Motortrend drives a Manual 2013 M5...and it sucks
11-21-2012, 08:44 AM
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Motortrend drives a Manual 2013 M5...and it sucks
North America is the only continent where you can buy the 2013 BMW M5 with a manual transmission. In that truth hides a stubborn reluctance, a hesitance from a vocal minority to adapt to the onward march of progress. The M5 wasn't designed with a manual in mind, but now, after much complaining, this $100,000, twin-turbo super-sedan is offered with a third pedal and a lever at no extra cost. We got our cake; now we're going to eat it, too.
How is it? Slower. Lacking a noticeable weight advantage; the might-as-well-be-instantaneous shifts from BMW's twin-clutch (M DCT) transmission; and the effective, albeit unwieldy launch control; the manual M5 takes 4.2 seconds to reach 60 mph and 12.5 seconds to pass the quarter mile. The fastest twin-clutch-equipped M5 we tested clocked in at 3.7 seconds to 60 and 11.9 seconds for the quarter mile.
These results aren't surprising, because when you choose a manual these days, you aren't doing so to be faster -- modern twin-clutch transmissions can't be beat in shift speed. No, you choose a manual gearbox because you're about the intimacy and sensation of control that a third pedal and a lever introduces. You're a purist.
But when you apply this logic to all cars, a problem arises. A sweeping, correct transmission choice doesn't exist. Rather, the choice is contextual: A Mazda Miata or a Subaru BRZ wouldn't be more fun with a twin-clutch, and a manual wouldn't make a Ferrari 458 or a Nissan GT-R better.
Where in this spectrum does the M5 sit? In the grey area. The gearbox itself is enjoyable, with moderate throws and the unique rubbery feeling that all BMW manuals exhibit. Once you get used to it, you fall into the rhythm of the car. BMW has also included a rev-matching system similar to the optional feature in the Nissan 370Z. It only operates when the throttle setting is in Comfort or Sport; you're on your own in Sport Plus mode. Mechanically the final drive ratio stays the same. Gears 1 through 4 are slightly taller, but that's something the amount of torque on tap makes irrelevant. More interesting is that the manual returns better fuel economy, if marginally so, up 1 city mpg and 2 highway mpg.
Where in this spectrum does the M5 sit? In the grey area. The gearbox itself is enjoyable, with moderate throws and the unique rubbery feeling that all BMW manuals exhibit. Once you get used to it, you fall into the rhythm of the car. BMW has also included a rev-matching system similar to the optional feature in the Nissan 370Z. It only operates when the throttle setting is in Comfort or Sport; you're on your own in Sport Plus mode. Mechanically the final drive ratio stays the same. Gears 1 through 4 are slightly taller, but that's something the amount of torque on tap makes irrelevant. More interesting is that the manual returns better fuel economy, if marginally so, up 1 city mpg and 2 highway mpg.
The character of the car exhibits a curious change. For example, the nature of how you interact with a manual brings out the unique sounds from the engine. The turbos cough and sneeze. Clutching in near redline in preparation for a big braking zone results in burps from the exhaust, as if the engine were bouncing off its limiter. These sound effects occur with the twin-clutch, too, but seem more pronounced with the manual.
Overall, the manual introduces a degree of sloppiness that gives the M5 a musclecar-like quality. It's not as smooth or precise. It seems better suited for long, smooth, and fast curvy roads that don't require much effort on the steering wheel or quick gear changes. It wants you to take it easy - "Be cool, man," it says. Yet the twin-clutch can be relaxed, too, and it works on the same smooth roads, but also affords a certain precision and control over the car when you're pushing harder on the tight back roads that the manual lacks. That sense of control is important, considering the size and weight of the M5 and how rapidly its engine charges through its powerband. Controlling 560 horsepower with a manual is fun, but in a dumb kind of way.
The M5 seems a peculiar place to take a stand for the manual transmission. When you consider its nature, with its electronically controlled dampers, electronically adjustable steering, electronically controlled rear differential, and the exhaust note amplified through the stereo, you find that the M5 is dominated by technology. (Like most recent sports and supercars from Europe.) Bearing this in mind, wouldn't a twin-clutch gearbox better match the philosophy that built the car?
Let's go a step further. If you're a purist who pines for manual control of your car, why are you considering an M5?
TESTING NOTES:
TESTING NOTES:
Acceleration: Launching the manual M5 is difficult, as the robust torque delivery (500 lb-ft at 1500 rpm) turns first gear into a smoke show. We achieved the best run by releasing the clutch at 2000 rpm and riding out the wheelspin through first. The tires gain traction right before redline, and if you grab second fast enough, the tires spin for a second and the engine stays in the meat of its powerband.
