M5 now bites even bigger
ROAD TEST/ Competition model adds more power and poise to an already ballistic package, but you pay for the privilege of this sports sedan, writes Denis Droppa
For most, a 441kW BMW M5 would be a sufficiently high-performance car, seeing as it’s capable of dicing with Ferraris and Lamborghinis. But M5 Competition drivers aren’t most people.
So here are the facts about this little corner of the sportssedan universe: a standard M5 is priced at R1,762,807 while the new M5 Competition sells for R2,062,433. For that, BMW has squeezed an extra 19kW from the V8 turbo 4.4l engine, which now maxes out at 460kW, while peak torque stays the same at 750Nm but is available over a slightly wider rev range.
It all shaves the 0-100km/h time from 3.4 to 3.3 seconds. That is three-hundred grand for a gain of one-tenth of a second. A 0.3 second improvement is also claimed in the 0-200km/h blast, which is now said to take 10.8 seconds.
But admittedly there is more than just a power tweak to the M5 Competition, which may make the price hike easier to swallow. The new king of M5s also gains a revised M Sport exhaust with an even more vocal soundtrack, and has model-specific chassis tuning and 7mm lowered suspension for an all-round racier experience. Stiffer mounts now connect the engine to the vehicle’s structure for more immediate transmission of power to the drivetrain, and helps to turn into corners with more directness.
Along with its athletic enhancements, the M5 Competition has more visual attitude in the form of gloss black treatments for the grille, side fender gills, rear spoiler, and side mirrors, while the exhaust tips are in black chrome. The footwear has 20-inch Y-spoke mags, replacing the regular M5’s 19inchers, and they’re fitted with mixed tyres: 275/35 tyres up front and 285/35s at the back.
As with the standard M5, transmission duty is performed by an eight-speed M Steptronic transmission, which replaces the old dual-clutch auto used in the previous-generation car.
What makes the standard M5 such a great car is how it’s become even quicker and more engaging to drive than its predecessor when the metaphorical dial is turned up to 10; yet it’s also a more civilised daily drive when you need it to be.
The new car is a more relaxed commuter, without the oversensitive throttle and snatchy slow-speed gear shifts that made the previous one always feel like a pitbull pulling at the leash in busy traffic.
The M5 Competition ride is a tad firmer but if you avoid the worst potholes it’s still comfortable in traffic, cosseted in a business-class cabin with all the luxury trappings, with slick, smooth gearshifts.
But when an open road (or racetrack) beckons, this business sedan explodes into action.
I can’t honestly say I felt the extra 19kW, but this M5 bursts forward with racehorse-like intensity when you ram the throttle, with some righteous V8 thunder providing aural accompaniment. The new-gen M5 has an all-wheel drive mode that delivers cornering thrills with more traction.
It’s a rear-biased system that doesn’t fall victim to dreaded understeer, and stability control quells driver overexuberance.
But drivers in touch with their inner Lewis Hamilton can activate two-wheel drive mode, which simultaneously deactivates the stability control, to unleash the hooligan, tyresmoking side of this car.
This M5 is impressively fleetfooted for an executive sedan that weighs a hefty 1,855kg. It shows great poise in quick direction changes, feeling more pointy than a car this size has any right to.
Is it worth an extra 300k over the standard M5?
That’s for the marginal-gains seekers to decide.
Alternatively, you can get a Rob Green Motorsport conversion which adds an extra 74kW for R126,500, if you don’t mind losing your BMW warranty. Value for money
Overall
Mercedes AMG E63 S 4Matic, 450kW/850Nm R1,961,806 Audi RS7 Sportback Quattro, 412kW/700Nm R1,868,500