The new BMW M5

The new BMW M5 Contents 1. New BMW M5: the car with a heart of pure gold (short story) 2. Heart of pure gold: the new V10 engine of the M5 3. New seven speed transmission: Ultra-fast shifting with Sequential M Gearbox 4. A chassis from heaven: Agility and poise to complement the M5's performance 5. Exterior, interior and equipment: what you see is what you get 6. The market for the Executive Express: M5 buyers and market 7. The BMW M5 production process: Engine and assembly to the highest standard 8. Standard specifications 9. Optional equipment 10.Technical specifications, external dimensions, torque graphs

1. The new BMW M5: The car with a heart of pure gold
(short story)

The anticipated arrival of a new M car from BMW is always an exciting time for
aficionados. And though the M6 has already been unveiled, the M5,
traditionally the flagship of the M range, is a particular cause for
celebration.

The M5 pioneered its small and exclusive market sector back in 1985. The idea
of an executive car, with all its attendant practicality and comfort, married
to a high-powered engine to give super car performance was without precedent.
Subsequent generations with six and eight-cylinder engines have acquired an
increasing following, not only from eager customers but also from competitors
trying to keep up.

Loyal M5 drivers have had to wait almost two years for the E60-based fourth
generation and they won't be disappointed. Now BMW is opening a new chapter in
this very special segment. The new M5 is the first volume production saloon
car to offer a high revving V10 engine and a seven speed sequential gearbox
allied, of course, to a chassis delivering fluid responses and poised handling.

20 engine awards:

BMW have won more accolades in the Engine Technology International Awards - 20
in all - than any other manufacturer and M engines have featured particularly
well. Let's take a closer look at the new V10.

Key facts:
Engine 90° V10 4,999cc
Maximum power (bhp@rpm) 507@7,750
Maximum torque (Nm@rpm) 520@6,100
Maximum engine speed (rpm) 8,250
Specific output (bhp/litre) 101.4
Top speed mph (limited) 155
Top speed mph (unlimited) over 200
0-62mph (secs) 4.7
0-1,000m (secs) 22.7
Transmission 7 speed SMG with 11 programmes

Power through sophistication:

The V10 engine configuration has so far been the preserve of racing cars and
exotic low volume sports cars. BMW is, therefore, breaking the mould with this
new five-litre unit: it produces 507bhp, thereby achieving a specific power
output of no less than 101.4bhp per litre - a remarkable result from such a
large capacity engine.

Producing a 25 per cent power increase over its predecessor's similarly-sized
engine required both brilliant design and novel thinking. To increase power by
this margin there are three possible routes. Increasing engine capacity is one
but this leads to higher weight in the nose of the car and a need for more
under-bonnet space to accommodate the engine. A second way is to add forced
induction devices - super - or turbochargers but here, again, there is a
penalty: rarely do such engines excel at conserving fuel and they lack
spontaneity in response.

The high revving solution:

BMW chose the third way - a high revving normally aspirated engine. This was
by no means the easiest route but it demonstrates BMW M engineers' quest to
offer only the purest solution for purist M5 customers.

The result is an engine that reaches maximum power at 7,750rpm (1,150 more than
the last M5) and goes on to reach maximum revs of 8,250.

High revs + power + torque + gearing = thrust:

High power outputs and engine revs are not, however, an objective in
themselves. To produce the driving response required by M5 drivers these
characteristics must be melded with high torque and gearing throughout the
driveline that blend to produce thrust.

Acceleration characteristics and driving dynamics depend on the balance of
forward thrust and vehicle weight and this has been the main focus for M
engineers.

The new M5 engine produces 520Nm at 6,100rpm and 450Nm is available from only
3,500rpm thus providing a wide engine range from which to produce thrust.

