology.

The integration of two small variable-geometry high-pressure turbos and one larger lower-pressure turbo ensures instantaneous response throughout the rev range by ensuring the charge pressure is maintained at exactly the right level for the load being put upon the engine at any moment.

One of the two small turbochargers is activated at engine speeds just above idle, allowing its low moment of inertia to instantly respond to any movement of the accelerator. As the revs increase to 1,500rpm the flow of exhaust gas reaches the large turbocharger, ensuring that peak torque of 740Nm is attained and maintained from 2,000rpm until 3,000rpm.

At 2,700rpm a vacuum-modulated exhaust flap opens allowing exhaust gas to flow past the second small, low moment of inertia turbocharger creating additional charge pressure, allowing maximum power of 381hp to be available from 4,000-4,400rpm. If the large turbocharger is spinning at particularly high speeds a vacuum regulator opens a wastegate valve to relieve pressure and so avoid unwanted exhaust backpressure.

The new engine delivers a peak output of 381 bhp, which translates to just over 127 bhp per litre (well above an M3 for instance). No less impressive is the maximum torque of 740 Nm (546 lb-ft), available from an engine speed of just 2,000 rpm.

Spontaneous response combined with a high output and high revving characteristics (for a diesel engine) make for a driving experience which BMW claim surpasses virtually anything previously possible with a diesel engine.

Another important facet bears out regarding the quality of the engine performance: in the context of its maximum available output and fuel consumption, the new diesel engine is said to offer the best efficiency figures ever seen in a serial production engine of this type. Never has such a low level of fuel consumption been available with such high performance.

Their performance – 0-62mph in 5.4 and 5.3 seconds respectively – is matched by supreme efficiency as a result of the EfficientDynamics measures fitted as standard. Fuel economy and CO2 emissions for the X5 M50d are 37.7mpg and 199g/km, while for the X6 M50d they are 36.7mpg and 204g/km.

Styling

As you can see from the pictures, the new M Performance Models differ only subtly from the standard models on which they’re based and likewise avoid looking too similar to the pure M Cars that the brand is known for.

Each new model uses distinctive design components for the exterior and interior, including those lightweight smoked-finish alloy wheels, BMW M badges on the door sills, steering, boot lid, engine cover, gearshift lever and instrument cluster whilst a range of unique sporting alcantara/nappa leather trim options are provided with Brushed Aluminium Shadow interior trim.

Pricing has yet to be confirmed for the M550d models, but BMW has confirmed that the BMW X5 M50d goes on sale 16 June 2012 with an on-the-road price of £60,325, while the BMW X6 M50d will be available from £62,260 OTR.

Gallery

Q: Mr Poggel, what were the greatest challenges in developing the V8 engine for the new BMW M5?

JP: The V8 engine is a high performance sports engine. Our goal in developing this new model was to make it even better that the V10 engine of the predecessor, which had already gained legendary status.

Q: Where do you see the advantages?

JP: One key advantage of this turbo engine is the high torque available from speeds as low as the bottom range. Whereas I have to use the right gear with the matching speed for the V10, the new engine with M TwinPower Turbo technology delivers unbridled thrust over a wide speed range. The new motor provides nearly 700 Nm of torque at a speed as low as 1500 rpm.

In the V10, this was about 300 Nm. The characteristics of the high speed turbo unit with its extremely spontaneous response make the V8 in the new BMW M5 the ultimate sports engine.

Jürgen Poggel, Head of Engine Development, BMW M GmbH

Q: What does that mean?

JP: In many turbo engines, power output soon drops with rising speed. The output from this engine, on the other hand, remains constant from 1000 rpm. So rev limits make sense. And we have implemented a large number of technical measures that raise the response to the level of an aspirated engine.

Q: What does the customer get from all this?

JP: He gets outstanding performance and drivability on both the race track and public roads.

VIDEO: Sensitive response allows balancing with the acceletator pedal.

On the race track I have to shift gears less. The sensitive response allows me to balance the vehicle with the accelerator pedal over a wide speed range. This means faster lap times.

In everyday situations, the most convincing feature is above all the superior performance potential. The engine builds up a huge thrust, mostly over more than one gear. And we have raised the efficiency of the engine, so that it now needs considerably less fuel – both on paper and in reality. This benefits above all the range – in addition to your purse and the environment, a clear advantage over the predecessor.

The V8 engine of the new BMW M5. Seen at the front are the two charge air coolers, and further out the two intake silencers.

Q: How did you achieve this combination of properties, which is almost like trying to square the circle?

JP: The magic word here is dethrottling. Dethrottling means improving the response, the power output, and the efficiency. We modified practically everything in the air intake and exhaust system.

Generously dimensioned pipes in the intake section.

Q: Let’s start with the intake.

JP: The charge air exiting the compressor measures as much as 130 °C and must be cooled. In this engine, the charge air is not cooled with air, but indirectly with water. So I don’t need to transfer the air through long pipes, and the throttle losses are very much lower. We use coolers and pipe cross sections of exceptionally generous sizes. Intake silencers and charge air coolers are installed very close to the engine. All of these measures contribute to dethrottling on the intake side.

