The drive system: 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 high-revving V8 unit with M TwinPower Turbo technology mobilizes the highest output ever generated by a BMW M car, and at the same time provides the most efficient balance yet between performance and fuel consumption. The 4.4-liter engine develops top output of 412 kW/560 hp at 6,000 – 7,000 rpm, while its maximum torque of 680 Newton meters (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 M TwinPower Turbo package of technology developed for the engine powering the new BMW M5 combines design features derived directly from motor racing with innovations spawned by the rigorous implementation of the Efficient Dynamics strategy. It comprises a turbocharging system based on the Twin Scroll Twin Turbo principle, including cross-bank exhaust manifolds, High Precision Direct Petrol Injection and VALVETRONIC variable valve control. Added to which, the engine has an extremely powerful cooling system and wet sump lubrication optimized for high lateral loads. This is a combination without parallel worldwide and produces the suitably exclusive performance characteristics you would expect from a BMW M car. The experience is defined by instantaneous responses and extremely impressive pushing power developed from extremely low revs and maintained into the higher reaches of the engine speed range.
The two turbochargers of the eight-cylinder engine are accommodated, along with the catalytic converters, in the V-shaped space between the cylinder banks. This arrangement allows model-specific positioning of the intake and exhaust ducts with their reduced pipe length and larger cross sections. The cross-bank exhaust manifold ensures additional optimization of the gas flow. 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 channeled together shortly before they reach the turbine. The result is a consistent level of pressure acting on the turbochargers, without any kind of counter-flow, ensuring that the turbines respond extremely rapidly.
The responsiveness, intensity and smoothness of power delivery results in 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).
Credit for the advances made on the efficiency front can also be put down to the M TwinPower Turbo technology package. The turbocharging raises the output of the M5 despite its lower displacement, and the dethrottling further enhances the engine’s efficiency. The High Precision Injection petrol direct injection system uses injectors positioned centrally between the valves to ensure an extremely precise supply of fuel to the combustion chambers. In addition, VALVETRONIC fully variable valve control and Double-Vanos fully variable camshaft control improve both torque development and fuel efficiency. The volume-controlled oil pump and a range of other Efficient Dynamics measures – including Brake Energy Regeneration and the Auto Start-Stop function – deliver an extra boost to efficiency. As a result, the new BMW M5 records average fuel consumption in the EU test cycle of 9.9 liters per 100 kilometers (28.5 mpg imp) and CO2 emissions of 232 grams per kilometer.
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 delivers exceptionally fast and clean gear changes both in automated mode (D) and manual (S). The model-specific M gear selector allows the driver to choose between D and S mode, and to engage reverse. It also offers a sequential shift pattern for the manual gearshift mode. Alternatively, the driver can also change gears manually using the standard-fitted shift paddles on the steering wheel.
M DCT Drivelogic offers three shift programs in S and D mode. When the stability control system is switched off, the Launch Control function allows the driver to achieve the maximum acceleration force possible from a standstill – as permitted by the condition of the road – by pressing the accelerator down with maximum force. Meanwhile, in stop-start traffic, comfort is further enhanced by the new Low Speed Assistance function.
Innovation for unbeatable traction in dynamic driving situations: the Active M Differential.
BMW M cars are equipped with a specially developed rear axle differential with a variable locking function to allow the driver to enjoy the benefits of rear-wheel drive to the full – in the form of the sharpest possible driving dynamics. In the new BMW M5, this innovation ensures an even more precise distribution of drive between the right and left rear wheel according to the driving situation. The Active M Differential optimizes stability with the help of an electronically controlled multi-plate limited-slip differential.
The rear axle’s multi-plate limited-slip differential works with extremely high precision and speed. Its control unit is connected with the DSC (Dynamic Stability Control) system and 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 analyzed 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 and can range from zero to 100 per cent. Wheel spin is thus also 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. Optimizing traction in this way also provides unbeatable driving stability in challenging conditions and allows impressively dynamic acceleration out of corners.