F1 technology takes to the road:

It will not escape the notice of aficionados that the new M5 engine shares its
V10 configuration with the BMW F1 engine in the BMW Williams F1 car. It is
not, of course, directly related - it has 5.0 litres and the F1 engine is 3.0
litres - but apart from sharing the V10 layout it is a high revving engine,
like the F1 unit, and much of the inspiration for the electronics and engine
design was drawn from F1 experience.

The high speed nature of the engine is a case in point. The new 'ten cylinder'
has broken the 8,000rpm barrier and reaches a maximum of 8,250rpm. At 8,000rpm
each piston covers 20 metres a second. At 18,000rpm the pistons of the F1
engine move at 25 metres a second. The difference is that the M engine must
last for a 'lifetime' while the F1 engine only has to travel 800kms or so.

Same birthplace:

So it is abundantly clear that the M5 engine has technological principles,
production methods and materials in common with the F1 engine. It is the
product of technological transfer. The M5 blocks are cast at the BMW light
alloy foundry in Landshut - the same place as the F1 engines - before they
journey to the special engine plant in Munch for assembly.

Weight-watcher - every gram counts:

This masterpiece of an engine weighs in at just 240kgs, almost exactly the same
as its 400bhp forefather. There are a host of super-light components inside the
engine - for example the forged steel crankshaft, carried in six bearings,
weighs only 21.8kgs while each piston weighs a mere 481.7 grams. Overall
moving masses in the valve train have been reduced by 17.5 per cent when
compared with its predecessor.

Each small contribution to weight reduction helps to ensure that the goal of
perfect 50/50 front to rear weight distribution is achieved.

Breathing and exhaling:

BMW's familiar Bi-VANOS infinitely variable camshaft control has been developed
to suit the new high-speed engine. The system enables increased performance,
an improved torque curve and lower fuel consumption and exhaust emissions.

Stainless steel five-into-one tubular exhaust manifolds, with a wall thickness
of just 0.8mm, feed exhaust gases into two dual flow exhaust pipes equipped
with four trimetal-coated catalytic converters. These reach optimum
temperature quickly and enable the M5 to meet European EU4 and American LEV2
emission standards with ease.

The brain behind the brawn:

A high speed engine requires high speed electronic management to ensure that
every last ounce of performance can be extracted. To achieve this objective,
BMW has developed one of the world's most advanced engine management systems,
MS S65, designed and built entirely in-house using know-how from BMW's F1
programme.

Made up of more than 1,000 individual components it coordinates and controls
all engine and gearbox functions by using three 32-bit processors that can
perform more than 200 million individual calculations each second ..... yes,
200 million. This represents a performance increase by a factor of eight when
compared with the M3 unit launched four years ago and MS S65 has ten times the
memory capacity too.

A host of technical jewels:

The technical details of this new V10 engine could fill a book (see engine
section) but to highlight just three items:

... There are ten individual throttle butterflies, each individually
electronically controlled, which read the position of the throttle pedal 200
times a second.
... A clever transverse lubrication system ensures that the two cylinder heads
receive oil even when 1g cornering forces are experienced and a quasi-dry sump
system keeps the bottom end lubricated even under extreme 1.3g braking.
... The spark plugs use ionic current technology to act as a sensor and inform
the MS S65 unit about combustion conditions and control engine knock, as well
as igniting the fuel / air mixture.

7 speed SMG transmission (SMG III):

To extract the best from this gem of a V10 engine BMW has developed a seven
speed Sequential M Gearbox (SMG). This manual gearbox is an all-new
transmission designed to handle up to 550Nm of torque and engine speeds of up
to 8,500rpm, giving capacity to spare. Naturally, seven gears allows shorter
steps from one gear to the next than a five or six-speed 'box so this gearbox
matches torque to the prodigious power output and translates it into maximum
forward thrust.

Drivelogic - bespoke gear changes:

BMW is the first manufacturer to offer such a seven-speed sequential gearbox in
a saloon car. Another first is Drivelogic - eleven gear change programmes to
suit every driver and all driving conditions.