Q: The V8 engine of the new BMW M5 is now also fitted with “VALVETRONIC”. Can you tell us what that means?

JP: With the VALVETRONIC, the intake valve lift can be varied continuously from two or three tenths of a millimetre to the max limit. The advantage of this is best seen when compared with the conventional aspirated engine. In this latter case, the power is regulated via the so called throttle valve.

The engine always tries to take in the full quantity of air, but I’m just not letting it. The valve is open fully only at full throttle. When I close the throttle gap, the engine generates a partial vacuum throughout the intake system. When the intake valve is closed and the piston starts moving up, this partial vacuum can no longer be used for the engine.

With VALVETRONIC, the quantity of air is regulated at the valve. When the cylinder has enough air for the respective load point, I close the valve. A partial vacuum is therefore generated here as well when the piston moves down. As an analogy, imagine closing the hole in the end of a bicycle pump while you’re pulling on the other end: let go, and the end returns inside the pump. In other words, the energy I expend building up the partial vacuum I can get back afterwards. The throttle losses are therefore reduced.

VALVETRONIC also allows the charging pressure to build up considerably faster. We can therefore use a load control that lets me keep the turbine at speed and open the valve clearance as much as I need when shifting gears or accelerating. When I step on the accelerator, I feel the thrust pressing into me faster, and there is far better response.

Engine with removed catalytic converters and intake silencers.

Q: And on the exhaust side? We’re constantly hearing about “cross bank exhaust manifold” and “twin scroll twin turbo technology” without actually understanding the advantages.

(Laughs.) The cross bank exhaust manifold is an optimised collector of exhaust gases for the turbocharger from each of the cylinders. The V8 engine runs with a stutter anyway, giving rise to the typical V8 bubbling. A twelve cylinder always ignites the cylinders in the bank in crosswise fashion, one left, one right, nice and regular.

For reasons of comfort, the V8 is fitted with a crankshaft that ignites twice in succession on the one bank and then jumps to the other. You can hear this highly irregular ignition sequence as the typical V8 bubbling in the exhaust tract, a sound you cannot hear from the engine of the new BMW M5.

Principle of the cross bank exhaust manifold.

The cross bank exhaust manifold is made up of pipes that are joined to both banks in a rigid structure. The exhaust gases are therefore transferred optimally to the turbochargers. Every cylinder can therefore “expirate” under the optimal conditions. When I open the exhaust valve, a very hot, high energy jet of exhaust gases is released under a high pressure that hits an exhaust gas duct and then the charger turbine with virtually undiminished force.

I therefore utilise the energy not only in the exhaust gas flow, but also in its momentum. As an analogy, imagine blowing on a pinwheel with a single breath: you’ll see that not only the volume, but also the momentum of the air has an effect.

Cross bank exhaust manifold with M TwinPower Twin Scroll turbochargers.

This works only because the Twin Scroll turbines separate the exhaust gas flows in the two turbo chargers.

To illustrate this advantage, let’s try the following thought experiment. Let us imagine a very simple setup. Eight cylinders blow through a “hole” on an exhaust gas turbine. The pressure pulse therefore not only hits the turbine, but also spreads into other exhaust gas pipes. I therefore lose energy. This method is called constant-pressure turbocharging: I pump everything together into a large vessel from which the collected exhaust gas passes over the turbine.

In our two turbos, however, the Twin Scroll ducts act as a partition in the turbine, so that every exhaust pulse hits the turbine blades directly without getting lost on the way. This is how we can utilise the speed of the gas as well. Not only the volume of the exhaust gas jet, also its dynamics takes effect – and its momentum is converted effectively.

Generously dimensioned pipes exhaust section.

This transfer of exhaust gases offers yet another advantage: when more than one cylinder blows together in a pipe, there is a lot of residual gas there. Consequently, when the exhaust valve is opened, the cylinder cannot fully discharge its exhaust gas. In our motor, the gas flowing out of the cylinder also takes this residual gas with it.

So we have exploited everything we could on the exhaust gas side as well for better charge changing and therefore the optimal response: large pipe cross sections, cross bank exhaust manifold, and twin scroll twin turbo technology.

Electric water pump for the low temperature cooling circuit.

Q: Dethrottling the engine offers advantages not only in the form of outstanding response, but also for consumption?

JP: Yes, the engine of the new BMW M5 fulfils nearly all map ranges without fuel enrichment, and therefore higher fuel consumption. All in all, the measures I have described, together with other steps, lead to a huge reduction in consumption during approval procedures and as experienced by customers.

This serves to extend above all the range – a benefit that our customers have wished emphatically in the past. Today, our engineers can travel from Garching to the Nürburgring on a single tank of fuel. Earlier, this was just a pipe dream.

Q: By selecting the Sport or Sport plus accelerator mode, we can really feel the additional boost to the response. How does that work?

