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Interesting take on the 6sp manual of the new F10

14K views 41 replies 19 participants last post by  Gpg1965 
#1 ·
I couldn't agree more because I feel the same way about the e60 m5, built around S85, the SMG is the way BMW intended the car to be.

flamesuit on hiha

2013 BMW M5 6MT [w/video]

American automotive enthusiasts are a crazy bunch. While the rest of the world embraces quick, innovative and efficient dual-clutch automated gearboxes, a good portion of Yankee gearheads still scream for old-school manual transmissions. Despite all of the inadequacies with driver-directed gear changes, car nuts still enjoy rowing their own gears.

BMW tried to force enthusiasts into a single-clutch semi-automatic transmission when it launched the E60 M5 in 2005, but enthusiasts (and the automotive press) wailed so loudly that the Germans reversed course and delivered a six-speed option to the North American market. While performance actually dropped with the manual gearbox, its arrival quelled a rebellion.

The all-new fifth-generation 2013 F10 M5 debuted last fall with a standard – and much improved – lightning-quick dual-clutch transmission. But rather than send North American enthusiasts into yet another frenzy, BMW is adopting a conciliatory tone, offering buyers in the States the chance to opt for a manual gearbox at no additional cost.
....

The 7DCT required almost no operator input on the track. We adjusted the M Drive and M Driving Dynamics Control controls to their Sport Plus settings, put the shift mode to its firmest configuration in the paddock and then enjoyed time on the racing circuit whipping the steering wheel and playing footsies with just two pedals. The computer-controlled gearbox cracked off beautiful shifts, up and down, and the exhaust blipped and burbled every opportunity it found. In the odd chance that boredom set in, steering wheel-mounted paddle shifters allowed manual user input. While Bill Auberlen (BMW's M3 GT winning factory pilot) may be quicker with the M5's 7DCT in manual mode, we were quickest allowing the transmission logic to manage shifts as we focused on turn entry and braking zones.

The 6MT is the flip side of the coin. Instead of just piloting the M5 around Laguna Seca's famed circuit, we were very involved as all four of our limbs were tasked with an individual role. The 6MT required us to become an integral part of the car – both microprocessor and hydraulic actuator – and our attention had to be diverted from the apex and exit markers to get the shifts just right. We were plenty quick in the 6MT (thankfully, gobs of torque allowed the M5 to run most of the track in third gear), but we lost precious time on a few shifts and had to really concentrate on nailing the downshift into second gear at Turn 11. It was also much more nerve racking flying one-handed through Turn One at 100-plus mph.

Speaking purely on a mechanical level, the 6MT lags behind the 7DCT. While there is nothing physically wrong with the manual box, rowing one's own gears is based on a technology that peaked in the mid-1990s (think Acura NSX, Mazda MX-5 Miata or Honda S2000), and it really isn't going to get any better. The automated dual clutch, on the other hand, continues to improve with each generation and subsequent software update.

Simply put, BMW's F10 M5 was designed with the 7DCT in mind. The automated gearbox is capable of ripping up and down through the gears endlessly before taking the Autobahn home at a sustained 190 mph. In sharp contrast, and whether North American enthusiasts want to admit it or not, the M5's 6MT is a Frankensteinian adaptation to the platform incapable of handling the same stress as its dual-clutch sibling – that's a fact.

Our street drive revealed more about the 6MT than we were able to ascertain on the racing circuit (it is impossible to notice subtle qualities while driving at nine-tenths, with a helmet over our head, playfully chasing other M5s). We noticed that the M5 manual gearbox rev-matches on downshift when in certain modes (just like a Nissan 370Z). It works well, and the feature likely adds life to the clutch plate itself. We also noticed how much heavier and more massive the high-performance sedan felt when we were tasked with shifting. Lastly, our tooling around the Monterey Peninsula exposed the gearing as being a bit too tall for America's low speed limits.