The selection of programmes is made by pressing a button next to the gear lever
or by choosing a preferred default mode programmed via MDrive Manager in the
iDrive menu and activated by the MDrive button on the steering wheel.

Six programmes in S mode are manual changes that must be determined by the
driver - either using the gear lever (forward for down changes, back for up) or
the paddles behind the steering wheel (left for down changes right for up).
The remaining five in D mode are automated changes.

Each programme differs in gear change time - the higher the programme the
shorter and faster the shift times. In the automated modes use of the throttle
can influence the change: for example releasing the throttle encourages an
up-shift while pressing it harder calls up a down change.

Warp speed shifting:

The SMG system in the current M3 (SMG II) is already very fast but the new
seven-speed SMG in the M5 (SMG III) is 20 per cent quicker still. To put this
in perspective the new gearbox can make changes in 50 milliseconds while a
seasoned driver will take around half a second with a normal manual gearbox.

Other features of the new SMG gearbox include:

... Gearchange lights and engine revolutions graphic in the Head-up Display
(HUD).
... SMG includes a launch control system that gives perfect F1-style starts
from zero to maximum speed.
... Hill start assistant prevents roll back when stopping on a gradient after
releasing the brake.
... Hill recognition allows SMG to change gear points on gradients eg holding
lower gears on downhill stretches and vice versa.

Agility and poise:

An outstanding drivetrain cries out for a chassis that can exploit its
potential. To harness 507bhp effectively M engineers were presented with a
considerable challenge.

They did, of course, already have a head start. The chassis of the 'normal' 5
Series Saloon is widely recognised as the most able in the executive segment.
The high torsional rigidity of the bodyshell, well-balanced 50/50 weight
distribution, long wheelbase, wide track, aluminium suspension and, of course,
rear wheel drive all coalesce into a fine springboard.

Starting at this high level the engineers made a number of detailed changes to
meet the extra demands made by the M5's potential. They stiffened the front
subframe and changed the bearings at the front while at the rear additional
supports, links and joints ensure greater precision for poised handling. The
suspension bushes have also been tuned with high performance in mind. The final
drive casing is made of aluminium and finned to reduce weight and improve
cooling. Lightweight but stiff tubular drive shafts keep moving masses low.

Nurburgring ding a ding:

Extensively tested on the 'Nordschliefe' at the Nurburgring, BMW test drivers
have proved the M5's sporting aspirations by lapping in under 8 minute 15
seconds.

Steering:

M Servotronic power steering is both road- and engine-speed related which
resolves the dilemma of the need for lighter steering at parking speeds and
firmer, 'heavier' steering to provide driver feedback at speed.

The M5's Servotronic mapping offers two alternatives to the standard default
setting and both relate to the prevailing Electronic Damper Control (EDC)
mode. In the sporty EDC mode steering is more direct giving the driver an
immediate, precise response while in Comfort EDC mode a higher ratio gives an
easier, more comfortable steering reaction.

Electronic Damper Control (EDC):

EDC provides continuous and infinitely variable shock absorber control. In
normal mode the damping is adjusted to achieve the optimum balance for normal
conditions while 'Sport' and 'Comfort' provide firmer and softer reactions
respectively.

Variable M Differential Lock:

Like the M3 the new M5 has a variable, torque-sensing differential developed by
BMW M GmbH. Unlike a normal limited slip differential the M differential lock
can provide between zero and 100 per cent of the drive forces to either driven
wheel. This ensures maximum stability and optimum traction.

Dynamic Stability Control (DSC) with MDynamic mode:

A new generation of DSC was developed exclusively for the new M5 and can be
programmed to act in one of three stages. The first corresponds to a standard,
DSC fully operational mode of the M5, while the second, MDynamic mode, and
third, DSC completely disengaged, will appeal to the sporting driver. The
desired programme is initially selected using the MDrive Manager programme (see
page 10) but is then subsequently activated by simply pressing the MDrive
button on the steering wheel.