JP: In Sport or Sport plus mode, a suitable VALVETRONIC controller and the waste gates keep the turbocharger in the higher speed range. Normally, the waste gate used to regulate the charging pressure opens so that the exhaust gas flows out with the minimum possible loss. Pressure is built up again only when I hit the accelerator. For an improved response, I leave the waste gate closed until I need it for regulating. The exhaust gas then always passes over the turbine, which then runs at a considerably higher speed.

Exhaust side turbocharger with waste gate.

When even more power is demanded, it is immediately available. However, I have a gradually rising counterpressure that causes a slight rise in consumption. This function can therefore be switched on and off. By the way, in the BMW 1 Series M Coupé the same function is activated at the M Button.

Q: We sometimes hear that turbo engines are preferred because they are easier to build. Is that true?

JP: No, at least not our engines, not by a long chalk. High speed aspirated engines are subjected to high mechanical forces, and I need charge changing that works not only at the highest speeds, but also with adequate efficiency in normal driving mode.

Furthermore, the turbo engine must fulfil high thermal requirements. The V8 engine of the BMW M5 can run with exhaust temperatures up to 1050 °C. The higher the possible temperatures, the better: I don’t need to enrich the mixture – and raise fuel consumption – for cooling the engine, and high temperatures are good for the response.

These temperatures, though, must be mastered and controlled. The engine block of about 200 kg measures at least 110–115 °C, and the temperatures of the exhaust manifolds and turbochargers can be as high as 1000 °C.

The catalytic converter when removed.

These must be contained and controlled both in the moving car and after the engine has been switched off. On top, the engine can provide a great deal of power at low speeds too (as I said before: about twice as much as the old V10), so considerably more heat can accumulate there as well.

For most cars, this is scarcely of any significance because the full power output is brought to bear only very rarely, if ever. Yet the BMW M5 is a sports car, and this power is demanded, especially on the race track.

Q: How do you safeguard the optimal cooling?

JP: With the most diverse measures. The engine was lowered by two centimetres for enhanced air intake – a measure that of course also lowered the centre of gravity for even greater dynamic effect. In addition, the oil circuit is designed for racing and can therefore take lateral accelerations that can be as high as 1.3 g. Like the brake fluid, the oil should be taken from wherever it is at the time.

Water cooling for the twin turbochargers.

The new BMW M5 has several cooling circuits: the classical cooling water and oil circuits for the engine are joined by a low temperature water cooling circuit that e.g. cools indirectly the charge air cooler. By the way, even the high performance engine controllers are water cooled. And in addition there are other separate cooling circuits for manual gearboxes, etc.

Q: As early as the BMW 1 Series M Coupé, the question was raised as to the max oil temperatures the engine can actually take.

JP: The answer is as simple as it may sound surprising: There’s nothing to worry about! Our so called heat manager can detect all critical situations during normal operations. Should any medium, oil, water, or an engine component become too hot under specific environmental or load profiles, countermeasures are taken automatically.

These can even involve throttling the power output for the protection of the engine. And when we assume the extreme: there is no cooling for full throttle driving in first gear under a noon desert sun, which is rather silly anyway.

An oil cooler at the bottom of the engine compartment.

But to get back to the original question: the usual oils can withstand 150 °C well, but it starts getting critical after 160 °C, although 200 °C is occasionally reached on the cylinder liners. These temperatures, though, are only brief and so are not detrimental to the oil.

When, on the other hand, the oil is subjected to high temperatures for long and frequent periods, the displayed service intervals automatically take this into account. The high performance M engines are therefore designed for drivers who don’t want to drive with one eye constantly on the oil temperature gauge.

By the way, the engine no longer needs the familiar 10W-60 oil with its high viscosity. Instead, we can use the latest low viscosity oils for considerably less friction.

Q: So what are you particularly proud of in the new BMW M5?

JP: The new BMW M5 delivers a performance that goes right off the scale. You’ll experience an unbelievable range of supreme sporty characteristics. The new BMW M5 is fun on both the race track and the road home. It’s a real pleasure to me every time to drive the new M5.

Words and pictures: BMW.

But perhaps the news is not entirely good – the new M5 is the first of the mainstream M models to receive a turbocharged engine and initial impressions paint the picture of an engine which lacks the razor sharp throttle response we so enjoyed from the old 5.0-litre V10.

Performance will inevitably be extreme but a question mark lies over the new turbocharged engine’s character, which was always a risk that we feared with its twin-turbo 4.4-litre V8 powerplant.

In fact that was the main disappointment we felt with the 1 Series M Coupe when we drove it earlier this year – performance aplenty, but a distinct lack of soul where M car engines have always been so distinctive over their competition.

It can be achieved, ironically this was the most endearing quality of Audi’s RS6 – bahn-storming performance and one of the most characterful turbocharged engines this side of a 911.

The new M5 is also noticeably heavier (115 kg) than its predecessor, so whilst it’s clearly a stunningly effective beast, perhaps BMW would have been better off delivering the increased performance and efficiency through less weight, rather than more horses – “performance through lightweight”? – how times have changed.

