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.
The
2014 M5 gets some minor cosmetic updates, including a new grille, and is
offered with a new 'Competition Package'
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.
The
M5's interior is spacious and comfortable
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 $10,200) 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.
Sports
seats are standard in the M5 Competition Pack
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 dose 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.
Passengers
still get a comfy ride
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 VB sound delivered by its AMG rival, the M5 CP's
timbre still has an appeal all of its own.
With
the Competition Package fitted, the standard M5's 4.4-litre VB gains 11 kW to
bring the total to a staggering 423 kW
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 team is divided whether the CP (available only from new)
is worth the extra $10,200 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.