It isn't easy to build a manual gearbox for a daily driver sport sedan strong enough to handle 500 pound-feet of torque (that kind of insane twisting force used to be reserved for race cars) and make it last 50,000-plus miles. We expected a heavy clutch, but the hydraulically assisted pedal felt unsubstantial and springy. Sadly, those qualities made engagement feel unnatural. The gear selector is well placed, but its movement was typical BMW – a bit notchy and not entirely precise. On one positive note, the light clutch made departing from a standstill easy and shifting while on-the-fly was effortless. Yet overall, something was missing. It was our smile – the 6MT wasn't very entertaining.

We were honestly a bit deflated by our BMW experience. The M5 is an impressive four-door supercar with the 7DCT, but the 6MT erases much of its fire. The manual gearbox delivers slower acceleration, reduced fuel economy (despite what the EPA prints) and, while we might be willing to give in on the numbers a little for an enhanced connection between car and driver, our time with the manual suggests its characteristics will frustrate more drivers than it will satisfy. While our enthusiast-rich blood craves involvement, in this particular situation, it became painfully clear that the computer-controlled 7DCT is the M5's better transmission.

And for those stubborn manual gearbox enthusiasts, we offer a bit of advice: Go find a nice used E39 M5. Its S62 eight-cylinder mated to a 6MT made it of the most engaging sports sedans ever. Then smile.
 
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#4 ·
Interesting take on 6sp

Fuddy, no fear here, not gonna flame you. I just perfer a six-speed in all my performance cars whether domestic or foreign, nothing more or less. I guess it will simply be that way until BMW stops making manual transmissions available. Simply a personal choice irrespective of the model. For now, I am pleased that BMW has given the consumer a choice. You make the purchase based upon the vehicles intended use and ultimately what will make you happy. I harbor no animosities toward those who have an SMG or DCT. We are all "enthusiasts" with various tastes in performance desires. Perhaps in the future, I'll be fortunate enough to own an F-10 M5, but it will be one with a manual transmission. But in the meantime, the infamous words of the late Rodney King echo in my head. "CAN'T WE ALL JUST GET ALONG?:dunno:" Just say'n.
 
#5 ·
I have had both so really can't complain about either, but I do like paddle shifting. Would love to have a DCT in my SMG E60 ;(


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#20 ·
Yes but the point for me is - I don't care about faster or more consistently...it's the feeling of connection, to having that engaging experience, the feel of that perfect shift, the raw old school rowing of gears (especially in such an advanced car), manually rev matching, dumping the clutch and exploding off the line...I love that stuff.

If the only thing people cared about was speed of shifts, then NOBODY would be driving a true manual.

And yes, the fact that BMW still offers a manual and always has is just one indicator of how it is more of a driver's car than Mercedes ever will be.
 
#7 ·
Funny I saw this article and it made me want to get an F10 M5 MANUAL......

BMWBLOG Drive Review: 2013 BMW M5 with Manual Transmission

M5 Manual. Those words go together like a few other familiar duets: horse and carriage, peas and pod, red and Ferrari, liar and lawyer. They just look right, somehow, beside each other. The first three generations of M5 were available with nothing but hand selected gears; the latest is rarely delivered with such homage to tradition. Times and tastes, it seems, have moved on.
We flew to California to determine what makes for the best M5: semi-auto or hand selected gear change. Our verdict may lift eyebrows.
It all felt so familiar, slipping in behind the wheel of BMW’s M5. Several months had passed since our exploits on Spanish roads and raceway, but the nostalgia had not burned off. Indeed, the M5 is a very special car – one that grows on you and slips an arm around your shoulder. It befriends you and says, “we can have some fun together,” but you notice one eyebrow slightly lifted and a mischievous tone. Did I mention it’s a decidedly sexy voice? Yes, the M5 is that kind of friend.


