Techy bits out of the way. Like its predecessor, the M5 has a 4.4 litre twin-turbocharged V8 but it now produces a huge 592bhp (up from 553bhp in the previous model), while torque climbs 52lb ft to 553lb ft. 0-62mph is dispatched in just 3.4 seconds thanks, in part, to a four-wheel drive system (a first in an M car). Top speed is limited to the German norm of 155mph but can be raised to 190mph. Opt for the Competition model and power climbs to 617bhp, torque remains the same and the 0-62 sprint drops by 0.1 seconds. The £6,500 premium over the standard model also gains you different wheels, the M Performance exhaust, a smattering external high-gloss black parts and 7mm lower suspension.
First impressions when slipping behind the wheel were that it is a nice place to be. The seats are large, hugging and deserving of those to be found in an M car. The new digital dash is immediately noticeable with good contrast and, seemingly, fast reaction to needle changes on the dials. The cabin appeared conspicuously larger than my M4’s, but not by a huge margin. Indeed, once moving, the car itself didn’t seem too much bigger at all to manoeuvre. Once rolling it also hides its weight well, resulting in it being surprisingly eager to change direction. 40kg has apparently been shaved from the older model, but this is still a car knocking on the door of two tonnes.
Probably the thing which most surprised me was the car’s ability to accelerate in a relatively unfussed manner. Rather than being subjected to savage power, as I’d expected, acceleration is something that just kind of happens… while taking you along for the ride. Dials climb quickly (very quickly), speed increases and things get closer very fast but there’s little of the visceral engagement which is provided by my M4. I suspect this is partly due to the slightly different target markets, resulting in a more subtle ride likely favoured by the car’s intended audience.
My fairly short drive didn’t provide enough time to fully test the car’s capabilities but I can attest that the four wheel system coped superbly well on a gravel-strewn, wet road, asserting no hint that loss of traction was imminent. It would have been an altogether different story in my skittish M4. Of course, many would lament the loss of rear wheel drive and purists would be frothing at the mouth. Fortunately, the M5 provides the ability to switch to rear drive; a set-up which seems ideal to me. There have been many moments, through the winter, where I’ve just wanted my car to grip. Driving to work at 6am in the rain, I have no interest in entering drift competitions when attempting to make a spirited exit from a roundabout.
Overall, I was left with the impression that this M5 is a supremely capable vehicle. It’s plush and comfortable, very well specced and extremely fast. That slight detachment of engagement in its performance would possibly be enough to discourage me though, but I might view that situation very differently in a few years. Also, the price tag for the Competition is £97,925 without options, which is a serious chunk of cash. That said, once inside the car I can find very little to fault with it and that must count for a lot.
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