The BMW M5 was always a wolf in sheep’s clothing, but the beast inside the latest one has now matured.
Ever since its inception 35 years ago, the M5 has always been considered the definite four-door BMW for fans needing a blast done in understatement.
Over the course of six generations, the M5 has stuck with tradition by only coming in sedan form. It was only the second-gen model of the late ’80s that had an estate body to choose from.
But what really mattered more were the technical credentials. All along the way, the M5 evolved with different engine and transmission technologies. Yes, power never stopped growing, but it had to be more manageable each time the M5 was renewed.
Engine-wise, the latest seventh-gen M5 has changed only mildly by featuring the same 4.4-litre twin-turbo V8 from the predecessor albeit some mods to increase power to 600hp in standard guise and 625hp in Performance outfit.
And with 750Nm of torque, it was decided that the M5 had to switch from dual-clutch automatic to torque-converter type. In the interest of economy, the number of forward ratios has risen from seven to eight.
It doesn’t stop here. As power is nothing without control, all-wheel drive comes to the M5 for the first time. All of the ancestors were purely rear-drive to the delight of enthusiasts needing some tail-happy action.
To safeguard this particular audience, the AWD system in the latest M5 can be switched (via a three-step process using buttons inside the car) to two-wheel drive. In fact, the Mercedes-AMG E63 archrival also features this switchable AWD setup.
Speaking of this, there are now an array of adjustments of the various driving parameters in the M5 including those for the engine, transmission, steering and dampers.
There’s even a button to lower the engine’s din. Yes, to lower it. That’s because the default mode for the sound after bringing the engine into life is “loud”. But that isn’t a bad thing since it’s nice to hear that V8 howl, which sounds too ordinary when toned down.
Elsewhere, you can leave those drive mode selectors in their meekest settings and enjoy what the M5 has to offer in the real world. Thanks to a super-effective AWD, you can accelerate away in such a swift and clinical manner without getting scared of those 600 ponies.
People who love the sensation of their backs forced back into their seats upon pressing the gas flat from standstill can also exploit the launch control the M5 has to offer. Yes, the M5 is supercar-quick, just that is has the basic package of a three million baht executive sedan.
But the seriousness of its performance is not only restricted to drag-style driving. With two turbos managing to blow amply from low revs, the M5 feels powerful at all times by pulling strongly and linearly during overtaking and when going flat out in the open.
That’s the clear merit of turbocharged engines over naturally aspirated ones. Even when tootling in slower traffic, the M5 feels adequately responsive upon slight throttle inputs. Performance, in a nutshell, is rewarding and sensational, with powerful brakes to match.
Which driving mode is best is for you to decide. Sure, Comfort manages to make the M5 feel just as cajoling as a regular 5 Series. But the steering can be too light at fast speeds and occasionally heavy in Sport+. It appears Sport is the best compromise, although probably no adjustment is required for the suspension due to second-class surface on Thai roads.
If you yearn for a more engaging handling, there’s the 4WD Sport setting that loosens the safety net of the chassis electronics. It works best in winding mountain roads or, if you crave, on a race track.
The 2WD position is really only suitable for drifting in closed conditions, although you need to push the engine quite hard to unsettle the rear due to the immense mechanical grip of the chassis and asymmetrical tread design of the tyres.
If there was one thing to pick on, it might be torque-converter auto which lacks the quicker and more satisfying upshifts of the previous dual-clutcher. Drivers of Ferraris and Porsches should get the picture with the cars’ snappy twin-clutch units.
Even so, the inferior of the two gearboxes compensate for extra smoothness when driving the M5 in slow traffic. Which is to say that the M5 now has a more mature driving experience.
As the M5 was always a wolf in sheep’s clothing, the more average driver will find its appearance like a 5 Series dressed up with some accessories from the shelf of showrooms. Badges aside, the M5 has those signature side-view mirrors and four exhaust pipes, now made to look racier by the fitment of an air diffuser between them.
Like on the outside, the cabin has only been spruced up in a subtle manner. The heavily-cladded front seats don’t have the racy feel of AMG’s version from rival Mercedes-Benz, but they feel comfortable and have adjustable side contours.
The gear lever has been designed to operate differently and less intuitively from other BMWs when it’s actually the same type of automatic transmission. And those red memory buttons to store the individual settings of the driving modes look very gimmicky but maybe useful.
Should you be roused with the M5 when similar money of some 13 million baht can get you the iconic 911 from brand-rich Porsche? Many Thais may probably not. But for those who like understatement, the M5 is finally available in Thailand on an official basis.
Crucially, as well, the M5 has once again evolved into a super-fast machine blending practicality, more comfort and maintained driving fun. Punters who don’t place visual allure on top of the list should give it a try, even those scaling down from 20 million baht-plus supercars.