It was up to its old tricks once I got behind the wheel in the parking lot at Laguna Seca raceway. The same sexy voice, the same exotic persona. I’m not complaining. I first drove the manual M5 on the street, but let’s skip to the track and come back to the pedestrian bits later.
Walking up to the M5, you are always cognizant of its size. It really does cast a huge shadow – now larger in dimension than several previous generation 7 series sedans. Once behind the wheel, the car feels a bit smaller, but looking out over the hood and through your mirrors, it still feels large. Press the start button with your left foot deep in the clutch and the engine fires up, settling to a semi-audible hum. The stick slots into first gear with a pleasantly notchy yet well-oiled resistance, and we’re off up pit lane.
Of course, the handling and dynamics are identical between the manual and dual-clutch equipped cars (dual clutch transmission or “DCT” for short), save for slightly longer shift times and very modest weight savings, of course. So I’ll dwell on the difference in feeling and persona rather than outright performance, which we’ve comprehensively considered in our race track review from Ascari race circuit in Spain.


The DCT equipped M5 shrinks around you the moment you unleash it, shrinking further and further around you as you continue to lap, until it seems you’re in the cockpit of an M3. The manual M5 takes this illusion to David Copperfield levels. Focus on your line, dial in more throttle, more brakes, more apex speed, and soon you’ll feel like you’re piloting a 1M. The extra driver involvement brings back the old-time romance, the gentleman’s racer, the gratification of nailing a fast lap with all four limbs in play.
This is not to say that the DCT equipped M5 is not romantic – it still dances with you through corners, but the manual M5 puts on some Frank Sinatra and pours a glass of champagne.
The six-speed manual is precise and pleasantly notchy through all six cogs, the shift throw feels good, and the ratios feel about right – each of them making the most of the M5′s massive power. Clutch resistance is light to my taste, particularly in a car of such sporting intentions – but when turning in quick laps, you quickly forget about such tactile tastes and get on with the job using what you’ve got. It works, and well.

Of significant importance: the pedals are placed perfectly for heel-and-toe downshifts – you can heel-and-toe all day long without spraining a hip. Special mention goes to BMW’s standard floor-hinged throttle pedal – it makes quick work of a throttle blip with great ergonomics.
A funny thing happened exiting Laguna Seca’s final turn: I threw the car in and caught the slide, drifting to the exit – but after redlining second gear and grabbing third, I found myself with the tail back in line. I missed the simple drift-extending ease of a DCT upshift mid-slide, hence the manual M5 proved itself a little less of a hooligan – at least when it comes to drifting exercises.
Also missed was the stunted “burp” between shifts that exits the exhausts while making full-throttle upshifts in the DCT M5. This sound certainly adds to the occasion, as does the lightening quick shift – if a bit delayed from input to completion. The DCT shifts very quickly, but not in sync with the paddle shifter. We applaud Porsche for getting it right with their PDK transmission: even the push-pull button actuation (which we strongly dislike) delivers instantaneous shifts where the M5 has some time lag. Yet again, I’ll illustrate it this way: when grabbing another gear in the M5, my fingers are back off the paddle before the shift begins. In the Porsche, as the paddle clunks into its depressed position, you feel the shift taking place.
Lap after lap, the M5 felt great, planted, fast. It felt natural to be rowing its gears, and what I traded in driftability, cool noises, and faster shifts, I gained in driver involvement and feel. I suppose, in a ‘fun-factor’, it’s a wash.


