The new V-10 is a remarkable engine. BMW claims that the ten-cylinder configuration was inspired by its Formula 1 program, but one also could argue that it was inspired by the need to move the M5 and next year's M6 coupe further upscale, to make room for the V-8-engined next-generation M3. The only oddity is that it comes in two horsepower configurations. When you turn the key, you have 400 horsepower. To access more grunt, you press Power or hit the M button. With the full 500 horsepower under your right hoof, top speed is unchanged, but it takes 0.7 second off the claimed 0-to-62-mph time and 3.6 seconds from the 0-to-125-mph figure (18.0 instead of 14.4 seconds). Richter says this was done for fuel-consumption reasons rather than for durability. He has a point. Our test car, which was pushed hard in P500 for nine-tenths of the way, returned a sobering 10 mpg. Like all M engines, the V-10 is a normally aspirated high-revving unit. Although redlined at 8250 rpm, it will briefly tolerate 8500 rpm during full-throttle upshifts. Although its 384 pound-feet is not much more torque than the old M5's V-8 offered, 80 percent of that peak is available over a wide range of 5500 rpm.
At 4035 pounds, the 2005 M5 weighs virtually the same as the model it replaces. Predictably, it adopts the same trademark design elements, such as ten-spoke alloy wheels, four chromed tailpipes, ellipsoid low-drag door mirrors, and sculptured ground-effect front and rear aprons that are designed to minimize lift. The only new styling features are the M-style gills in the front fenders. Inside are a pair of expertly executed metal-rimmed round instruments, a not-so-pretty steering wheel with voluminous spokes, and power-operated leather-trimmed sport seats with adjustable cushions, lumbar support, and side bolsters. A neat detail touch is the well-positioned head-up display. The driver faces a color-keyed sectored analog tach (green, orange, red), a gear indicator, and a digital speedometer. We don't know what U.S. buyers will pay, but in Germany, the M5 sells for 86,200 euros (including the punitive VAT sales tax). We reckon it will be between $85,000 and $90,000 by the time it goes on sale in America toward the end of next year. In Europe, the new M5 is quite well equipped, but you still pay extra for a moonroof, adaptive cornering lights, and the navigation system, digital TV, phone, and CD changer. It's likely that the moonroof and nav will be standard equipment for the United States. Extensive leather trim with either wood or aluminum accents also should be standard here.
We spent the first hour in the car experimenting with and assessing the various settings. At the end of this learn-by-doing sequence, clear favorites emerged: engine in P500 (full power), EDC in normal, DSC in dynamic mode (MDM), and shift speed in the second-fastest setting. Switching DSC off altogether is OK if you want to be a hooligan for a while, but the dynamic mode beats it at curtailing understeer and permitting more than enough initial oversteer. Amazingly enough, you don't have to rev the engine hard to enjoy it. You can trundle along at 60 mph in seventh to flow with traffic, but when you put your foot down at 1800 rpm in top gear, there won't be any gulps or hiccups. At the same time, the V-10 has enough revs left at 150 mph to let you change down to sixth. While most comparable powerplants emphasize either power or torque, the V-10 plays both ends exceptionally well. As a result, its sweet spot ranges almost from standstill to top speed. There are virtually no dents in the torque curve and no deflections in the rpm ladder, there is no ratio too short or too long, and there is relentless dynamic and acoustic stimulation. ...next page >>