MDynamic mode is a development of BMW's Dynamic Traction Control system and
allows the driver to really 'push the envelope' of the M5's performance
capabilities. DSC set at this stage will not intervene to save things until
the last possible moment. Therefore the M5 can reach amazing slip angles and
still recover. Understandably, this should not be practised on the public
road. In addition the driver can also switch between DSC fully operational or
completely disengaged via a button on the centre console.

Brakes:

Large, drilled compound disc brakes with aluminium twin-piston sliding
callipers provide braking to match the M5's performance. Whether wet or dry
the M5 stopping capability is matched only by the most accomplished sports cars.

Braking from 62mph the M5 is stationary after just 26 metres. From 124mph the
braking distance is less than 140 metres.

Wheels and tyres:

To accommodate the huge brake discs the M5 is equipped with 19-inch M Light
Alloy double spoke wheels of unique design (8.5 inches at the front and 9.5
inches at the rear).

Specially developed tyres were designed and tuned on the Nordschliefe to
deliver both comfort and feedback to the driver. Tyre sizes are 255/40 ZR 19
at the front and 285/35 ZR 19 at the rear.

A tyre defect system warns if pressure drops below a certain threshold and the
familiar M Mobility System allows tyre damage of up to 6mm to be sealed
effectively by the roadside.

Hence there is no need for a spare wheel and tyre saving 20kgs, bringing the
benefits of a power-to-weight reduction and better driving dynamics.

Body beautiful:

The 5 Series styling is already familiar since it is the best selling executive
car in the UK. The M5 benefits from the standard car's intelligent lightweight
engineering (aluminium front section and suspension) but has specific styling
changes to distinguish it from the rest of the range.

A front air dam with large air intakes feed cooling air into the engine bay
while smaller intakes cool the brakes. Small spoiler lips on the apron reduce
lift coefficients to improve stability.

From the side the shape of the front wings has been modified to accommodate the
large wheels and finned gills with M5 logos displayed behind each front wheel.

Low, wide side sills emphasise the length of the M5 and serve to route air
along the underbody to enhance dynamics. New door mirrors were honed in the
wind tunnel and make a contribution towards reducing lift on the front axle.

At the rear a new apron incorporates a wide diffuser flanked by two pairs of
large, round tailpipes - a feature typical of all M cars. The diffuser itself
plays an important role in underbody air routing and differential cooling,
together with the small bootlid spoiler, it helps the car to achieve a low drag
coefficient of 0.31.

Overall, the M5 continues its tradition of appearing both discreet and muscular.

Colours:

Four exclusive exterior colours - Sepang Bronze, Silverstone II, Indianapolis
Red and Interlagos Blue - join the range of three existing colours - Black
Sapphire, Silver Grey and Alpine White. Additionally, BMW Individual offers a
much wider colour palette for the car.

Interior:

Inside the M5 has all the comfort expected of a popular executive car. Five
seats clad in Merino leather, available in four colour choices plus an
extensive list from the Individual programme, cosset the occupants. Full
leather upholstery is available as an option in two further colours and a
Climate leather option features active ventilation of the two front seats.

At the 'business' end, the contoured 'M' driver and front passenger seats have
passive backrest width adjustment for perfect side support. These seats offer
seat memory, seat heating and lumbar support plus a wide range of adjustments.

A special M5 seat option is the M multi-function seat featuring active backrest
width adjustment. When the seat senses lateral movement and a change of
steering angle the side support and backrest width move in to meet the body,
thus holding the occupants firmly in position.

These active characteristics of the seat can be selected in three modes -
Comfort, Normal or Sport - and can be programmed to become active as part of
the one-touch MDrive steering wheel button. The driver can set this up via the
MDrive Manager programme and then subsequently simply use the steering wheel
button. Alternatively the settings for each seat can also be changed between
the three settings courtesy of two buttons on the centre console.