That brings us to our first moments in the manual M5 on the roads around Laguna Seca. I was off on a mission to determine how the manual M5 feels during normal driving. Having a manual, it immediately occurs that the M5 should feel extremely sporty, and it doesn’t. Setting off from a standstill, the very light clutch resistance feels at odds with the car – my notion is this: if you’re going to give it a manual, go all the way and give it a satisfying, stiff clutch. Yes, the downtown executive sort will whine that it makes their leg sore in stop and go traffic. But guess what: none of those buyers will order their M5 with a manual in the first place. I suspect a greater percentage of manual M5s will see track time and extreme back-road blasts than their DCT equipped brothers, therefore I suspect that most manual M5 buyers will agree that the clutch resistance could have been turned up a few notches.
That said, the gearbox feels great and the ratios are also well spaced for the road. Pulling the DCT paddles around town feels absolutely silly and redundant, hence you leave the DCT in automatic mode the vast majority of the time. This quiets down the M5 because the 4.4 liter’s titanic 500 lb-ft of torque comes on around 1,500 rpm, not far above idle, allowing the 7-speed to short-shift and mute the M5′s sound. If you want the engine to be audible, you’ve got to pull several downshifts just to hear the engine rev up. But doing this around town with the windows down makes you a total wanker searching for attention, looking at who’s looking at you. It all feels rather awkward and contrived.
The manual, on the other hand, has no such egotistical dilemmas attached. Like in any manual, you shift when it feels right to shift, and you predominately make that judgment based on sound. Hence, you tend to drive the car a bit more, even around town, because you’re always revving a little higher through each gear. In some way, it makes for a more exciting car. Yes, your fuel economy suffers, but if you are concerned about fuel economy whilst driving an M5, you have clearly made a poor purchase decision. Find yourself an M550d and learn how to draft.
Like on the racetrack, the manual M5 feels exciting and engaged while carving up back roads. But when the fun is over and it’s time for simple transportation, the manual M5 feels awfully out of sorts. After switching the steering feel, suspension damping and throttle response to their comfort settings, the supple luxury, quiet interior and soft ride felt at odds with the manual gear change. No matter how gently and smoothly I rolled on the throttle and released the clutch, I could never match the near-imperceptible, automatic-like shift change of the DCT.

The M5 has been lauded for its two-car-in-one adaptability. When equipped with the DCT, it only takes the press of an M button to turn the M5 into a raging sports car, chomping at the bait, eager to unleash tire smoke, g-force, and speed; a press of the second M button and it settles down into a relaxed mood, ready to lazily lumber around in no hurry.
The manual-equipped M5 shows no such duality. It’s always the sports car, lunging forward through each gear, tugging on your passengers during downshifts, climbing to higher engine revs and making more engine noise all the while. Is it less of a car for it? I suppose that depends on what you expect of your M5. If it’s a Sunday driver, a track toy, a collector car – the engagement and romance of the manual is likely to win you over. But if your back-road blasts, track days and drift sessions are punctuated by grocery runs, soccer practice, and daily commutes, I say buy the DCT. You’ll have struck a shocking bargain: you’ll have bought a slightly shrunk 7 series and an M car, all in one.


 
#8 ·
"But if your back-road blasts, track days and drift sessions are punctuated by grocery runs, soccer practice, and daily commutes, I say buy the DCT"

I so want a DCT now......:1zhelp:
 
#11 ·
I owned a E39 M5 & the 6-speed manual was a great fit, seemed almost as perfect a fit as my Z06 is with a 6-speed.
My M5 is a SMG & my M6 is a 6-speed. Every time I drive the M6, I feel so not connected to the engine & the car. The SMG works so great with the engine & the gearing is superior.
I was hoping that the 6-speed in the new F10 would be a great fit due to the low rpm & high-tq engine, as opposed to the DTC~ which I feel is too much like an automatic. I'll reserve final judgement until I drive one, but its sad to read that the car feels disconnected with the manual, again.
 
#12 ·
Always wanted to ask but you do lose launch control in a manual?
 
#15 ·
I guess the only thing we can agree on is that it is nice BMW offers both transmissions, because we look for different experiences behind the wheel. I see merits to both, but can't have either right now!
 
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#16 ·
As the car gains more weight, technology, and turbos the DCT is going to make more sense. Will have to drive for myself. My next goal is to get a 2007 M Coupe to add to the M5 6-Speed. A few years after this perhaps I can pull off an F10 to add to the mix. Would love to add a DCT F10 with other manual M cars, they each have pros and cons. The DCT F10 has a great automatic mode so it would be very convenient in certain situations.
 
