BMW M5 Concept
The latest BMW M5 uses turbocharging for the first time, which has helped to achieve 25-30% improvements in fuel economy
- Published in Vehicle Development.
Out with the old: The 5.0 V10
Biermann was unwilling to reveal too many technical specifics. Journalists were not even allowed to view the underside of the car. “We are not showing beneath the car as there are developments we don’t want you to see yet,” he said. In a separate presentation, though, BMW did show a concept version of the outgoing BMW M6, featuring active underbody aerodynamics that altered as a coefficient of speed.
He did expand one detail: “The steering is special – it is different to a regular F10 5 Series,” he said. Base models use energy-efficient electric power steering, with an active steering function as an option. For a more sporting feel, the F10 M5 may use a variation of the hydraulic system used in the 7 Series luxury sedan.
Carbon fibre is expected to be used on some body panels: BMW already has established production expertise in carbonfibre composite roof panels and composite front bumpers, fenders and hoods. But for Biermann it is the front-end design architecture that is of more relevance.
“We need a massive airflow for this engine! Feeding air into it, while still ensuring sufficient cooling feeds for the brakes, has been a challenge: the front end is thus highly optimised with huge, voluminous air inlets that are as broad as possible,” he said.
Biermann is unwilling to discuss rival benchmarks for the new BMW M5. “The M5 is the boss. If you create a segment, it’s hard to find other benchmarks: it’s difficult when you are the benchmark,” he said. “We have thus not seriously analysed rivals, as we have a clear idea about what an M5 should be.”
Biermann said BMW has matched normally aspirated competitors’ ability to reach high revs, despite the presence of the turbochargers. “Our limiter is set at a similar level to normally aspirated rivals – those who claim that their engines are high-revving. Usually, you get either/or; never both.”
Biermann is confident this breadth of the V8’s operating range will give it a key advantage over the competition. It will not, however, be as aurally extreme as rivals. “M does not focus on sound as much as others do. Sound is nice, but we don’t give anything up for it,” he said.
External pressures made the previous M5 into a V10 roadracer. Now, they are turning it into a greener, more rounded machine – but still with the M genes intact. “The new M5 is more fun on a racetrack,” said Biermann, “and it is faster than the old car.” Just because his engineering team has made the M5 more socially acceptable has not, he said, stopped them from making the M5 even more potent. Later this year, we shall find out how much more.