Handling: This particular M5 put down the fastest figure-eight lap we've recorded with an M5, at 24.6 seconds. The lat accel average was 0.96 g. The manual can't take credit, as it performed the test in second gear alone, and nor can the weight, as this M5 weighs the same as the previous best car. As for handling characteristics, it pushes its way around the constant radius parts of the course, but does so very quickly. Light understeer is the first response, but it's controllable with a good dose of throttle. You have to plan ahead for corner exit, though. Too early and you'll end up powersliding; too late and you'll be on the straight without boost.
2013 BMW M5
BASE PRICE $92,095
PRICE AS TESTED $107,695
VEHICLE LAYOUT Front-engine, RWD, 5-pass, 4-door sedan
ENGINE 4.4L/560-hp/500-lb-ft twin-turbo DOHC 32-valve V-8 TRANSMISSION 6-speed manual
CURB WEIGHT (F/R DIST) 4383 lb (51/49%)
WHEELBASE 116.7 in
LENGTH x WIDTH x HEIGHT 193.5 x 74.4 x 57.3 in
PRICE AS TESTED $107,695
VEHICLE LAYOUT Front-engine, RWD, 5-pass, 4-door sedan
ENGINE 4.4L/560-hp/500-lb-ft twin-turbo DOHC 32-valve V-8 TRANSMISSION 6-speed manual
CURB WEIGHT (F/R DIST) 4383 lb (51/49%)
WHEELBASE 116.7 in
LENGTH x WIDTH x HEIGHT 193.5 x 74.4 x 57.3 in
0-60 MPH 4.2 sec
QUARTER MILE 12.5 sec @ 116.6 mph
BRAKING, 60-0 MPH 108 ft
LATERAL ACCELERATION 0.96 g (avg)
MT FIGURE EIGHT 24.6 sec @ 0.81 g (avg)
EPA CITY/HWY FUEL ECON 15/22 mpg
ENERGY CONS., CITY/HWY 225/153 kW-hrs/100 miles
CO2 EMISSIONS 1.11 lb/mile
QUARTER MILE 12.5 sec @ 116.6 mph
BRAKING, 60-0 MPH 108 ft
LATERAL ACCELERATION 0.96 g (avg)
MT FIGURE EIGHT 24.6 sec @ 0.81 g (avg)
EPA CITY/HWY FUEL ECON 15/22 mpg
ENERGY CONS., CITY/HWY 225/153 kW-hrs/100 miles
CO2 EMISSIONS 1.11 lb/mile
11-21-2012, 11:26 AM
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2014 AMG E63S, 2006 XK8 victory edition convertible, 2006 supercharged trailblazer SS, 2001 E430
"Controlling 560 horsepower with a manual is fun, but in a dumb kind of way."
Not sure why but that part just sounded funny to me
11-21-2012, 12:09 PM
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I'd still get the manual transmission over an automatic any day. It's so much more fun to drive and you have better control, nothing will make placing an automatic in "drive" nearly as exciting as dropping the clutch and banging through the gears.
11-21-2012, 12:39 PM
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2014 AMG E63S, 2006 XK8 victory edition convertible, 2006 supercharged trailblazer SS, 2001 E430
I'd agree with this IF there were no paddle shifter option. With the automatic/shiftable transmissions they have now days, you have as much control and faster shifts than with a standard manual trans. Now for nostalgic purposes, I'm with you
11-21-2012, 02:58 PM
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New dual clutch trannys have made manual gearboxes irrelevant, kinda like carbs an drum brakes in street cars. It's just better technology
They do everything better while actually enhancing the driving experience by letting you drive the car instead of rowing the gears
Paddle shifters never miss a gear, or have to make an excuse
They do everything better while actually enhancing the driving experience by letting you drive the car instead of rowing the gears
Paddle shifters never miss a gear, or have to make an excuse
11-21-2012, 06:30 PM
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The only thing that is important is knowing how to drive a stick. Other than that, I would rather stick with DCT, MCT, etc.
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11-22-2012, 04:36 PM
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2020 Audi R8 V10, 2016 AMG GTS, 2018 E63S Edition 1, 2018 Porsche GTS Cab, 2012 C63 BS
I owned the last great M5 manual.... 2003 M5 aka E39 machine.
Now that was a great car.
Now that was a great car.
11-23-2012, 12:05 AM
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IT LIKE ITS STOLEN!
11-26-2012, 10:53 AM
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Didnt you guys just love 3rd gear in the E39 M5---- that car was "only" 400 hp at the time but that gear pulled well like no other...