#18 ·
At least BMW kept the six speed, Merecedes doesn't even offer any of their cars with manuals anymore.


Lol, made me chuckle.
 
#19 ·
I'm looking forward to driving a f10 6mt.

The manual, on the other hand, has no such egotistical dilemmas attached. Like in any manual, you shift when it feels right to shift, and you predominately make that judgment based on sound. Hence, you tend to drive the car a bit more, even around town, because you’re always revving a little higher through each gear. In some way, it makes for a more exciting car.

Which is EXACTLY how you should drive.

The manual-equipped M5 shows no such duality. It’s always the sports car, lunging forward through each gear, tugging on your passengers during downshifts, climbing to higher engine revs and making more engine noise all the while. Is it less of a car for it? I suppose that depends on what you expect of your M5. If it’s a Sunday driver, a track toy, a collector car – the engagement and romance of the manual is likely to win you over.

I plan on driving my f10 (just like my other M's) with all four of my limbs and three pedals.
 
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#25 ·
No need to argue as people with manuals will defend it and those that have paddles will defend theirs. I drove stick for 20 years and there is nothing to it really, took me all of one day to master shifting points and clutch control and such.


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#29 · (Edited)
I'm more of in agreement with the OP's article.

With the manual you lose the dual personality that the DCT makes the F10 M5.

I have the DCT and it may well be the best transmission I have ever used. It is super insanely smooth and in the fast mode is ridiculluloulouosly fast!

I've never owned an E39 M5, but I can imagine that car is heaven to drive with the manual. The manual just seems so right for the E39 M5. The E60 and E63's manual were definitely Frankenstein, but I would rather have the manual in those cars because of the gamble you are making with the SMG's pump and/or clutch.

For the F10, to me the manual transmission looks out of place. Also they used the same shift knob as the 1///M, which kind of bothers me. They should have made it different for the F10 M5, but then again I complain a little bit that they made the DCT knob the exact same one as the SMG III. A little lame to me. Not only that but in the F10 with the manual, you get that stupid removable tray like in the F30, and they moved the buttons around and the cupholders around, which look not well organized on the lower console.

When I get a chance I will drive the F10 with the 6 speed manual and offer a comparison to the 7DCT.
 
#33 ·
I heavily weighed the option of getting my m6 as a manual but it really felt so poorly matched to its powerband I couldn't stand it. I'd rather stomach the repair costs than get a gearbox that wasn't designed for the motor. The e60 manual was pulled directly from the 550i wasn't it? And after owning a z4m, where my biggest gripe was the manual, which was also a non m tranny(3.0i tranny) I vowed not to get a BMW that wasn't designed as a whole.

Btw that dct tranny coupled with a turbo powertrain is amazing. It holds boost through the shifts unlike the manual! Which accounts for a lot of its acceleration gains
 
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#34 ·
I believe that the e60 6 speed was taken from the e39 M5, not the e60 550i. I have only driven the DCT in the M3 and it was extremely impressive. The SMG in the M5 is fun and impresses with its speed and rev matching, but for everyday driving I would simply miss rowing my own gears. I do have to say, though, if I move on to the F10, it will be a VERY hard decision assuming the DCT is as good or better in that car than it is in the current M3.
 
#39 ·
Found another Article backing up the hated by many 6MT for M5......

BimmerFile » Archive » Review: Rowing Gears in the New M5

Rowing Gears in the New M5


Last year we had the privilege of driving a European specced M5 in beautiful Andalusia, Spain and were more than impressed. On the Ascari racetrack the DCT equipped M5 was more than capable but felt overly heavy and too big to be tracked regularly. So how can what seems to be a less than intimate car become more engaging and enjoyable?

By featuring a third pedal on the floor and a stick on the console that allows drivers freedom to choose whatever gear they want, whenever they want it. Last week at Laguna Seca we dusted off our driving shoes for some heel-toe love and were shocked by what we found.

