New BMW M5 review, test drive

Known as the F10M, this is the first M-car to get its own internal designation. This new M5 comes from a long line of illustrious predecessors starting from the E28 M5 of 1985. But the latest M5 is different – it’s the first one to feature fewer cylinders than the one it replaces. BMW also says that about 80 percent of the components on this car are either completely new or heavily modified. The M5 uses hydraulic power steering and a strong and light suspension. Like the standard car’s chassis, it’s made up of double wishbones up front and multi-links at the rear. Brakes come in the form of massive 400mm discs and six-piston calipers up front and 396mm discs at the rear, with sticky Michelin Super Sport tyres on optional 20-inch rims to control it all. Sheer mass is the only minor disappointment on the spec sheet – the M5 weighs a rather portly 1870kg. It’s important to know that the M5 doesn’t have a spare tyre, and neither does it have run-flats like other BMWs. So you only have a puncture-repair kit to rely on – not good.

So, how will the neighbours know you’ve bought an M5? Well, they’ll have to look for the quad exhaust pipes sticking out of the back, the un-missable 20-inch rims and the discreet M5 badge on the boot lid. Other hints include the tiny spoiler on the boot, the aggressive chin, the extended side sills and the chrome vents on the front wings. Some might be disappointed with the lack of visual flair, but M cars have always been discreet and this characteristic has always been part of the appeal of the M5.

Also watch: We drive the new BMW M5 on the Buddh circuit