Back in 2006 when BMW revealed the last M5 super sedan, fast cars were still all about, well, going fast. BMW crowed about its screaming V10 and no one really cared if it guzzled super unleaded at a furious pace.
Now people care about fuel consumption and emissions, or at least they pretend to. Carmakers have to care, so the 2012 BMW M5 has to do more than just lay two black lines on the road whenever you stand on the right pedal. It has to be efficient while doing so and it can't emit even the faintest hint of black soot in the process.
Which is how we've arrived here, driving a brand-new twin-turbo V8-powered BMW M5. It's down on displacement, more efficient and cleaner-burning, yet somehow it's still a ridiculously fast sport sedan that gives up nothing to its V10 predecessor.
Deal With It
Whether you love forced induction or not, it's here to stay. Not just in economy cars, but supercars and hot rod sedans, too, and that philosophy shift has radically changed the character of the 2012 BMW M5.
The 4,395cc V8 slotted into the new M5's nose is related to the one in the X5 M and X6 M. It's not a direct swap, though — new heads have been fitted, revised twin-scroll turbochargers are nestled in the engine's vee, the intercoolers have been reworked and new pistons raise the compression ratio from 9.3:1 to 10.0:1. Boost pressure climbs to a maximum of 22 psi, partly as a result of a reshaped exhaust that poses less exhaust restriction.
BMW has also fitted its Valvetronic variable valve control. M cars have traditionally used multiple throttle bodies to deliver maximum power, but Valvetronic does away with the conventional throttle butterfly and uses variable intake valve lift to do the job instead. BMW claims the addition of Valvetronic actually improves throttle response, but its real goal is to deliver some more palatable fuel figures. And it appears as though it works, as the new M5's V8 is 30 percent more efficient than the old V10, according to BMW.
Nothing Wrong With a Pair of Turbos
Yeah sure, that's all very nice, but there's only one reason for buying a car like the 2012 BMW M5 and that's for driving absurdly fast. And 30 percent efficiency improvement or not, the M5 delivers.
Compared to the previous M5, power rises from an even 500 horses to 560 horsepower at 6,000 rpm. The maximum torque rating rises to 501 pound-feet, a big jump from the V10's 384 lb-ft. What's more, in the boosted V8, all 501 lb-ft are on tap from 1,500 to 5,750 rpm compared to the V10's late 6,100 torque peak. BMW claims the extra power drops the M5's 0-62-mph time from 4.7 seconds to just 4.4 seconds.
But even that doesn't describe how much faster the new car feels on the road. That huge spread of torque means the effective rev range is much broader than the old car's. The V10's midrange pull was never as weak as detractors made out, but a big overtaking maneuver always meant dropping a couple of gears. Not any longer.
So, a win-win situation then? Almost. All that power means fewer trips to the redline because, well, you don't really need to bother. It's less work, but there's less reward. More importantly, the V8 doesn't sound anywhere near as special as the old V10.
SMG Gives Way to M DCT
We suspect few will mourn the loss of the old M5's clunky SMG transmission. In its place is BMW's new M DCT seven-speed dual-clutch gearbox. You still shift it with those same tactile rubber-backed steering wheel paddles — or by tipping the console stick back and forth if you prefer. But the M DCT is light-years ahead of the old SMG manual, which felt slow and clunky back in 2004, and was feeling positively prehistoric by the time production ended last year.
The new dual-clutch setup is smooth, quick, and makes the engine feel much more responsive than it does in the X5 M and X6 M, both of which make do with a traditional torque-converter-equipped automatic gearbox. But if you enjoyed the slightly scary sensation of the old M5 banging through the gears flat out, you might be surprised to find this one changes without much drama.
The biggest gains are probably in Auto mode, as the DCT does a much better job of slipping unobtrusively between ratios when you're not in the mood to thrash the daylights out of the V8. And instead of the old SMG's bewildering 11 different shift modes, the new one has just six: three for Auto mode and three for Manual.
Feels Like an M5
But just because this M car is easier to drive slowly doesn't mean it's not huge fun to drive fast. It might have had to bow down to the engine downsizing trend, but the M department hasn't rolled over completely.
The steering is still hydraulically assisted rather than electrically driven, as on the other 5 Series cars. And you won't find a set of run-flat tires under the arches, just proper high-performance rubber. There's even a set of six-pot fixed calipers behind the front wheels, replacing the old M5's sliding caliper brakes.
Compared to the old V10 M5 and the current standard 5 Series, this one has a grittier feel to its steering. It gives you a far clearer sense of what's going on down at the front wheels and feels much more precise just off center as you first tip the M5 into a bend. You need that precision, too, because at just 2.6 turns lock-to-lock, the new rack is quick (if not as swift as a normal 5 with active steering) and points the nose into corners with much more enthusiasm. And that's despite a 253-pound increase in curb weight to 4,123 pounds.
The M Factor
As before, there are numerous buttons clustered around the shifter, allowing you to tailor the driving experience to your own taste. But now the fat three-spoke wheel has not one, but a pair of M buttons to summon up either of your two favorite mixes of settings.
Sound like overkill? Not with three settings for throttle response, three ESP modes, six gearbox modes and three damper settings to choose from. The ride is surprisingly good whichever damper mode you choose. As expected, the middle-of-the-road Sport setting provides the best blend of ride and body control for fast road use. That leaves Comfort for broken roads and Sport Plus for tarmac that's smoother than a granite kitchen worktop.
Traction is impressive, too, in part thanks to a brand-new fully active M differential, which uses sensors around the car to decide how to apportion the torque across the rear axle for maximum bite. Or maximum slide. Come on, this is a BMW M5 after all. Switching the DSC to its intermediate setting allows a little slip, enough to let you feel the car moving around, but for the really flamboyant stuff you have to turn the whole lot off. And sure enough, you can.
A More Subtle M5
As ever, the 2012 BMW M5's greatest asset is that it hides all this lunacy and performance under the inauspicious clothes of a midsize sedan. Aesthetic changes over the standard F10 5 Series sedan include an M3-style front bumper with three gaping air intakes, chrome-rimmed gills set into the front fenders, a small trunk lid spoiler and, of course, those four trademark exhaust pipes.
The standard double-spoke wheels measure 19 inches in diameter, and a set of 20s is optional. Seems a bit much given that the standard rubber measures 265/40 in front and 295/35 in back. Either set of wheels looks sharp, though, so you can't really go wrong either way.
If some of the M5's wilder character traits have disappeared in the metamorphosis from E60 to F10, then so have the rough edges. The brakes feel stronger, the performance is more usable and, if the engine is slightly less exciting, the improved chassis and much longer touring range makes up for it. It's all about efficiency these days, remember?
It's a shame the V10 had to go. We're unlikely to see an engine like that again. But the new 2012 BMW M5 is more than just a great engine, it's a better overall sport sedan.
V8 my ass that sounds like a civic with a hole in the exhaust at best.
