BMW M5, 2011, 2012 BMW M5
When the current M5 and M6 were launched, their V-10 was supposed to evoke the spirit of Formula 1. Remember, years ago BMW had high hopes for its own racing team. Formula 1, of course, has since moved from V-10 to V-8 engines. Now, our sources say, the M5 and M6 follow this switch, even though BMW axed its hugely money-burning F1 efforts a short while ago, with CEO Norbert Reithofer citing environmental concerns as the reason.
The V-10 engine of the M5 and M6 was always controversial. Some loved its distinct, race-bred sound; others failed to see the improvement over the preceding M5's V-8. In any case, it was marred by the jerky automated seven-speed SMG, for some years the only available transmission before BMW added the six-speed manual for the U.S. market (Europe is still stuck with SMG). Moreover, the V-10's appetite for fuel is nothing short of shocking.
With the upcoming M5, captured here by our spy photographers, BMW will fix some of these problems. We think the M5 will get a version of the twin-turbocharged V-8 that already powers the X5 M and X6 M, but rated higher, at approximately 600 hp. The engine should improve greatly on the V-10’s fuel economy, although these figures will disappear in no time through the quadruple exhaust pipes as soon as the driver talks business. The unloved SMG will likely make way for a seven- or eight-speed dual-clutch transmission. In our opinion, a manual six-speed would do the job even better, but our hopes for such a box are fading.
There have been rumors of BMW using an F1-inspired KERS (Kinetic Energy Recovery System) setup for short-term power boosts, but with BMW leaving the ultimate racing series, we think the application of this system is highly doubtful. (The system was problematic in race trim, and was pulled from the cars early in the season.) We believe the M5 will instead feature a start-stop system, like the rest of the next-gen 5-series models. BMW will likely go for a larger starter to handle the job, having abandoned development of the smoother but more expensive starter-generator system.
The next M5 will come a year or so after the regular 5-series, internally called F10. Structurally, the F10 is rather conventionally engineered, and it does away with the sophisticated and expensive aluminum front end of the current 5- and 6-series. With the F10, aluminum will be used for some exterior panels and some chassis components, a more cost-effective approach. The just-launched 5-series GT gives an idea of the next 5's underpinnings.
The M5's main competitors are the Euro-only Audi RS6 (twin-turbocharged V-10), Cadillac CTS-V (supercharged V-8), and the Mercedes-Benz E63 AMG (naturally aspirated V-8). The current M5 is losing its appeal among this group, and the game will definitely get more interesting with BMW's next entry.
When the current M5 and M6 were launched, their V-10 was supposed to evoke the spirit of Formula 1. Remember, years ago BMW had high hopes for its own racing team. Formula 1, of course, has since moved from V-10 to V-8 engines. Now, our sources say, the M5 and M6 follow this switch, even though BMW axed its hugely money-burning F1 efforts a short while ago, with CEO Norbert Reithofer citing environmental concerns as the reason.
The V-10 engine of the M5 and M6 was always controversial. Some loved its distinct, race-bred sound; others failed to see the improvement over the preceding M5's V-8. In any case, it was marred by the jerky automated seven-speed SMG, for some years the only available transmission before BMW added the six-speed manual for the U.S. market (Europe is still stuck with SMG). Moreover, the V-10's appetite for fuel is nothing short of shocking.
With the upcoming M5, captured here by our spy photographers, BMW will fix some of these problems. We think the M5 will get a version of the twin-turbocharged V-8 that already powers the X5 M and X6 M, but rated higher, at approximately 600 hp. The engine should improve greatly on the V-10’s fuel economy, although these figures will disappear in no time through the quadruple exhaust pipes as soon as the driver talks business. The unloved SMG will likely make way for a seven- or eight-speed dual-clutch transmission. In our opinion, a manual six-speed would do the job even better, but our hopes for such a box are fading.
There have been rumors of BMW using an F1-inspired KERS (Kinetic Energy Recovery System) setup for short-term power boosts, but with BMW leaving the ultimate racing series, we think the application of this system is highly doubtful. (The system was problematic in race trim, and was pulled from the cars early in the season.) We believe the M5 will instead feature a start-stop system, like the rest of the next-gen 5-series models. BMW will likely go for a larger starter to handle the job, having abandoned development of the smoother but more expensive starter-generator system.
The next M5 will come a year or so after the regular 5-series, internally called F10. Structurally, the F10 is rather conventionally engineered, and it does away with the sophisticated and expensive aluminum front end of the current 5- and 6-series. With the F10, aluminum will be used for some exterior panels and some chassis components, a more cost-effective approach. The just-launched 5-series GT gives an idea of the next 5's underpinnings.
The M5's main competitors are the Euro-only Audi RS6 (twin-turbocharged V-10), Cadillac CTS-V (supercharged V-8), and the Mercedes-Benz E63 AMG (naturally aspirated V-8). The current M5 is losing its appeal among this group, and the game will definitely get more interesting with BMW's next entry.
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