BMW M5 Competition 2018 Review
Last week it was the turn of the endearingly compact and fleet-footed BMW M2 Competition to come under the spotlight.
This week we’re driving the altogether more powerful and more luxurious 2018-model-year M5 Competition for the first time.
Unlike its smaller sibling, the new leather-lined performance sedan is an addition to the line-up, rather than a replacement for the standard M model upon which it is based.
- Stonking performance
- Improved handling
- Loaded with goodies
- Synthesised soundtrack
- It's not a lightweight
- Costs $30k more than limited-run original M5
Is it right for me?
The reasoning behind the divergence in strategy for the two new Competition models from BMW’s M division is that the M5 has been conceived with a broader range of use in mind than the arguably more driver-focused M2, so it makes sense to offer two different M5 models to meet those needs.
Can I afford it ?
At $229,900, the new M5 Competition is a neat $30,000 more than the standard F90 M5. Among the competition, it is the Mercedes-AMG E63 S+ 4Matic that looms the largest at $239,611.
What do you get for your money?
BMW M division boss, Frank van Meel, explains: “The standard M5 is for those seeking the full M-car experience with a layer of comfort consummate to the standard 5-series. The new M5 Competition, on the other hand, is for buyers who want even more performance and a more rewarding driving experience with a clear focus on handling response but perhaps a little less overall comfort.”
Van Meel, who joined BMW’s performance car division in 2014 after heading up rival Audi’s Quattro skunk works, says internal marketing studies reveal that up to 50 per cent of M5 customers are likely to choose the M5 Competition, even though very few are ever likely to take the new BMW M model to a race track. Given it weighs nearly two tonnes and only comes with an automatic gearbox, that’s entirely understandable.
“We’ve spoken to a lot of customers and the feedback we get time and time again is less comfort more handling finesse, so we’re delivering this while keeping the standard M5 on for those who don’t want to give up on the comfort.”
How much does it cost to maintain?
Like all BMWs, the M5 Competition will be covered by a three-year warranty, while service intervals are determined by the car using condition-based data.
Customers can pre-purchase a five-year service plan that covers essential maintenance.
Is it well built?
BMW M division boss, Frank van Meel, explains: “The standard M5 is for those seeking the full M-car experience with a layer of comfort consummate to the standard 5-series. The new M5 Competition, on the other hand, is for buyers who want even more performance and a more rewarding driving experience with a clear focus on handling response but perhaps a little less overall comfort.”
Van Meel, who joined BMW’s performance car division in 2014 after heading up rival Audi’s Quattro skunk works, says internal marketing studies reveal that up to 50 per cent of M5 customers are likely to choose the M5 Competition, even though very few are ever likely to take the new BMW M model to a race track. Given it weighs nearly two tonnes and only comes with an automatic gearbox, that’s entirely understandable.
“We’ve spoken to a lot of customers and the feedback we get time and time again is less comfort more handling finesse, so we’re delivering this while keeping the standard M5 on for those who don’t want to give up on the comfort.”
What are the Standout features?
BMW M says the added reserves have been achieved without any significant mechanical upgrades to the engine. However, changes to the air flow and cooling system bring an additional 10kg, increasing the kerb weight to 1865kg and providing the most powerful M5 yet with a weight-to-power ratio of 4.05kg per kW.
By comparison, the 1880kg Mercedes-AMG E63 S+ 4Matic packs a smaller capacity twin-turbocharged 4.0-litre V8 petrol engine delivering 450kW at 5750rpm and 850Nm of torque between 2500 and 4500 for a weight-to-power ratio of 4.17kg per kW.
What does it have that others don't?
An unchanged eight-speed torque converter equipped automatic gearbox and electronically controlled xDrive system dole out the drive to all four wheels. The nominal split in drive between the front and rear wheels is 50:50 in comfort mode, though the percentage of drive delivered to the rear wheels increases in both sport and sport plus mode, eventually providing the big saloon with exclusive rear-wheel drive traits when you call up the two MDM modes via a switch on the steering wheel.
How practical is it?
