BMW M5 Competition (2018) International Launch Review
BMW is clearly no longer content to launch fettled versions of its M models towards the end of their respective product cycles. Hot on the heels of the 6th-generation M5 super saloon, which we reviewed recently, comes a beefed-up Competition derivative. Has BMW managed to its 2-tonne 'bahnstormer into a pukka sportscar? Let's find out.
What is it?
BMW is clearly no longer content to launch fettled versions of its M models towards the end of their respective product cycles. Hot on the heels of the 6th-generation M5 super saloon, which we reviewed recently, comes a beefed-up Competition derivative. Has BMW managed to its 2-tonne 'bahnstormer into a pukka sportscar? Let's find out.
The BMW performance hierarchy looks something like this now. At the bottom you have M Performance models (M240i, M550i etc.), then above that, you get the regular M cars (M3, M4, M5 etc.), above that comes the Competition models, which are further honed variants of the regular M cars. Right at the top sits the CS or ClubSport range, of which currently there is only the M3/M4 CS. That's the simple version anyway.
Is the M5 Competition one step too far?
The M5 Competition develops on the M5 with 19 kW more power (460 kW) and a 200 rpm higher limit on the maximum torque band. Dynamically it also benefits from a 7 mm ride height drop, 10 percent stiffer suspension and more negative camber on the front wheels.
The result is a 0-100 kph sprint time of 3.3 seconds and a 0-200 kph time of 10.8 seconds. BMW reckons that 200 kph benchmark could be easily improved on a good surface.
Do I need a track day-limousine?
Probably not, but considering that South Africa is one of the top 5 M markets (by M market share) in the world, there’s a good chance it will find a fair few buyers down here. It does have a sports exhaust as standard with a quiet mode for keeping the neighbours happy after hours.
Blacked out name tags mark the Competition M5.
You do have to wonder why BMW would further enhance the already bonkers M5 with more sporty behaviour and stiffer springs for what is essentially a freeway brute. The answer, came quickly as I exited the pitlane at the Ascari race track in Spain, nudged up behind BMW Junior ace Marco Wentzel.
The sum of the changes is more...
The 19 kW of extra power is almost unnoticeable in comparison to the other changes made to the chassis. The lowered ride height has improved the balance in the Competition. It no longer dives as heavily under braking or lurches when you hammer the throttle out of a corner. It sits much flatter almost as if it has a front to rear anti-roll bar system keeping it level. That’s also probably why it doesn’t feel that much more powerful, the sensation of being thrown back into your seat is lessened with the lower and stiffer ride.
Small changes have really had an effect on the M5 Competition.
The camber change has had a notable effect, probably more than any single modification on the Competition M5. It absolutely dives into corners, a flick of the steering and the front end whips all 1.9 tonnes into the apex as easily as if were dismissing a waiter at Cafe Caprice.
It’s remarkable that something that weighs so much can shift direction so quickly. The only reminder of the weight is the chunking of Pirelli PZero tyres as slabs of rubber are discarded and flung around the track. After about 7 flat out laps on the 20-inch lightweight wheels, the tyres were toast, thankfully BMW had ordered a Pirelli tyre changing factory to accompany us to Ascari. They were certainly kept busy with the rate of wear at the 22 corner circuit.
And out on the road?
Back out on the Spanish roads surrounding Ascari, which are precariously narrow as they squirm their way around the hills near Malaga, I was a little weary of the M5 Competition’s size. At nearly 5 M long and 2 M wide, its size is undeniable.
Did I mention the roads were narrow?
Still, with the 4WD Sport selected and DSC set to ‘catch me 1 tenth before death,’ I set off. As it had impressed on the track the M5 continued to deliver its breadth of talents on road. If anything, it’s actually better on road, you’re not at a speed where you can chunk the tyres, but you can get the most out of the new, sharp front end. It doesn’t feel any harsher or crunchy on the tarmac than the standard model either. It’s incredible, as I wound my way around the tightest of mountain passes, how quick and eager the 2-tonne heavyweight was to turn into an apex or swap from one direction to the other.
It baffles the brain how it does it. And the 4wd system only adds to that confidence as you exit hard the throttle without a peep from the rear tyres. In this circumstance, you want something secure and dependable on the rear, especially when full throttle delivers 750 Nm. A lively rear end doesn’t enhance the experience here, it puts the fear of God into it. On a circuit, there you can play with the 2wd mode.
Verdict
Lightweight wheels and Pirelli PZero tyres, they last about 10 laps at pace.
The M5 Competition may just be what the M5 should have been all along. The standard version, as rapid and dynamic as it is, tries too hard to be a brutal Autobahn cruiser and a dynamic-handling executive sedan simultaneously... Despite its valiant efforts to perform both roles equally well, it arguably fails to master either of them. By contrast, the M5 Competition is a "super-sportscar-saloon", but no less accomplished as an everyday car.
Whereas the Mercedes-AMG E63 S amazed us by what it could do despite its considerable heft, this M5 Competition takes it a step further. We’re totally in awe of how the small changes that BMW has introduced to its super saloon have altered the car’s character so distinctly. What's more, we're nothing short of amazed by how the Bimmer belies its gargantuan proportions to carve up mountain passes with the greatest of ease.
Compared with its standard sibling, the M5 Competition is much better to drive on a track, but we hasten to add that we doubt any set of road-legal tyres would be able to withstand the physical strain of delivering repeated (and consistent) hot laps when shod to this 2-tonne sedan.
We wait to see how the newcomer will perform in our unique conditions here in SA, but the wait won’t be long: it's due here in September 2018.
Pricing
Upon its arrival, the BMW M5 Competition will retail for R2 062 306.50, which included emissions tax and a 5-year/100 000 km maintenance plan.
https://www.cars.co.za/motoring_news/bmw-m5-competition-2018-international-launch-review/45372/
he/she took off gradually when it we got Green and took it very easy all the way until we both turned off in opposite sides. No revving or any drama.
