BMW - M5

A consonant and an odd number: M5. Simple enough, yet these two digits hold enough power to make just about any red-blooded car enthusiast mess himself. The previous generation M5 with its superb V8 and six speed manual transmission was, simply put, the ultimate sports sedan in the world. With its balance of refined luxury and its ability to embarrass the owners of some exotic sports cars, the M5 has definitely earned its place in the automotive hall of fame. If you were BMW, how would you go about replacing this modern legend?

A European Diary : 2004 Paris Motor Show
Last Updated: Aug 16th, 2006 - 11:01:00

Paris2004: V10 Powered BMW M5By Mike CervantesOct 17, 2004, 22:07
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BMW M5. Courtesy: BMW AGA consonant and an odd number: M5. Simple enough, yet these two digits hold enough power to make just about any red-blooded car enthusiast mess himself. The previous generation M5 with its superb V8 and six speed manual transmission was, simply put, the ultimate sports sedan in the world. With its balance of refined luxury and its ability to embarrass the owners of some exotic sports cars, the M5 has definitely earned its place in the automotive hall of fame. If you were BMW, how would you go about replacing this modern legend?

With a big old V10, that’s how! You also get controversial American designer Chris Bangle’s team to add a bit of lipstick to an already debate-provoking design. But screw what it looks like, let’s talk power. The new M5, according to the company, is the most powerful production vehicle in the BMW lineup. Considering this is a family of vehicles that don’t exactly have any problems in the power department, to be at the top of this gene pool is quite a feat. How much so, you ask? Think 507hp and 384 ft-lbs of torque out of this 5.0L beast with an 8,250rpm redline. That’s an increase in performance by over 25%, not to mention that this V10 tops the oh-so-wonderful 100hp per liter mark.
Lets talk nuts and bolts for a moment. The V10 features two banks of five cylinders arranged at a 90 degree angle with a crankshaft drive optimized for lower vibration and improved comfort. Because of the stress owners are expected to place on this engine, BMW went with a bedplate design for the crankcase – a first for any of the company’s production V engines. Grey-cast iron inserts are integrated into the aluminum bedplate to improve acoustics and ensure high oil flow. The high-strength crankshaft is supported by six bearings. BMW’s bi-VANOS variable valve timing system keeps emissions in check despite the engines high performance tuning. Each cylinder has its own throttle, the control of which is electronic and cylinder bank specific.
The exhaust system is made of seamless stainless steel with a dual-flow design all the way to the mufflers, where they exit out through M-trademark four tailpipes. In the United States, the M5 is expected to meet LEV2 emissions standards. Ionic current technology is used by the engine management unit to detect engine knock, misfiring, and combustion misses. Essentially, the system uses the spark plug as an actuator for the ignition and as a sensor for monitoring the combustion process.
Replacing the previous M5’s six-speed manual will be an all-new seven-speed (the world’s first) sequential gearbox, aka SMG. Considering the V10’s high-revving nature, the short-spaced shift times should allow the driver to wring the most out of this sedan’s 8,250rpm redline. This being an SMG transmission, an automatic-shift feature will be available for those times when you’re sitting on the 10 freeway, crawling your way into Los Angeles (which Southern Californians know is, basically, every day). As good as the SMG may be, you can imagine some diehards are lamenting the loss of a true manual transmission. However, when this beast goes from 0-62mph in 4.7 seconds (according to BMW), who really gives a damn? The 124mph mark is reached in a very quick 15 seconds while the top speed is an electronically-limited 155mph. BMW boasts the M5 could top out at 205mph if it wasn’t for the damn computer. Paging big, angry mob: Bill Gates needs you in room 5. Thanks.
As is all the rage these days, the new M5 has been tested on (and designed with input from what was learned on) the north loop of the legendary Nurburgring race track in Germany. The results are lap times of around 8 minutes. It should be noted that all M vehicles have been tested here, not just recent ones. Note to Cadillac, this one’s for you. Though this is essentially a 5-series on crack, no one will be able to say that this is just your ordinary 525i. All of the handling systems and electronic assistants have either been exclusively designed for the M5, or substantially redesigned from their more plebian roots.
For starters, there’s an exclusive variable, torque-sensing differential lock for optimum traction, especially coming out of corners. BMW’s Dynamic Stability Control (DSC) comes with two selectable driving styles: one similar to the typical 5-series, and the M Dynamic Mode that allows for sporting maneuvers while still standing by to save your sorry ass should things get a little out of control. Of course, DSC can also be deactivated at the press of a button. Likewise, the M5’s Electronic Damper Control (EDC) allows the driver to select three levels of electronic suspension tuning (comfort, normal, sport) – no longer does buying a sports car mean a constant kidney pounding ride. Unless, of course, you like that kind of stuff. The large brakes and twin-piston sliding calipers (similar to those in the 7-series) are expected to bring the M5 from 62mph to 0 in under 36 meters.
Exclusive M5 design details include revised front, rear, and side treatments along with the M-typical new side mirrors, quad exhaust tips, and large wheels. Like the M3, the M5 now sports “gills” incorporated into the front side fenders. The interior features new leather colors, a new steering wheel, new center instrument panel treatments, and new gauges. In the end, it’s going to come down to whether or not you like Bangle’s style – no amount of M dress-up is going to save the 5-Series’ design if you hate it already. Likewise, if you love it, this will likely only make you even more infatuated.
Whatever you think about Chris Bangle, iDrive, and the rest of the “new” BMW lineup, the M5 is still a force to be reckoned with. To some, it may not have that classically aggressive look of past, but it’s certainly got the balls to back up its unique looks. I started this article writing about a letter and a number. I’ll end it with another letter and two more numbers. V10. That’s all that matters.
Credit by By Mike Cervantes