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]]> http://skiddmark.com/2011/09/iotd-the-new-bmw-m5-too-much-horsepower/feed/ 1 http://skiddmark.com/2011/08/kia-goes-baiting-bmws-m5/ http://skiddmark.com/2011/08/kia-goes-baiting-bmws-m5/#comments Fri, 19 Aug 2011 10:12:35 +0000 Steve Davies http://www.skiddmark.com/?p=23984 needed to respond to.."]]> In response to BMW’s M5, Kia will be unveiling a new sports saloon concept at the next month’s Frankfurt motor show. “Wait, In response..?” I hear you say, “I didn’t know there was a question that the Korean manufacturer needed to respond to..”

Quite right, but you’d be mistaken if you thought Kia’s ambitions were limited to making Picantos. Whilst this concept is unlikely to ever reach production it does show Kia’s aspiration to join the premium sector and mix it with the Germans.

“No matter from which perspective you look at it – this concept car is roaring with energy and ready for take-off,” says Peter Schreyer, Kia Motors Chief Design Officer, proudly.

“I believe the car is a strong statement from Kia: we are ready to fast forward to an all new chapter.”

Kia describe their new concept as a ‘statement of intent’ that signals the company’s distinctive new design direction. The rear-wheel drive four-door sports sedan marries sleek and muscular proportions with a sophisticated and elegant four-seater cockpit, in which performance and dynamics sit centre stage.

So quit your sniggering about Kia’s lofty ambitions and remember how far the Korean car maker has come in such a short period of time – it might not be that far away before a sports saloon group test features a BMW, Audi, Mercedes, Volvo and…a Kia.

Look out for more news leading up to the Frankfurt show on September 13th.

Gallery

The 1 Series M Coupe recently joined the rest of the M car fleet at BMW’s $12 million Performance Centre, where SkiddMark correspondent Tony Braybon visited during his time with the BMW Rahal Letterman Racing Team at the Sebring 12Hrs last year.

There’s a lull in the spy business at the moment around BMW’s Spartanburg plant, but Palbay is on the lookout for the facelifted 2013 X6, X3 M and also the “Super X6 M” which should be showing up soon.

It’s never a dull day in Spartanburg, except when it rains, and even then there’s reason for Joy if you’ve got a 1 Series M Coupe and some wide-open tarmac.

Gallery

Earlier this year BMW invited Closed Room members along to Garching, where the BMW Concept M5 was unveiled, but this time you’ll get behind the wheel of the final production car.

If this sounds like something you’d quite like to do (please check your pulse if the answer is No), then make sure you are registered for possible attendance in the Closed Room.

We’ll have further information to share towards the end of this month.

Rather than paraphrasing the article, we’ve chosen to copy its contents below. You can find out more about UK prices and delivery details by reading our previous article BMW’s M5 – The Official Details.

We would also encourage you to visit m-power.com and sign-up to BMW’s ‘Closed Room’ – BMW are offering a very special prize for a select few… a test drive of the new M5 in just a few weeks time.

And if that doesn’t satisfy your appetite, then take a look over on bmw.com where you will find the M5 Configurator.

Maximum torque increased by 30 per cent up on predecessor model, engine output 10 per cent and fuel consumption cut by more than 30 per cent. The most powerful BMW M car ever.

Let’s have a look into the details of the fifth generation of the world’s most successful high-performance saloon in the premium segment of the executive class. The new BMW M5 is an exceptionally dynamic high-performance sports car with four doors and five seats. It combines compelling track potential with the comprehensive practicality of a luxurious business saloon including supreme long-distance comfort.

High-revving V8 engine with M TwinPower Turbo technology sets new standards in output and efficiency

For the first time, a BMW M5 has a turbocharged engine to thank for its outstanding dynamics. The 4.4-litre engine develops top output of 412 kW/560 hp at 6,000 – 7,000 rpm, while its maximum torque of 680 Newton metres (502 lb-ft) is on tap between 1,500 and 5,750 rpm. The rev limiter intervenes at 7,200 rpm. The rev band, which offers extremely dynamic acceleration between the arrival of peak torque and the availability of maximum output, is therefore almost three times as wide as that of the predecessor unit.

The engine’s intoxicating thrust gives the new BMW M5 impressive acceleration. The sprint from rest to the 100 km/h (62 mph) mark is all over in 4.4 seconds, and from that point progress continues with barely any let-up. Indeed, the M5 needs just 13.0 seconds to race from 0 – 200 km/h (124 mph). Maximum speed is electronically restricted to 250 km/h (155 mph); if the optional Driver’s Package is specified, this limit is raised to 305 km/h (190 mph).

Nobody likes pit stops. An increased fuel tank of 80 litres and improved efficiency with an average fuel consumption in EU test cycle of 9.9 litres/100km (28.5 mpg imp) significantly raise the cruising range. The improved balance between the performance-focused M experience and the car’s fuel consumption stems from the exceptionally impressive efficiency of the new V8 engine and from far-reaching Efficient Dynamics technology including the Auto Start-Stop function and Brake Energy Regeneration.

