BMW M5 2008 review.
After a wait that must have been agonizing to lovers of the racy six-cylinder M3, BMW has finally engineered a high-performance V8 into the M5. And it has been racking up raves like no high-performance sedan in history. With a six-speed gearbox and 394 horsepower, the M5 on the 5 Series platform is a totally civilized sedan with racing car capabilities.
After a wait that must have been agonizing to lovers of the racy six-cylinder M3, BMW has finally engineered a high-performance V8 into the M5. And it has been racking up raves like no high-performance sedan in history. With a six-speed gearbox and 394 horsepower, the M5 on the 5 Series platform is a totally civilized sedan with racing car capabilities.
Walkaround
Almost all of the good stuff is in the M5, not on it, so you can’t see it. With 18-inch wheels, it doesn’t appear to squat low to the ground and the fenders aren’t visibly flared. There’s a businesslike air dam with black mesh screening covering its generous openings, which draw great gulps of air for the brakes and 302-cubic-inch engine. The super wide (8-inch front, 9.5-inch rear) polished alloy wheels catch your eye for their good looks, not their size, and offer a peek at the brake rotors through the 10 spokes, which collect dirt and brake dust and thus must be cleaned often. Four chrome exhaust pipes stick out the rear and, along with the wide tires, tell vehicles in your wake that this is no ordinary BMW sedan. Under the aluminum hood, there’s nothing to ooh or ahh over, as plastic pretty much covers everything. Thick intake tubes flow from the big airbox on top of the engine, down and forward of the wheelwells. A special induction system with dual air cleaners and airflow meters and eight throttles feeds big wind to this heavy breather. The handsome ribbed valve covers are visible, at least, as is a badge on top that announces BMW MPower. But you’ll never impress anyone who asks to see what’s under the hood. “Hmh,” is the likely reaction. Tell them how many liters of air per second the engine swallows, that’ll impress ‘em. The six-CD changer, connected to a digital sound system with 14 speakers, lives in the small trunk, in a compartment which also stores two quarts of oil-a racy touch that one hopes is more for effect than need. Self-leveling Xenon headlights offer state-of-the-art night visibility, and are accompanied by halogen foglights neatly tucked into the corners of small air dam openings under the headlights. Other important safety features include a reinforced passenger cage, and airbags galore: two-stage front airbags, side airbags for each door, and tube-like bags that drop from the headliner and prevent impact against the front windows. And here’s a comforting honor bestowed upon the BMW 5 Series in 1999: The Safe Car of the Millennium Award from the International Brain Injury Association. Another novel high-tech safety feature is a tire pressure warning message that appears as a digital display, although its words “tire defect” might be alarming. Ours came and went one time during the test, so we shrugged it off. That wasn’t easy, considering there is no spare at all; the size of the wheels and tires precludes one. That’s what the roadside assistance program is for, to get towed to the nearest BMW dealer; all of them are required to stock at least one front and one rear M5 tire and wheel. Roadside Assistance comes free with the car, but the cellphone doesn’t. Either use your own, or order the optional $595 BMW phone. The list of civilized features is long: self-dimming mirrors inside and out (the oval shape of the rearview mirror is curiously and neatly retro), headlight washers, sunroof, power sunshades at the rear and side windows, and an onboard navigation system that constantly computes latitude and longitude. The navigation system has so many capabilities, explained in its own manual, that we didn’t take the time to learn and critique the system; we spent every precious minute with this car driving it. Suffice to say: If you want onboard navigation in your roadgoing race car, you got navigation.
Interior Features
Heated power seats with lumbar support usually look fatter and plusher than the M5’s spare-looking but handsome buckets (ours were red and black), but like everything else related to the driving of this car, they were perfect: Perfectly comfortable, perfectly suited to the task of real driving. There’s a cool dead pedal to plant your left foot against during hard cornering (a necessary touch as we will see). The leather-wrapped steering wheel had the right feel, no surprise, while its hub contained stereo controls under the left thumb and cruise controls under the right-and there’s no better or safer place for cruise control, because you can quickly exit with a simple twitch of your thumb. With a car like this, you tend to forget about the back seat-it is, after all, a seriously self-indulgent vehicle-but because it’s a 540 Sedan before it’s an M5, the back seat offers good room and comfort. We liked the Alcantara anthracite roof liner, otherwise known as charcoal gray suede-like, never mind that “Car and Driver” said it made the M5 interior feel like “another Teutonic coal bin.” We also liked the polished metal instrument bezels, the ring around the 180-mph (300k!) speedometer. But we hated the hysterical thick neon-like orange and red lines beginning at 6500 rpm on the tach; since the rev limiter activates at about 6800 rpm anyhow, why have that awful constant message at 7000 rpm that screams RED ALERT YOU IDIOT! Why? Because BMW can. The glowing orange redline is part of a cold-engine protection plan; when the engine is cold, the orange moves down to lower rpm. In winter it could be quite useful, but in summer it will be ignored. We fired up the M5 on a hot August afternoon, and two gentle miles later it was still telling us not to rev over 5100 rpm. Race car, indeed.