11-26-2012, 06:13 PM
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IT LIKE ITS STOLEN!
Hey Vic can we agree on 4th being even better topping out at 140mph. Iol yeah I miss those cars it was a perfect car to own
Check out my Imola Red M5
http://www.streetfire.net/video/bmw-m5-baken-the-28530zr-19s_75014.htm
11-26-2012, 06:39 PM
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R63, X5M, FJ
With the new F10 M5 DCT really is the way to go, it's crazy fast. I watch it race the old V10 M5 and it walked away from it over a half mile. But I have to admit pulling the gears yourself is always enjoyable. I will miss the stick, as it seems it be fading away.
11-26-2012, 07:13 PM
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IT LIKE ITS STOLEN!
The same way it walks the E60 is the way I walk the F10 M5 lol tuned or not tuned with my seat massaging me!
11-26-2012, 08:24 PM
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2020 Audi R8 V10, 2016 AMG GTS, 2018 E63S Edition 1, 2018 Porsche GTS Cab, 2012 C63 BS
Hey Vic can we agree on 4th being even better topping out at 140mph. Iol yeah I miss those cars it was a perfect car to own
Check out my Imola Red M5
http://www.streetfire.net/video/bmw-...-19s_75014.htm
Check out my Imola Red M5
http://www.streetfire.net/video/bmw-...-19s_75014.htm
I cant find any pics of my LeMans Blue---- it was slightly dropped and had OZ SuperLeggera III's on it.... this was way before I started taking mod drugs.
11-26-2012, 09:15 PM
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IT LIKE ITS STOLEN!
11-26-2012, 09:44 PM
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lol ive always been on mod drugs! when i got rid of my 800awhp GTR that was when i had enuff, so i traded it in for a Jeep SRT8, everyone at the jeep dealership thought i was nuts, paid 95k for the first GTR sold in NY, dumped 38k into it, sold it for 68k OUCH i know then 6 months later i hated my Jeep gave that to my wife and picked up a ZR1, got rid of that and now have E63. im all over the ****ing place with cars, my wife hates me my family thinks im nuts lol
Well you are perfectly normal here. The E63 is one sweet ride. Time to get a tune. May I recommend ActiveAutoWerks or Eurocharged!!!
11-26-2012, 10:12 PM
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11-27-2012, 12:02 AM
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11-27-2012, 10:23 AM
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Quick summary of differences:
Power- the CLS is tuned- faster no doubt. But the instant delivery of the M156 can not be duplicated in the M157. Throttle response of the CBS is incredible much like a BMW E92 throttle- sensitive and aggressive. The CLS in stock non tuned format has a mushier throttle. Straight line the CLS will pull stock.
Sound- arguable with the resonator delete but the stock CBS is amazing- great up shift barks and downshift farts. It just roars out of the box and sounds like a true race car.
Handling- no contest- the CBS inspires confidence in high speed corners and short quick turns. The transmission has you ready to accelerate out of them vs the CLS which sometimes is hunting. The LSD in the CLS (tuned) is a waste- only 30% lockup so you will still find yourself spinning with all the power. The CBS has a 60% lockup on up shifts so from a dig Im more confident and my launches have shown. But it has has a 50% lockup in downshifts which is amazing in downspeed corners.
Steering - again no contest. The CLS has electronic steering which to me creates too much understeer in higher triple digit turns. The CBS is simple and it really is point and shoot.
Interior- no contest the CLS wins- the CBS has no back seat and misses other smaller amenities like side bolsters, parktronics, blah blah
But we all know why it doesnt have these items; it wasnt supposed to. The CBS bucket seats have limited adjustments but are very snug so I dont mind them.Looks- highly subjective but the CBS with its wide body wins with me. The front end with the fully open lower fascia is menacing. The CLS is very sexy though and the LED lights are awesome. I take the CBS over the CLS because of its aggressive nature.
What would I rather have? With the other cars that I have that serve certain needs and purposes I would take the CBS. Its unique/rare and I feel much more connected to the car. Mercedes made this car right for the true driver who wants to be involved in the "driving" of the car. The CLS is a mash and go luxo GT cruiser but its not a sports car.
Speed is not everything.
Sorry for the OT post.
12-04-2012, 03:36 PM
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So the new M5 joins the ranks of Nascar and Pro Stock drag cars as about the only Top Of Their Class cars left to still use the old fashioned manual tranny. Oops, sorry, the Pro Stockers just use the clutch to launch. Like Vic said, manual is pretty much a done deal on the new supercars.