Does the new V8 engine show the excellent throttle response BMW M cars are famous for? Yes. There is a set of reasons for this:

The two turbochargers of the eight-cylinder engine are accommodated, along with the catalytic converters, in the V-shaped space between the cylinder banks, which are positioned at a 90-degree angle to one another. This arrangement produces an extremely compact construction and allows model-specific positioning of the intake and exhaust ducts. Their reduced pipe length and larger cross section minimise the pressure losses on the exhaust side of the engine.

BMW’s patented and globally unique cross-bank exhaust manifold ensures additional optimisation of the gas flow on the way to the two twin-scroll turbochargers. It is made up of four separate exhaust ducts, which are connected with the exhaust ports of two combustion chambers – one on the left-hand cylinder bank and one on the right. Identical pipe lengths and a combustion chamber arrangement mirroring the firing sequence ensure the gas flows through the exhaust ducts at an even rhythm. In each case, two of the four exhaust gas ducts supply one of the two turbos, having been channelled together shortly before they reach the turbine. The result is a consistent level of pressure acting on the two turbochargers, without any kind of counter-flow. This ensures the turbines respond extremely rapidly and charge pressure remains constant.

BMW’s patented and globally unique cross-bank exhaust manifold ensures additional optimisation of the gas flow on the way to the two twin-scroll turbochargers. It is made up of four separate exhaust ducts, which are connected with the exhaust ports of two combustion chambers – one on the left-hand cylinder bank and one on the right. Identical pipe lengths and a combustion chamber arrangement mirroring the firing sequence ensure the gas flows through the exhaust ducts at an even rhythm. In each case, two of the four exhaust gas ducts supply one of the two turbos, having been channelled together shortly before they reach the turbine. The result is a consistent level of pressure acting on the two turbochargers, without any kind of counter-flow. This ensures the turbines respond extremely rapidly and charge pressure remains constant.

The turbochargers developed specially for the engine powering the new BMW M5 stand out with their particularly high level of compressor and turbine efficiency, and deliver maximum charge pressure of 1.5 bar. Their innovative construction principle uses the potential of turbocharging to deliver an efficient output boost of unprecedented potency. The latest version of M TwinPower Turbo technology provides a level of responsiveness, intensity and smoothness in its power delivery unmatched in the segment.

High Precision Injection petrol direct injection ensures an extremely precise supply of fuel to the combustion chambers. Injectors positioned centrally between the valves within immediate range of the spark plugs spray the fuel into the combustion chambers with maximum pressure of 200 bar, providing smooth and clean combustion.

Innovative solenoid valve injectors in the new BMW M5 engine use multiple injections to achieve an extremely precise mixture preparation. Plus, the cooling effect of the direct injections enables an extraordinarily high compression ratio for a turbocharged engine, which further increases the efficiency of the V8 engine.

The M TwinPower technology of the new eight-cylinder engine also includes VALVETRONIC fully variable valve control. This system controls the amount of lift of the intake valves. Throttle losses in the gas cycle are therefore minimised, which has a positive impact on both the efficiency of the powerplant and its torque development. The integration of VALVETRONIC therefore sharpens both the responses and efficiency of the V8 engine in the new BMW M5.

Double-Vanos fully variable camshaft control plays its part both in optimising the engine’s efficiency and generating high torque at low engine revs

The latest version of M TwinPower Turbo technology provides a level of responsiveness, intensity and smoothness in its power delivery unmatched in the segment.

High performance applies to power transfer as well: the seven-speed M Double Clutch Transmission with Drivelogic

The new BMW M5 is kitted out with a seven-speed double-clutch transmission to ensure that the transfer of engine output to the rear wheels serves up the time-honoured M experience. The M DCT Drivelogic system developed specially for the M5 has been tuned precisely to the performance characteristics of the V8 engine

The system’s control concept follows similar lines to the sequential M transmission in the predecessor car. Both in automated mode (D) and manual (S) it delivers exceptionally fast and clean gear changes. M DCT Drivelogic offers three shift programs in both automated and manual mode. The driver selects his desired mode using the rocker switch positioned immediately behind the shift lever on the centre console. More sporty or laid-back driving styles may be promoted.

BMW M cars are equipped with a specially developed differential for the rear axle to allow the driver to enjoy the benefits of rear-wheel drive to the full – in the form of the sharpest possible driving dynamics. A variable locking function splits engine power between the right and left rear wheel to generate maximum traction. Another innovation in this area that is fitted in the new BMW M5 ensures even more precise distribution of drive according to the situation at hand; the Active M Differential optimises stability with the help of an electronically controlled multi-plate limited-slip differential, which intervenes at an early stage to prevent wheel spin.

The locking force within the differential can be set between 0 and 100 per cent. The Anti-lock Braking System retains full functionality in all situations.

In addition to its own data and that provided by DSC, the Active M Differential’s control unit also takes into account the position of the accelerator pedal, the rotational speed of the wheels and the car’s yaw rate. Every driving situation is therefore precisely analysed and an impending loss of traction on one side of the car identified at an early stage. The degree of lock is adjusted as required within a fraction of a second, enabling wheel spin to be prevented on slippery surfaces, in instances where the right and left rear wheel have widely differing friction coefficients, in tight bends and when changing direction extremely dynamically.