BMW - M3

Profit before tax up by 12.0% before exceptional gain
Pre-tax profit up by 57.7% to euro 1.296 billionEarnings and sales volume outlook for full year confirmed Munich. The BMW Group has started 2006 with record quarterly earnings. The number of cars sold in the first three months also represented a new high. As forecast, the BMW Group is thus heading for the best year in its corporate history: "We are well on our way to achieving our target of a group profit before tax of 4 billion euros", stated Helmut Panke, the Chairman of the Board of Management of BMW AG, on Wednesday in Munich. "We also expect earnings to increase in 2006 at an operating level excluding the exceptional gain from the exchangeable bond on Rolls-Royce plc shares". In volume terms, the BMW Group as previously reported aims to achieve a new sales volume record.
In addition to the sharp increase in sales volume, the first quarter was also affected by external factors and a one-off gain of euro 375 million on the settlement of the exchangeable bond on Rolls-Royce plc shares. Group revenues rose to euro 11,618 million (first quarter 2005: euro 10,357 million), an increase of 12.2%. Adverse currency effects and high raw material prices in the first three months continued to have a negative impact on earnings; these adverse factors were compensated, however, to a large degree by on-going efficiency improvements.
Profit before tax increased by 57.7% to euro 1,296 million (first quarter 2005: euro 822 million). Excluding the gain on the partial settlement of the exchangeable bond on Rolls-Royce plc shares, the pre-tax profit rose by 12.0% to euro 921 million, and was thus also well ahead of the previous year's result at an operating level.
The profit after tax rose by 80.6% to euro 948 million (first quarter 2005: euro 525 million). The gain on the settlement of the exchangeable bond on Rolls-Royce plc shares (reported in the Reconciliations segment) had a more pronounced impact at this level since there was no tax impact. Earnings per share of common and preferred stock increased to euro 1.44 (first quarter 2005: euro 0.78).
As a result of the jump in earnings, the pre-tax return on sales increased from 7.9% to 11.2%. Excluding the one-off gain, the return on sales remained stable at 7.9%. Cash flow continued to grow dynamically, rising by 25.5% to euro 1,631 million (first quarter 2005: euro 1,300 million). Operating cash flow was up by 9.4% to euro 1,221 million (first quarter 2005: euro 1,116 million).
Currency effects and high raw material prices will continue to have an impact on business development in the current year, however to a lesser degree than in the previous year. This negative effect is partly attributable to the fact that less favourable currency hedge rates are in place than in the previous year; the effect will be felt mainly in the first half of 2006. The BMW Group will counter this development by means of continuous efficiency and productivity improvements. The targeted sales volume record and improvements in the product mix will also make a positive contribution to earnings. "In terms of operating results, the current year, excluding the one-off gain, will therefore be the best year in the company's history to date", underlined Dr. Panke.
"We will continue our profitable growth course in the coming years and generate above-average returns compared to the industry as a whole", continued Dr. Panke.
Number of jobs virtually unchanged
The BMW Group had a worldwide workforce of 106,179 employees at the end of the first quarter 2006, 0.1% more than one year earlier (106,033 employees). Compared to 31 December 2005 (105,798 employees), the workforce increased by 0.4%.

