The mighty BMW M5 is back to challenge the likes of Mercedes-Benz and Jaguar. The Wheel Deal travelled to a rain-soaked Aldo Scribante Racetrack to put it through its paces

What is it?

The swish new M5 represents the pinnacle of the current 5 Series range – a furious saloon car tweaked by the rock stars over at BMW M GmbH. Dwarfing its V10 predecessor in the power stakes, this fifth-generation model now sports a twin-turbocharged V8 engine that muscles out an incredible 412kW; a figure that makes it the most potent M product ever produced.

Despite these enviable barroom bragging rights, fuel consumption has been slashed by 30-percent and carbon dioxide emissions now weigh-in at a highly respectable 232 g/km – or 53 g/km down on the BMW M3. Wrapped up in a brilliant package that fuses high practicality with fine driving manners, the M5 is an everyday performance hero that can be all things to all men.

How does it look?

Those expecting fireworks might be mildly disappointed by this German’s seemingly relaxed armour. Pretty much the definition of the word ‘Q-Car,’ M5 version 5.0 is a subtle machine with only a few muted tweaks to help distinguish it from lesser 5 Series models. A muscular new front apron design. Large double-spoke 19-inch alloy wheels. Chrome-lipped cooling gills cut into the front fenders. Neatly finished off with a rear air-diffuser flanked by two sets of twin exhaust tailpipes, let’s just say that the M5 isn’t a car that feels the need to sing its own praises.

But then with a 0-200km/h of just 13-seconds (the time your family hatch takes to reach one hundred), it doesn’t have to. Many will lament the downplaying of such awesome performance credentials. But in a world filled with rampant extroversion, I actually kind of like it.

What’s it like to drive?

Biblically quick in a straight line, the M5 chases down the horizon like a hellhound possessed. In fact after the Porsche 997 Turbo, I’d have to say that this is the quickest car I’ve ever had the privilege of driving; that high-revving V8 engine adding to the overall experience with a gruff, turbine-esque howl. Capable of devouring supercars like a serving of Beluga caviar, the new M5 is also impressively nimble despite being endowed with such sizeable proportions.

Indeed, even though this BMW tips the scales at 1870 kilograms, it cut through the curvature of Aldo Scribante racetrack with all the deft of a much smaller vehicle. Adding to this prowess is near perfect 50:50 weight distribution and a classic rear-wheel-drive layout that lets you use every last one of those 412 kilowatts to help alter changes in direction. With two turbochargers and an ultra flat torque curve I did find that there’s not a lot of progression in the M5’s throttle, which means that it’s easy to get out of shape when coming back on the power out of corners. You’ll get away with it in the dry but in the wet you’ll need to keep your wits about you – especially with the car’s Dynamic Stability Control (DSC) turned off.

Conversely, when not asked to scream around racetracks and turn rubber to smoke, the M5 is an exceptionally civil beast that’s happy to chill out and take things easy. Stick the steering, suspension, engine and gearbox maps into Comfort Mode and you’d swear you were actually pootling around in a 520i. It’s the ultimate all-rounder.

Any special features?

Well aside from that epic 4.4-litre V8 engine, the one thing that stands out on the new BMW M5 is its trick Active M Differential. A sophisticated locking differential that’s wired to the car’s DSC system, it ensures maximum traction no matter what the driving conditions may be. Taking into account everything from yaw rates to the position of the throttle pedal, this system is capable of sending the power flow to the side of the car that needs it most – all in a matter of nanoseconds.

Another highlight includes BMW’s M Dynamic Mode that half neuters the bite of the DSC. This means that you can enjoy a little more sideways action before the electronic powers-that-be reign you in. I tested it out on the track and it worked beautifully with just the right amount of compromise. Finally, there’s that seven-speed M-DCT gearbox that swaps cogs without interrupting power delivery to the rear wheels. Almost identical to the transmission available on the current M3, it’s as brutally effective as Porsche’s PDK system. Good thing too because at the moment there’s no manual alternative on offer.

Should you buy one?

You most certainly should. For even though the competition is admittedly rather tough out there – both the supercharged Jaguar XFR and turbocharged Mercedes-Benz E63AMG offer comparable levels of performance – the new BMW M5 comes across as the most talented all rounder. Dynamically speaking it’s also the best of the trio to drive thanks to the way BMW M GmbH have gone about tweaking the chassis, steering and suspension setups. It’s got the soul of a muscle car and the heart of a lithe European sports saloon. And for that the BMW M5 comes out at the top of its class.

The new BMW M5 at a glance:

Engine: 4395cc V8 twin-turbo

Power: 412kW at 6000 – 7000rpm

Torque: 680Nm at 1500 – 5750rpm

Top Speed: 250km/h (305km/h with optional M Driver’s pack)

Fuel Consumption: 9.9l/100km (claimed combined)

CO2: 232 g/km

Price: From R1 145 500

We like:

Acceleration is out of this world

Fine handling despite its weight

Ticks almost every automotive box

We Don’t:

Looks may be too reserved for some

Brakes could do with some more feel

No manual gearbox option available

Turn off the DSC and feel it drift

Driver-focused interior spoils you with a superb driving position

That muscular rear harbors an air-diffuser and two sets of double exhaust tailpipes

Chrome-lipped cooling ducts help keep under-bonnet temperatures down

The fifth-generation M5 is the most powerful yet

The seven-speed M-DCT gearbox ensures rapid shifting

Double-blown 4.4-litre V8 engine pushes out 412kW