Optimising traction in this way also provides unbeatable driving stability in challenging conditions and allows impressively dynamic acceleration out of corners. Plus, the Active M Differential also counteracts – to great effect – a loss of traction during double lane changes at high speed and a tendency to understeer under sudden load alterations during dynamic cornering.

M-specific chassis shows racing know-how and unparalleled development expertise

Specially developed axle kinematics and newly developed components boasting impressive strength and minimised weight meet both the requirements of everyday road driving and the specialised demands of track use. Chassis mountings using large panels at the front and rear axle ensures dynamic forces are passed evenly through to the body.

The new BMW M5 is equipped as standard with electronically controlled dampers. Dynamic Damper Control uses electrohydraulic damping force adjustment to provide a set-up suited to the driving situation or the wishes of the driver. The damper settings can be adjusted at the touch of a button. In “Comfort” mode the dampers respond adaptively to the condition of the road surface and the driver’s style. “Sport” mode activates a noticeably stiffer damper set-up, while “Sport Plus” allows further stiffening of the suspension to achieve maximum longitudinal and lateral acceleration in ultra-dynamic driving situations.

M Dynamic Mode (MDM) can be activated to override the basic setting by pressing the DSC button on the centre console. This mode generates the familiar M self-steering response by raising the intervention thresholds of DSC. “DSC Off” mode can also be activated at the touch of a button.

High-performance compound brakes

The high-performance braking system of the new BMW M5 guarantees outstanding stopping power. The further development of the remarkable compound construction has resulted in further optimised braking performance – resisting fade even under heavy loads – and an enviable degree of feel. The six-piston fixed-calliper brakes are radially bolted to the pivot bearing.

The M-specific light-alloy wheels for the new BMW M5 come in 19-inch format as standard and are fitted with 265/40 R19 tyres at the front and 295/40 R19 items at the rear. 20-inch forged M light-alloy wheels can be ordered as an option.

Safe and lightweight

Hallmark M handling and occupant protection both benefit from the extraordinary strength of the BMW M5 body structure. Incredibly durable load-bearing structures and large, precisely defined deformation zones keep the forces released in a collision away from the extremely stiff passenger compartment.

An intelligent mix of materials containing a high proportion of high-tensile and ultra-high-tensile steels, as well as aluminium, help to minimise the car’s weight. Like the bonnet and front side sections, the doors of the new BMW M5 are also made from aluminium. With a power-to-weight ratio of 3.3 kg (approx. 7lb)/hp, the high-performance Saloon represents a substantial step forwards from its predecessor in this area as well.

The safety equipment fitted as standard in the new BMW M5 includes front and side airbags, side curtain head airbags for both rows of seats, three-point inertia reel seat belts on all seats, front belt force limiters and belt tensioners, and ISOFIX child seat attachments in the rear.

Two M Drive buttons now included to activate the individually configured set-up options

On the left-hand steering wheel spoke the driver will now find two M Drive buttons, which he can use to call up a pre-configured set-up for the car. For example, the driver can save a sporty configuration using the “M1” button and a comfort-biased set-up via the “M2” button.

The M Drive system in the new BMW M5 allows the driver to adjust no fewer than six parameters: the engine management, the responses of the Servotronic steering system, the M DCT Drivelogic shift program, the DSC mode, the responses of Dynamic Damper Control and the information in the Head-Up Display.

Hallmark M design elements make a genuine contribution to meeting technical requirements

The long wheelbase, set-back passenger compartment and High-gloss Black side window borders clearly accentuate the stretched silhouette of the new BMW M5. Muscular flared wheel arches spotlight the wide track, which helps gives the car its unshakable roadholding and impressive lateral acceleration.

Dynamically formed intakes ensure precise airflow and optimum cooling. A diffuser integrated into the lower edge of the rear apron provides efficient airflow through the back end of the underfloor section.

Interior and controls: sports car cockpit with premium ambience

The interior of the new BMW M5 brings together an inimitable combination of the driver-oriented cockpit design of a sports car, the spaciousness of a prestige saloon and the luxurious feel of a premium model. Bespoke M sports seats, fine-grain Merino leather upholstery with extended features, door sills with “M5” lettering, an M driver’s footrest, exclusive Aluminium Trace interior trim strips and the BMW Individual roof liner in Anthracite are all standard equipment, as is the iDrive control system with an up to 10.2-inch Control Display. This screen is centrally positioned and, like the controls in the central section of the instrument panel, tilted slightly towards the driver.

As well as the Head-Up Display, numerous other driver assistance systems and mobility services available from BMW ConnectedDrive are also unique in the segment occupied by the new BMW M5. The selection of optionally available systems includes Park Distance Control, a rear view camera, High-Beam Assistant, Speed Limit Info, the Lane Change Warning System, the Lane Departure Warning System, Surround View and BMW Night Vision with pedestrian recognition. Plus, innovative technologies optimise the integration of the Apple iPhone and other smartphones.