We questioned the rationale of BMWNA bringing the M5 in a manual when it was announced earlier this year because there are so few that would check that no-cost option box and the M5′s current size makes a manual seem out of place on the track or the street. Not to mention the clientele of this car. Who wants to be stuck in traffic trying to shift gears with colleagues or prospective business partners questioning why you don’t have an automatic (what are you poor or something?).

We were wrong on some levels. Yes, we just ate crow.

The six speed manual box is in basic form the same as that in the 550i. It has heavy duty upgrades for the hydraulics and friction surfaces making it able to withstand the abuse the 560hp S63Tü V8 deals out. To our surprise the bloody thing automatically matches revs. Going into the first turn after pit out as we were amidst some heel toe magic the car did it much better than we could have on its own. The rev-match occurs for all downshifts (and double de-clutch downshifts) from gears 5 to 1, except when SPORT+ engine mode is selected. As M fans know, SPORT+ is where the fun lies but it is now also the “blip it yourself” mode.

The throws are a bit long but the engagement and action are crisp and precise. It is far less notchy than the box in the current M3, and the shift from 1-to-2 doesn’t require that slight hesitation to have a clean shift. The clutch pedal is light but the take up is what we’ve become accustomed to in M variants. The rev matching is so good that you can flake out and shift mid corner without disrupting the chassis- It can happen, especially when you drive countless laps in a DCT then switch rides.

The M5 has historically been the bad boy sedan, the sleeper race car for those that want speed, luxury, four doors and a real back seat. Those qualities remain for the most part with the current car but the level of driver involvement and increases in refinement have most certainly changed. As the 5 Series has grown, the intimacy with road has decreased partly because of the size but mostly because of the weight.

In Europe the M5 makes perfect sense on the high speed autobahns; it is luxurious, comfortable and is as fast as schnell. It is the original “Bahnburner.”

Where the waters get murky is in the US, where it is not even equipped with adjustable side bolsters (huge let down). Thanks to low speed limits and the notion that most owners will never track their car the fun level is not what it should be. Sure one can mash the right pedal for that pressed into the seat feeling while watching the competition remain in the rear view. But that loses its magic after a few less than close competitions. That’s where the manual comes in and actually ups the fun factor up a quarter turn towards bliss.

Some backroad twisties hitting the perfect shift is what the ultimate driving machine is really about, the speed is low but the thrill is high- that’s what enthusiasts can look forward to when not taking in track days. It’s all a bit sad really, the M5 has gotten so good and lost so much of its abrasive edge, that outside of high speeds on the autobahn or track time, nailing shifts is where the driver’s true skill and fun comes in.

The M5 is still a fast luxurious machine, with the six speed manual it is just more fun and engaging.
 
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#40 ·
I know I am beating a dead horse....but I want it to be tender......

BMW M5 Review

After 600 miles in the 2013 M5, your concept of automotive reality gets bent a little. And it’s not just the enthusiast that’s affected. My three year old daughter (unassisted) proclaimed it “the Machine” after the M5′s third day in the driveway. Then there were the neighbors I hadn’t spoken to in years who made their way over to check out the orange beast. And that’s just due to the car’s presence. Once behind the wheel of the 562 hp “Machine” one starts to lose grip on what is and isn’t possible when exploring the appropriate limits on deserted roads. Something modern fast cars tend to do as they make speed more and more unremarkable. But this particular M5 is different. It wears its soul proudly on its sleeve in the form of the (North American exclusive) six speed manual sitting in the middle of the console. A bit of old school in a sea of technology acronyms. A purposeful flaw in a car designed and engineered to be perfect— and is made all the more loveable for the addition. We’ve done track time in both the DCT and manual previously so with this week-long test we wanted to throw the real world at the M5. Commuting, child-seats (Recaros of course) and even a road trip thrown in for good measure. But our first experience was what this car was made for. I first locked eyes on our Sakhir Orange M5 at the O’Hare valet after stepping off a flight. Its first task? Making use of those 562hp and four doors to transport business colleagues to the office and then out to dinner. Heated seats and supreme comfort all around, the M5 tackled the thick Chicago traffic and driving rainstorm as well as any luxury car could. And when asked, it of course entertained the crowd with a few opposite-lock theatrics. This is the polarity that has defined the M5 since the 80′s E28. Equally effective as executive transport or as track weapon, the M5 has been refined over the past three decades to the point of near perfect. With the 2013 F10M M5, BMW has further refined the concept of a four door sports car into something that feels almost impossible to fault. Until of course you step back and realize that any fault may lie in the perfection itself.
Enter the Manual: Putting the M Back in M5