Storage:

The luggage compartment offers 500 litres of clear space - enough to hold two
large and three small hard cases or four golf bags. A 60:40 split rear seat
allows increased carrying space and a ski bag is available as an option.

Head-up Display:

The new Head-up Display (HUD) is standard on the new M5 giving driving
information directly in the driver's line of sight - ie it appears to be at the
end of the bonnet. The driver can choose to have the normal HUD display
including navigation information or specific M information.

The M-specific display shows engine revs in a coloured map image, gear change
lights, gear in mesh and vehicle speed. In either display any of the check
control messages such as 'door open' or 'low fuel' are still shown.

At the wheel:

The newly designed M leather multi-function steering wheel is ergonomically
designed with the SMG shift paddles (down on the left, up on the right) within
fingertip reach.

The M5 has a new speedometer and rev counter in the style of a round black dial
with white numerals and the typical M red needles to provide essential
information. Yellow and red warning fields indicate rev limits while the
engine is warming. An oil gauge and odometer complete the instruments while a
display between the speedo and tacho shows the SMG gear selected and Drivelogic
programme operation. It can also display the engine's oil level.

MDrive Manager:

MDrive is a new function activated by the M button on the steering wheel. It
enables the driver to change the comfortable and sober executive saloon into a
thoroughbred sports car at the touch of a button.

It activates the following functions (after they have been pre-selected by the
driver from the MDrive Manager menu):

... The power button - P400, P500 or P500 Sport programmes
... SMG Drivelogic - which of the 11 programmes is preferred
... DSC - on, MDynamic mode or off
... EDC - Sport, Normal or Comfort damper settings
... HUD - normal or M specific display
... Active backrest - one of three active settings or off

In short, MDrive Manager and the subsequent use of the MDrive button tailors
the M5 to the driver's exact requirements - just like slipping on a Saville Row
suit.

Safety:

The passive safety features of the new M5 are comprehensive. They include:

... eight airbags
... seat belt force limiters for front and rear seats
... intelligent safety electronics
... automatic or manual call to emergency services via BMW Assist (if car is
fitted with bluetooth telephone with telematics)

The market:

Customers for the M5 are choosing to buy in one of the most exclusive sectors
of the market. The unique blend of a thoroughbred sporting car clothed in a
relatively discreet saloon body is an enticing and unique attraction to
connoisseurs.

Typically, buyers are predominantly male and married with two further cars in
their household. They are usually senior executives in large companies,
successful professionals or entrepreneurs. At an average age of 45 they are
younger than owners of other 5 Series and have a higher level of training and
income. They pursue prestige and active lifestyles which include golf, sailing
and exclusive travel.

Happily, the typical M5 driver uses his (or her) car everyday and often on long
business journeys.

Sales history:

The first M5 (E28 1985-87) sold 210 examples in the UK. The second (E34
1990-95) sold 694 with a peak year of 189 cars and the most recent model (E39
1999-2003) sold 1,510 examples and a peak year 484.

BMW UK expects to sell similar numbers of the new M5 to those of its
predecessor - around 450 per year. Production of the Dingolfing built V10 M5
is limited and current order banks indicate a two to three year waiting list.

"If one could bottle the essence of BMW, this M5 would be it", said Jim
O'Donnell, managing director of BMW (UK) Ltd.

"Our engineers have strained every sinew to bring to the market a car with the
technological repertoire, countless innovations and level of sophistication
never before matched in a production saloon.

"Our competitors have tried to follow the lead set by M and each time they get
close, BMW M simply blows them away. No wonder they shiver when a new M car
arrives.

"If we could obtain more production I am confident that we could easily outsell
our record with the last M5, itself a great BMW. It appears, however, that we
will be unable to get enough and the waiting list will continue to be a long
one.

"With this 'essence' I feel sure that 2005 will be a vintage year for the BMW
M5," O'Donnell concluded.

The new M5 goes on sale at BMW UK's dealers on May 19, 2005 priced at £61,760
on-the-road.