2006 BMW M5
Sunday, March 5th, 2006
Despite the tech barrage, the 2006 BMW M5 remains the benchmark for performance luxury sedans. Drive it at even seven-tenths and it’s clear this Bavarian beast will rip out the lungs of all challengers, including Cadillac’s STS-V, Mercedes’ E55 AMG and Audi’s RS6. According to BMW, the M5—whose handling and braking prowess impress as much as the engine—can hang with Porsche’s 911 around the Nordschleife.
The driving experience is 911-ish, too, at least in spirit. The BMW bonds with its driver more than any competitor, due largely to sublime yet aggressive suspension and steering tuning. The electronically controlled suspension, no matter the stiffness level, gives big grip and just as much feedback. In concert with non-active steering and sticky 19-inch tires, it gave us more confidence than is normal when strapped to 500 hp.
High-speed drifts and slides are controlled with ease, and throttle-steering is effortless and takes advantage of the car’s predictable and progressive breakaway character. Moderate side- ways trajectories can be corrected with quick flicks of the steering wheel rather than big throttle lifts, making it easy to hold slides without fear.
First off, forget about P400, which provides 400 hp on startup. BMW says the P400 mode is more comfortable and fuel-efficient than P500 (500 hp) and P500 Sport settings, but it is no trouble to unleash full power smoothly in either of the higher two. The power comes fast and hard, and is most evident as the V10 stretches its legs in third and fourth gears. U.S. cars don’t get launch control, but you can smoke the tires off the line simply by stomping the throttle.
We saw only small improvements in fuel economy between P400 and P500, attributable in part to variations in road speed and driving style. The difference is less noticeable than the forward surge felt when switching to 500 hp on-the-fly, reason enough to go permanently with the maximum.
The value of the seven-speed Sequential Manual Gearbox (SMG) is less clear and caused the most consternation among editors, one asking, “Who really needs 11 shift modes?”
While this new transmission—the first intended as an SMG from inception—makes a great leap in comfort over its predecessor, we miss the involvement that comes with a traditional H-pattern shifter and clutch pedal. The good news is that BMW of North America (and its dealers) has convinced Munich to offer a six-speed manual, but it won’t arrive until fall 2006.
As is, we found the SMG’s upshifts in automatic uncoordinated and lurchy, regardless of shift speed. The same goes for the manual’s three slowest speeds. With settings No. 4 and up, shifts come fast and sharp. Slight throttle lifts as you pop the shift paddle result in smooth cog-swapping, but ultimate performance comes from dialing up the fastest setting and keeping the pedal planted. The ensuing shifts are brutal yet addictive, if only because they break the rear tires loose in second and third gears.
Ultimately SMG and other gizmos make us feel like we’re sitting in a video arcade. Perhaps that is also the best way to think of the M5 overall: as a racing game that requires you play for hours in order to unlock the best cars and tracks. It’s infuriating until you do, but play long enough and you’ll never want to stop.
The fourth generation of BMW’s super sedan has been on sale in Europe for about a year, so America’s wealthy car nuts have had to wait, and that pent-up anticipation is driving up prices. Despite the M5’s $81,895 base price, which includes a steep $3,700 gas-guzzler tax, it appears that buying one for that price is impossible. At least for awhile.
Nevertheless, the 2006 M5 is so good, we say break the bank and pay whatever it takes to get one as soon as possible. Sell your kids into servitude if you have to, just get one. Trust us when we tell you, the first time you take it to redline in all seven of its forward gears you’ll forget what it cost you.
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