Let’s get one thing clear. We like the M-DCT transmission in the current M3, M5 and M6. It does everything a modern flappy-paddle gearbox should with quick shifts, matching revs and seven ratios to play with. It’s faster and more efficient than a manual could ever me. Yet we were ecstatic when we managed to snag one of the rare manual M5s BMW had for the press. For one, it’s a dying breed and likely the last time we’ll see a manual offered in an M5. That’s us and not BMW talking. But it’s pretty easy to read between the lines when you realize that this transmission is only being offered in one market and they expect take rates to be decidedly lower than the previous M5. And it makes sense. It’s a flawed piece of technology compared to the M-DCT. It’s flawed because of its connection to the driver. Exactly why I loved it drive after drive. Yet it wasn’t love at first shift. It took a couple of days to gel with the light clutch which, after seven days, still felt at odds with the character of the car. But eventually I did come to terms with it and the sweet shifting six speed (a transmission that’s much less notchy than the one found in the current M3). The engagement point of the clutch was easy to find and power easy to modulate. And the ability to heel to toe, blip the throttle and quickly go from 4th to 3rd, 3rd to 2nd was all there.

With the new M5′s manual, BMW also introduced rev matching on downshift. For example, if you go from 4th to 3rd the engine will blip the throttle to match the revs ensuring a perfect transition from one gear to the next. It’s a cool feature but one that you have to get used to if you’re someone who enjoys doing the dance yourself. The rev-match occurs for all downshifts (and double de-clutch downshifts) from gears 5 to 1, except when SPORT+ engine mode is selected. As M fans know, SPORT+ is where the fun lies but it is now also the “blip it yourself” mode. And yes it’s defeat-able by turing all electronic aids off as well. For more on the manual M5 and its on-track habits, be sure to check out Michael’s review of the car at Laguna Seca.

562 hp of Engine.

We’ve reviewed this engine before in the M5, M6 and the engine it’s based on (the S63) in the X5 and X6 M twins. It’s big, heavy, laden with turbos (inside the “V” no less) and has a massive cooling system to keep it all in check.

But let’s look at some figures to better understand how the complexity of this powerplant creates simplicity on the road.

The all aluminum 4.4L twin scroll twin turbo engine has a 10.0:1 compression ratio to start with. But BMW M wanted a faster revving and more responsive engine while maintaining the incredible drivability of the S63. So they doubled the size of the intercoolers and added Valvetronic. This effectively gives the S63Tü 16 intake throttles.

M went the route of increasing efficiency by 30% rather than upping the power over the S63 in the X5M/X6M. That, coupled with the increased capacity of the now metal fuel tank, has increased range dramatically over the E60 M5.
The Secret Sauce of M

In the previous M5, the variable differential lock was controlled by the speed differential between the drive wheels. Basically a passive system activated by different wheel speeds. With the new M differential the M5 engages the diff proactively by means of an electric motor with downstream transmission and ball ramp. It’s a faster, more efficient system that almost felt like it could see the future in its reflexes. The diff combined with the suspension and general reflexes managed to make the M5 feels smaller than it is. And it seemed to shrink the more and more I pushed it. But crucially it also felt completely toss-able even at low-speeds – not something many a 4,354 lbs car can achieve. Oh and you can lay down some serious black marks as well. But all the smokey burn-outs in the world can only get you so far. Eventually you will find yourself in the twisties. Here the M5 delivers in spite of its 200 lbs weight gain over the previous car. Unlike the E60, the F10M isn’t dominated by an engine. It’s much more like the E39 in that it feels like the sum of fantastic ingredients.