Predictably, the added 19kW does not alter the character of the performance in any great way, even though BMW M claims it helps the M5 Competition run the benchmark 0-100km/h sprint some 0.1sec faster than the standard M5 at 3.3sec and 0-200km/h some 0.3sec faster than before at 10.8sec. The delivery remains hugely muscular, inherently flexible and very linear in nature right the way up to where the engine delivers its peak power at 7000rpm, propelling the latest M-car to serious speeds in precious little distance.
Is it comfortable?
Progress never feels anything but extraordinarily vigorous. But at the same time, the engine is wonderfully smooth in nature. Given the breadth of its performance potential on offer, it is incredibly undemanding of the driver with great tractability right from idle all the way up to the ignition cut out. At any given moment you’re aware there is always plenty in reserve at posted speed limits.
Easy in, easy out?
And yet despite the supercar slaying speed and added entertainment value brought on by a slightly more boisterous exhaust system whose soundtrack continues to be synthesised and fed through the speakers, it’s the chassis and the added response it brings where the new top-of-the-line M5 really leaves its mark. To make the most of the added power, BMW M has lowered the ride height by 7mm and fitted new dampers and springs, which are described as being about 10 per cent stiffer both front and rear. The front wheels also receive increased camber, with modified toe links and a larger diameter anti-roll bar added to the rear.
Space and versatility?
The latest M5 proves effortless and terrifically accommodating on truly challenging roads. But to me it lacks the added sense of edginess to make a true competitor to the sublime E63 S+ 4Matic. And I figure this is what BMW M is attempting to address with the new Competition model, which has been conceived as a slightly more responsive edgier car without any loss in its devastatingly good long distance cruising qualities and overall comfort.
What's the engine like?
The launch of the M5 Competition was carried out both on the private Ascari race circuit and some very poorly maintained public roads in the south of Spain. While all but a handful of prospective buyers are ever likely to venture on a race track with the new BMW, they perhaps should just to discover how the various driving modes serve to alter its character.
How much fuel does it consume?
BMW claims an average consumption of 10.7L/100km for the M5 Competition.
Is it enjoyable to drive?
For such a heavy and large car, the on the limit adjustability in both MDM 1 and MDM 2 modes is nothing short of breathtaking. Like all M-cars these days, the DSC (Dynamic Stability Control) system can be switched off completely, and with all that power and torque on tap at little more than idle, it doesn’t take much to send it into a lurid tail-out slide on the exit to corners. When you do, there’s sufficient control to hold the slide and power out of the corner when a hand full of opposite lock.
Initial impressions at an altogether more conservative pace on public roads suggest there is not a great deal of difference in on-road feel between the latest M5 and the new M5 Competition. Yet the longer you drive it the more you come to appreciate the subtle nuances in character that make the latest iteration of BMW’s original four-door performance sedan a more sporting proposition than its standard sibling.
The steering, for one, feels more direct and enthusiastic. The mapping and ratio of the electro-mechanical system is the same, but the increase in camber and lowered suspension imbue it with added sharpness and eagerness to self-centre if not a great deal more feel or communication.
You notice the added stiffness brought on by the upgraded suspension, but tweaks brought to the adaptive dampers do a wonderful job of isolating the cabin from poor surfaces. Indeed, the upgraded suspension provides a rare combination of handling dexterity and all round compliance.
It also provides the M5 Competition with added body control. There is greater resistance to lean in corners and float over undulating roads than with the standard M5. It feels keener and better tied down, though never harsh or over wrought. There’s wonderful balance and even greater finesse, allowing you to place it exactly where you want it on the road.
Does it perform as you expect?
The new M5 Competition is the car the latest F90 M5 should perhaps have been from the very outset. That it delivers a more compelling driving experience than its standard sibling is beyond doubt. The question is: will prospective buyers be prepared to folk over the added $30,000 its edgier character commands. BMW’s M division seems to think so, and after driving it both on the track and on public roads, we’d have to agree. Given the finances, it’s the M5 Competition we’d be happiest to drive away in.
2018 BMW M5 Competition Price and Specifications
Price: $229,000 (plus on-roads)
Engine: 4.4-litre V8 twin-turbo petrol
Power: 460kW at 7000rpm
Torque: 750Nm at 1800-5800rpm
Transmission: Eight-speed automatic, AWD
Fuel use: 10.7L/100km