2008 BMW M3

Gerhard Richter is reading our minds: How can the new, fourth-generation BMW M3 get close to matching the outgoing model? BMW’s M division boss has lived and breathed this car for three years and knows it better than anyone. He’s convinced it’s a step forward.

“It’s different in a number of areas, but all the intrinsic M3 qualities remain,” he assures us. “I don’t think you’ll be disappointed.”

With that, he whips the door shut and guides us up the driveway of the Spanish resort in Marbella where BMW is launching the car. “Let’s talk later,” Richter says with a smile.

The 2008 M3 boasts twice the cylinder count and double the power of the first-generation model, but the M3’s appeal has always been its responsiveness, the way its individual components all mesh. Now it seems the engine is taking over. Or is it?

The new M3 was always going to get a V8. “We decided early in development that the only way to move forward was to go with a bigger engine. The inline-six is still great, but it is at its limit from an engineering standpoint. There’s just no way we can wring any more out of it without reliability becoming a big issue,” Richter says.

The 4.0-liter V8 is based on the same 90-degree architecture as the M5’s V10 and produces 414 hp (SAE) at 8300 rpm, 81 hp more than its predecessor, retaining the car’s reputation for delivering more than 100 hp per liter. Torque has risen 33 lb-ft to 295 lb-ft at a high 3900 rpm.

This is one of the most advanced road-car engines ever: double Vanos variable camshaft control, individual throttle butterflies for each cylinder, equal-length stainless-steel exhaust and force-regulated oil supply governed by the most powerful engine-management system BMW has developed—the so-called MS S60. A button located by the driver’s thigh on the center console offers two different engine maps. Normal mode feels strong, until you dial up the sport mode, with more aggressive engine mapping and throttle response. We leave it in sport all day. BMW’s new brake-energy regeneration system tops it all off. It uses an alternator that is disconnected when the engine is under load, with energy flowing to the battery only under braking to keep efficiency high and power focused on acceleration.

Just about everything about the new engine is dedicated to speed, and the car is fast. When you gun it from a standing start with the ESP system deactivated, it will spin its rear wheels in first, second and third. BMW says it will hit 62 mph in less than 4.8 seconds.

The M3’s in-gear performance raises eyebrows. In fourth gear, the car accelerates from 50 to 75 mph in just 4.9 seconds, a hair-raising performance that shames many mid-engined supercars, this in a four-seat coupe weighing 3700 pounds. Top speed is once again limited to 155 mph, but with a 3.846:1 final drive channeling the rear wheels, BMW claims the M3 will reach 200 mph without electronic intervention.

The six-speed manual gearbox’s action is slick. The manual is likely to be the only option at launch, ahead of the introduction of a new seven-speed double-clutch box.

Although peak torque doesn’t arrive until you’ve used up almost half of the revs, the M3 is hardly sluggish down low. There’s genuine shove from 2000 rpm, the advanced electronics altering the intake system, fuel-injection mixture and valve timing to help give it some bottom-end savagery.

Before we even have a chance to sample the brilliant new V8 racing up to its 8500-rpm redline, the M3’s aggressive looks heighten our senses. Okay, so it shares its shape to a large extent with the latest 3 Series coupe, but the styling changes made by M division chief designer Ulf Weidhase give the new coupe a menacing appearance.

Charging up the road, the M3 feels viceless—taut body control, a firm but controlled ride and a level of grip matched only by a handful of front-engined cars. You can carry big speed into open sweepers and rely on the terrific damping and generous traction created by the M-differential to retain your chosen line.

For all this, though, the M3 is not quite as tactile in its actions as the car it replaces. The speed-sensitive rack-and-pinion steering, which also offers normal and sport modes, is light for a car boasting such performance, giving the impression of being a tad vague. Sport mode reduces the amount of assist throughout the speed range
(without changing the steering ratio à la BMW’s active steering) to provide more steering feel. Still, we’d like a bit more weight. It is only a small factor, but it does detract from the overall driving experience.
You are also aware of the car’s larger dimensions. It never feels quite as wieldy as before when you press hard. It’s not all that much bigger, but it gives the feeling that the M3 has moved up in size. Call it middle-age flab, if you like.
To help make the most of its electronic systems, the M3 receives MDrive, seen previously in the M5. Accessed via a steering-wheel button, it allows you to program your preferred chassis settings, store them and retrieve them; the settings appear on the iDrive monitor. At start-up, the M3 defaults to standard mode, but with a press of the MDrive button, you can sharpen the steering, stiffen the damping and set the ESP to function at a higher threshold. You might not use it every day, but it’s a nice touch for when you want to play.
Driving the M3 has always been a compelling experience, and that feeling remains. The new engine is potent yet doesn’t dominate proceedings in the one-dimensional way we’d feared. That’s because the chassis is well up to the job. It devours corners with clinical efficiency. In making it do so, however, BMW has had to trade off some of the M3’s renowned sensitivity.
Credit by GREG KABLE