Experience the new BMW M5 by yourself

The new BMW M5 is poised to build on the tradition of its predecessors and once again redefine the performance experience available in a four-door car. Displaying the conceptual harmony, state-of-the-art technology and astonishingly dynamic handling for which BMW M cars have become renowned, the fifth-generation BMW M5 stirs the passion of keen drivers for top performance and blends it, in inimitable style, with the universal qualities of a top-class premium saloon. The most powerful engine ever fitted in a series-produced model from BMW M GmbH, the innovative Active M Differential – which optimises power transfer to the rear wheels – and model-specific chassis technology developed on the back of extensive racing expertise all secure the BMW M5 a dominant position in the high-performance saloon market.

The new BMW M5 is a high-performance sports car whose exceptional dynamic potential is geared squarely to the demands of track use yet which also sets a new benchmark in everyday driving with its supreme touring comfort and innovative equipment features. It also sets the pace in its class in terms of efficiency. The car’s history of success in a segment founded more than 25 years ago by the original BMW M5 is set to continue in thrillingly contemporary style. Lucky are those who can put themselves behind the wheel of the new BMW M5.

Some of you who registered for the BMW M5 online closed room at M-Power.com will have the chance to drive the new BMW M5 already in some weeks from now. Stay tuned.

The fifth-generation M5 has further redeeming qualities when compared with it’s key rivals – CO2 emissions of just 232g/km seems almost prius-like when compared with the 295g/km of the E63 or the 292g/km of Jaguar’s 503 bhp XFR. Did we mention that whilst emitting 20% less CO2 emissions than its peers, the M5 also comes with 552 bhp? (7-10% more power)

So what other tricks does the New M5 have up its sleeve?

How about the first ever M car to use an Active M differential. This is a further advancement of the specially developed differential that allows M drivers to enjoy the benefits of high-powered rear-wheel-drive cars with maximum safety. Called Active M, it’s an electronically controlled multi-plate limited slip diff that intervenes rapidly and precisely at an early stage to control wheelspin and keep the car stable.

Its control unit is connected via FlexRay high-speed data transfer to the Dynamic Stability (DSC) control system to calculate the locking force needed – anywhere between 0% and 100%. It also takes into account the position of the accelerator, the rotational speed of the wheels and the car’s yaw rate.

As well as this clever new differential, the M5 has a bespoke M-specific suspension with specially developed axle kinematics honed not only on the race track but also through extensive testing at the Nurburgring. As a result, the chassis components are both light and strong. The new M5 comes as standard with electronically controlled dampers that allow drivers to select from three settings – Comfort for normal road use, Sport when a more dynamic driving style is preferred and Sport Plus for the most extreme driving, such as on a race track

The driver can also choose between three settings for the M-tuned Servotronic power assisted steering. Comfort requires only a small amount of steering effort when manoeuvring or parking, but still allows the instant changes of direction expected of an M car at higher speeds. Sport delivers more intensive feedback while Sport Plus requires greater force on the wheel so that the driver gets precisely the response that is intended from every steering input.

For the first time (after many years of customer requests) the new M5 has six-piston caliper brakes featuring a further development of BMW’s remarkable compound construction so that they resist fade even under repeated heavy loads and deliver an exceptional degree of feel. They are mounted within 19-inch M light alloy wheels with 265/40 R19 tyres at the front and 295/35 R19 tyres at the rear. Forged 20-inch alloys can be specified as an option.

But let’s get back to that remarkable engine..

The heart of any BMW M car is its engine, and never more so than with the new M5. For the first time an M5 features a turbocharged power unit ­– a high-revving 4.4-litre (4395cc) V8, here making its world premiere, despite seeming at first glance quite similar to the unit already introduced in the X5 M and X6 M.

Developing 552 bhp from 5750-7000rpm, it is the most potent production engine ever to emerge from BMW’s high-performance M division. Incorporating the company’s M TwinPower Turbo technology, twin-scroll turbochargers, high-precision direct fuel injection, VALVETRONIC variable valve control and a cross-bank exhaust manifold, it guarantees the legendary BMW M-car thrust with seamless lag-free delivery from little more than tickover speed thanks to 680Nm (502 lb-ft) of torque from only 1500rpm.

Compared with the previous V10-engined M5, maximum power is up by around 10 per cent and peak torque by more than 30 per cent. As a result, the latest M5 can accelerate from 0-62mph in just 4.4 seconds, and 0-124mph in only 13 seconds. Top speed is between 155 mph and 189 mph, when fitted with the M Driver pack.

Some enthusiasts will be saddened to hear that the M5 comes with BMW’s seven-speed M Double Clutch Transmission as standard, although cars fitted with a manual stick shift have been spotted during development testing. BMW’s Drivelogic and Efficient Dynamics technology, including engine Auto Start-Stop and Brake Energy Regeneration, contribute towards the M5’s fuel consumption which has been reduced by more than 30 per cent to 28.5mpg, while CO2 emissions tumble to 232g/km.

