It is likely that this fifth generation of the world's most successful super-sedan will go down in history as the traitor to its high-revving, naturally aspirated heritage.
This all-new BMW M5, just launched in South Africa at a price of R1 145 500, ditches the 8250rpm V10 of its predecessor for a twin-turbo V8. However, it is at least a traitor for a cause - that of the modern efficiency movement - with BMW claiming that it's 30 percent less thirsty.
VIOLENT ACCELERATION
Despite this, it's actually gained muscle. Clear any tree-hugging thoughts before stomping the loud pedal and the new V8 will push 412kW between 6000 and 7000rpm and 680Nm from 1500 revs (up from 373 and 520). Enough, says BMW, to catapult the super saloon from a standstill to 100km/h in only 4.4 seconds and to 200km/h in exactly 13.
Yet it won't rev past the 7200rpm mark and, understandably, many enthusiasts might be concerned that it won't deliver that spine-tingling sound and overall experience they expect.
Yet after spending some time with this M5 on its international launch in Spain, our launch correspondent Denis Droppa was relatively pleased with that aspect:
HEAVY-METAL HOLLER
“Though it revs to a lower 7200rpm the V8 engine makes a heavy-metal holler that's perfectly in tune with the violence of the acceleration. When you come off the throttle quickly there's also a loud 'brupp!' from the exhaust that'll shake the thorns off a cactus at 20 metres.
“Power delivery's instant. At sea level, where I drove it, there's no hint of lag and the throttle pedal feels like a trigger,” Denis concluded.
Even the economy claims, 9.9 litres per 100km on the EU combined cycle, don't seem too far off the mark. Although Denis recorded 39 l/100km on the race track, he managed to get to down to 10.5 after driving with a lighter foot on the road.
Features such as idle-stop, brake energy regeneration and direct fuel injection aid this cause.
M-ECHNOLOGY
Regardless of your throttle mood, power is shoved to the back wheels via a seven-speed M Double Clutch transmission complete with gizmos like launch control, low-speed assistance and traction-optimised automatic gear selection.
Let's be frank - the previous single-clutch SMG 'box was a pig, but the new one is in a new league altogether, Denis describing it as: “a smooth-shifting treat that swaps gears super-fast without ever feeling jerky.”
Of course, new M5 is also armed with an entire arsenal of technologies to aid its cornering prowess, including M-specific suspension (front and rear axle kinematics), Dynamic Damper Control, DSC stability control with M Dynamic Mode and M Servotronic steering.
Another dynamic treat is its Active M Differential, a multi-plate limited slip diff that allows fully variable distribution of power between the rear wheels.
What's more, drivers can set up a number of engine, chassis and steering parameters to create two 'modes' accessible via M Drive buttons on the steering wheel.
“Not a car to be flicked around like an M3”
How does it all come together on asphalt? Pretty good on the track, where Denis felt it delivered everything you'd expect of the M badge:
“With its suspension, steering and stability control responses all set to 'Mad Max' mode, the M5 lapped the track with commendable athleticism for such a big car.”
That big-and-heavy stature became even more of a limitation on the Spanish country roads, however:
“You're always aware of the M5's mass; it's not a car to be flicked around like an M3. This is a ballistic grand tourer, not an agile sports car,” Denis added.