First we start with a steering that is communicative, thanks to being hydraulic rather than electronic like the series production car. Naturally we’re not talking E28 or even E39 levels of communication. But when pushed, the F10M will subtly shrink around you. Whether it’s hustling through traffic or around a corner at a track the M5 will allow you to place it in a precise fashion with confidence. Compared with other 4,000 lbs super saloons that’s saying something. The suspension is of course variable with three settings. In general I found comfort allowed too much body motion and allowed less information back to the driver. Sport was spot-on for normal roads and Sport + gave up some comfort for a rigid, more controlled experience.

I found the steering (also with three settings) was a bit different. While Sport + gave you a heavier more purposeful resistance, it was the middle setting of Sport that seemed to deliver the right balance between more feel and the right amount of weight. On-center all felt great and neither seemed out of character like the suspension’s comfort mode.

Finally there’s throttle response. Let’s throw comfort out immediately because once you get used to either Sport or Sport + you can modulate your right foot to allow for plenty of comfort as required. The main difference between Sport and Sport + in the real world was that the surprisingly effective “auto blip” of the throttle on downshift isn’t operational on the latter. Call it a gimmick but I grew to love the consistency and predictability of the auto blip and therefore stuck it in Sport during normal driving.

All of this technology of course affects the three primary connection points with the driver; throttle, steering and shifting gears. With the DCT I’m left feeling like I'm a cog in the wheel of the “Machine.” In our manual equipped test car, I felt I was the brains and the muscle behind it all. It’s easy to dismiss the DCT as less than involving but I’m not so sure that’s 100% true. It’s a different kind of involving. The manual brings your focus to a difference level of engagement. There’s more to master. There’s more to solve. And yes, there’s more to worry about. But the satisfaction of getting it wrong, and then right, allowed for a connection with the driving experience and the car that I wouldn't have otherwise had.
Perfection That Isn't Perfect

The M5 (gasp) isn't perfect. In the US the M5 is not available with adjustable side bolsters (the kind I have on my 535ix wagon for God’s sake) and the manual is derived from the 550i’s and thus has a clutch feel that’s put to shame by a $20K MINI. And the elephant in the room (pun intended) is the fact that this is a big car. 4,354 lbs Big. As the 5 Series has grown, the intimacy with road has decreased in the M5. Yet the M5 delivers in all the ways it has since the E28. It provides the ultimate fast sedan experience by bridging the gap of racetrack to office better than any car I've ever driven. It can do opulent almost as well as it can hoon. In the real world this is a car that feels utterly invincible and yes, machine like. It may not deliver the pure M experience of a 1M or M3. But it does deliver on its promise to be the best sports sedan on the planet if you want driver involvement and real feedback to go along with the expected healthy dose of speed. We've confirmed it on the track and now we can confirm on the road. The “Machine” is still king.

I'm done.:M5launch:
 
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#41 ·
Can't wait to drive a f10 6MT! I'll let BMW work the kinks out before I decide if I add an f10 to the stable.

After reading that article, it reaffirms why I'm keeping my e28 m5, becuase it's the rawist and the original. And also why I'm keeping my e60 6MT, because it's the last of the NA v-10s.

The auto blip feature seems kinda cool, but I think it's cool the BMW lets us turn it off in sport plus. Personally, I think if you can't trail brake and heel-n-toe, you shouldn't be in an ///M. A perfect 4 to 2 shift is slowly becoming a lost art.

Thanks for sharing!
 
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