BMW's M3 adds power and pistons

The engine in the 2008 BMW M3 puts the longstanding inline six-cylinder to rest and replaces it with a lightweight 4.0-liter V8. Like the V10 in the M5, the new engine displaces 500 cc per cylinder, comes from the same Landshut, Germany, foundry that builds BMW's F1 motors, has a crankcase made of an aluminum silicon alloy, and iron-coated pistons that run in the uncoated honed cylinder bores.
[ILLUSTRATION OMITTED]
At 445 lb., the 4.0-liter engine is 33-lb. lighter than the 3.2-liter inline six it replaces. The six developed 343 hp (107 hp/liter); the new motor produces a stout 420 hp (105 hp/liter) right out of the box. It's doubtful that any power increase will come from spinning the engine faster as it already has a maximum engine speed of 8,300 rpm, and produces 295 lb-ft of torque--251 lb-ft is available from 2,000 rpm and 85% of maximum torque is available over a 6,500 rpm range--at a reasonable 3,900 rpm.
The double-VANOS camshaft timing system has been revised to work with normal oil pressure, even at the 8,300 rpm rev limit. That oil is supplied via twin oil pumps capable of keeping the wet-sump engine lubricated at 1.4 g, with a separate re-flow pump that pulls oil from the front pump and pumps it to the larger pump at the rear, when necessary. Meanwhile, air enters the engine through eight electronically controlled throttle butterflies. These are located very close to the intake valves, and sit at the bottom of a composite intake manifold. Finally, the stainless steel exhaust manifolds are hydroformed, which gives them walls just 0.65 mm to 1.0 mm thick.
credit by Christopher A. Sawyer

First Drive: 2008 BMW M3

This is it. The car the BMW faithful have been waiting for. The 4.0-liter V-8 up front barks as the tach needle zings around the dial -- 6000, 7000, 8000 rpm. I grab fourth just before the 8400 rpm redline -- no, that's not a typo -- and turn into the fast right-hander.

The nose pushes gently. Feather the gas momentarily to get the bespoke Michelin Pilot Sport tires up front to bite, then back on the go pedal. Hard. The rear end starts to drift, but that's okay -- your backside feels hardwired into this thing, and you know within a quarter inch how far it's going to step out. Sliding... sliding... There! The tail brushes past the cones on the outside of the track before the red coupe straightens up for the short chute into a tight right hairpin.
Mash the brakes. The track-spec pads -- available over the parts counter at your friendly BMW dealer -- grab the massive vented and cross-drilled rotors front and rear. There's some momentary chatter from the ABS, but it stops like a cat on Velcro as you grab second gear. Then it's off the brakes as I dive for the apex, getting on the gas early to bring the tail around. The stability control -- in track mode -- wags an electronic finger, but gets the car straight and aimed at the next turn in point with minimal loss of momentum.

It's quick and precise; beautifully balanced and brilliantly responsive; deeply confident and inspiringly competent when you ask it the big questions. Yep, the new BMW M3 is everything the BMW faithful have been waiting for -- and then some. But ironically, it's the "then some" bit that might have a few of those faithful scratching their heads.
You see, at first acquaintance the new M3 appears to have -- whisper it, now -- gone soft. It feels remarkably refined as it loafs along the freeway in sixth gear, even with the optional 19-inch wheel/tire combo fitted to our tester. And although that screaming V-8 develops more than 100 horsepower per liter, it's a pussycat around town, pulling cleanly from as little as 1500 rpm. The four-cylinder E30 that founded the M3 dynasty 22 years ago was as rowdy and rambunctious as a punk rocker in a ripped T-shirt; by comparison this fourth generation version is as smooth and suave as a banker in a Brioni suit and $1000 wingtips.
Credit By Angus MacKenzie