Test drive BMW M5

The legendary M5 opens a completely new page in its history - in the sixth generation, the sports sedan got all-wheel drive for the first time. The revolution? Not quite

The Bavarians brought all generations of the model to the presentation of the new BMW M5. Only the first generation of the sedan with the E12 body index did not have a "charged" version. Since the E28, the emka has become an integral part of the lineup. All the old M5s at the event are from the BMW Classic Works Collection. Despite the fact that these are essentially museum pieces, they are not presented here at all for admiring. The easier it is to trace the evolution of the legend.

Acquaintance with the E28 plunges into an almost primitive automotive era, when the smell of gasoline accompanying the driver and passengers throughout the trip was not something strange. Therefore, any speculation about the dynamics, ride and driving habits of this car may seem inappropriate. The M5 with the E34 index leaves a completely different impression. Behind the wheel of this car, you understand why the 1990s are considered the golden era in the history of BMW. Such a fine-tuned vehicle, both in terms of ergonomics and overall chassis balance, can hardly be found in our high-tech era. But we are talking about a car almost thirty years ago.

But M5 E39 is a completely different Galaxy. Rigid bodywork and dense suspensions, coupled with taut, masculine controls and a powerful naturally aspirated V8 give this sedan a rough, sporty character. The E60, which replaced it with a loud V10 and a ruthless "robot" with one clutch, seems completely insane. After getting to know this car, it’s hard to believe that the fast, precise and intelligent F10, already immersing the driver in the digital age, could be created immediately after such a car. Where will the current M5 occupy in this lineup?

After the excursion, I immediately go to the racing track. It is in these extreme conditions that the character of the new M5 can be best revealed. But there is something to open up here. There is not only a new platform, a modernized engine and an "automatic" instead of a "robot", but for the first time in the history of the M5 - an all-wheel drive system.

There is not much time on the track. Familiarization lap to find out the track and warm up the tires, then three combat laps and then another lap to cool the brakes. It would seem a so-so program, if not for the fact that a small column of M5 was led by the driver of Formula E and the DTM body series Felix Antonio da Costa.

Just keep up with such a leader, but the M5 does not fail. It is filigreely screwed into corners, allowing it to hold onto a professional rider. The xDrive all-wheel drive system is configured here so that it redistributes the moment between the axles constantly, and not only in the event of slippage of one of them. And you can feel it during dynamic cornering.

In sharp turns, where the old "emka" could fold and wag its tail, the new car is literally screwed inward, exactly following the trajectory set by the steering wheel. Again, do not forget that we have at our disposal a top version of the M5 with an active rear differential with electronic locking. And he does his job very well, too.

But do not think that the M5 has lost its former skills. The clutch of the xDrive system here is designed so that the front axle can be forcibly "uncoupled" from it and move exclusively on the rear wheel drive, causing the car to skid. To do this, by pressing the stabilization off button, go to the MDM (M Dynamic Mode) settings menu and select 2WD.

By the way, the proprietary MDM mode itself, when all systems go into the maximum combat state, and the electronic collars relax, is available with both full and rear-wheel drive. It, as before, can be programmed to one of the buttons on the steering wheel for quick launch. The keys for programming the modes on the steering wheel are now not three, but only two. But on the other hand, they cannot be confused with any others. They are scarlet, like the engine start button.

From the track we go to regular roads. A couple of quick starts from two pedals, a few more rapid accelerations on the move on the freeways cause a flurry of emotions. From the acceleration of the M5, which is within 4 seconds, it darkens in the eyes. And it's not just all-wheel drive, but also the upgraded V8 engine. Although it is based on the previous 4,4-liter block, it has been thoroughly redesigned. The intake and exhaust systems have been changed, the boost pressure has been increased, and a more efficient control unit has been installed.

The main result of metamorphosis: maximum power, increased to 600 hp, and a peak torque of 750 Nm, available on the shelf from 1800 to 5600 rpm. In general, the lack of thrust in this engine was not felt on the former M5, and now even more so. Even taking into account the fact that now he is assisted not by a "robot" with two clutches, but by an 8-speed "automatic". However, the losses in the M Steptronic sports box are lower than in its civilian version. And what does it matter with such a high engine output? The main thing is that in the maximum mode of operation in terms of rate of fire, this box is practically not inferior to the previous "robot". And in a comfortable way it significantly surpasses it in terms of softness and smoothness of switching.

Once off the track onto regular roads, it becomes clear that comfort in the new M5 has been taken to a whole new level. When the dampers with adjustable stiffness are not clamped, and the engine does not whine that there is urine, twisting to the red zone, BMW feels like a good boy. The suspensions in the comfort mode quietly and roundly work out even sharp irregularities, the plump steering wheel does not bother with its weight, and only a slight rustle of wide tires penetrates into the cabin.

The car holds up nobly on all types of asphalt and one feels some heaviness and solidity in it. Yes, there is still precision and sharpness in the reactions, but the overall degree of sharpness typical of BMW has dropped significantly. On the other hand, is it really that bad, after a couple of fast laps on the track behind the wheel of a sports car, head home in a comfortable business sedan? This was the case before, so the new M5 is more of a palace coup rather than a revolution.

Body type	Sedan
Dimensions (length / width / height), mm	4965/1903/1473
Wheelbase, mm	2982
Cargo space, l	530
Curb weight, kg	1855
engine's type	Gasoline V8 supercharged
Working volume, cubic meters cm	4395
Max. power, h.p. (at rpm)	600 at 5600 – 6700
Max. cool. moment, Nm (at rpm)	750 at 1800 – 5600
Drive type, transmission	Full, AKP8
Max. speed km / h	250 (305 with M Drivers Package)
Acceleration from 0 to 100 km / h, s	3,4
Fuel consumption (mixed cycle), l / 100 km	10,5
Price from, USD	86 500