Anyone familiar with the E60 M5′s consumate thirst will be delighted in this turnaround in form. Even when fuel prices were cheaper it remained a frustrating experience when forced to refuel the previous M5 (or M6) after less than 200 miles…

Design

With the introduction of the F10 M5, BMW’s stealthy supercar has gained a litte more attitude than its predecessor. The wide-spread M black slats in the grille and the three air intakes in the low front apron provide that instantly recognisable M car look. Standard bi-xenon front light clusters contain visually unique LED light rings and indicator lights which consist of 10 LED units.

Flared wheel arches embracing 19 or 20-inch wheels and a lowered M suspension ensure the car’s sporting characteristics are unmistakable, whilst the open design of the wheels give a clear view of the M5′s new six-piston fixed caliper braking system.

The front side sections have a fresh interpretation of the hallmark M gills within a chrome frame adorned with the BMW M logo, while the mirror casings – in body colour with high-gloss black lower edges and bases ­ – are aerodynamically shaped, emphasised by their horizontal crease line.

The rear view contains the familiar quad exhausts, incorporated either side of the diffuser, whilst a subtle Gurney flap on the rear edge of the boot lid provides additional downforce at high speed. L-shaped rear light units contain LED strips, indicators and brake lamps and are clearly identifiable at night as belonging to a BMW.

The new M5 Saloon will go on sale the UK in November 2011, priced at £73,040 on-the-road.

At a Glance

F10 M5 vs E60 M5

Perhaps the most interesting comparison between old and new M5 shows itself in the behaviour of their torque curves. The E60 M5 produced its peak power of 507 bhp at 7,750 rpm compared to the new F10 M5, which delivers its maximum power of 552 bhp at between 6000 – 7000 rpm, however despite the perception of BMW having moved from a high-revving engine to one a lot less frenetic, the steepness of their power curves look quite similar.

Where the two engines diverge in character is in the way torque is delivered. Bearing in mind that power is a calculated value from torque and RPM, it’s the torque of an engine (it’s pulling power) that you really feel. From the diagram we can see that the new F10 M5 delivers more torque at 1,000 rpm than the E60 M5 delivered at its peak..

Just dwell on that fact for a moment and consider what it will feel like on the road.

The one fly-in-the-ointment is the new car’s weight – at 1870 kg (DIN) the F10 M5 weighs in 115 kg heavier than the 1755 kg E60 M5. However given that the new car is 5 cm longer, 4.5 cm wider and just over 1 cm lower, we doubt the additional weight will be noticeable on the road.

Gallery

So here we are yet again. This time courtesy of German magazine AutoZeitung.

The core details are as follows; 552 bhp @6000 rpm and 501 lb-ft (680 Nm) from 1,500 rpm from the M5′s new twin-turbocharged V8 engine. Performance is equally as stunning with 0-62 mph achieved in 4.4 seconds, 124 mph reached from zero in around 13 seconds and a top speed of 189 mph when the F10 M5 is fitted with the M-Drivers Package.

Price in Germany is around 100,000 Euros, which would equate to just over £80,000 here in the UK.

BMW is set to officially unveil the new F10 M5 at the Nürburgring ‘M Festival’ on 23rd June 2011, but in the meantime enjoy the gallery.

Gallery

How did I arrive at such a preposterous conclusion? After all isn’t this just a 135i with a re-mapped twin-turbo six engine and a fancy body kit?

Well, on a scale of 1 to 10, where 10 is “I’ve just been given a free lunch” and 1 signifies “I’ve been screwed”, the 1 Series M Coupé is a 12. And a half. Seriously.

Setting off from the short-stay car park at Inverness Airport, after collecting the keys to our pumpkin-hued baby M-car, the first thing that struck me was how well the 1M fitted. Like a well-designed pair of jeans, I felt immediately at home, the steering felt crisp and attentive, the exhaust burbled away purposefully – I knew right away that the 1M and me would get along just fine.

Then 50 yards beyond the car park exit and we meet our first roundabout – time to find out if this is really an M-car. If you’ve had the pleasure of owning (or driving) an M-car then you’ll be familiar with this moment – the empty roundabout. Whilst extensive testing and development on the Nürburgring might represent the serious side of the M brand, for most of us outside of a track day, the humble British roundabout represents the best opportunity to feel the genius that’s gone into creating the variable M differential – a device so simple (in theory) but essential in pitching the tail of an M-car sideways under throttle… and keeping it there.

The 1M passed the test with honours. Not since the iconic M3 CSL has an M-car been produced that rewards such a side-window navigation style of driving. The M differential deliver the perfect tag-team performance alongside the 1M’s quick and responsive steering, meaning that anyone (not just the slide-heroes) can enjoy the 1M’s perfect 50:50 balance.

Rather than continue eulogising about the 1M’s talents, not least because there are so many that by the time you read this article all remaining 1M’s will have been sold, I thought it would be more useful to just focus on the reasons why you’d wish you’d got your cheque book out and secured one for yourself.

So here goes. Just hum along to the tune of Queen’s ‘Bohemian Rhapsody’ and by the time I’ve finished you should be ready to pick up the phone or search the classifieds for your own little piece of M-heaven.

The Sweet Spot

Gallery