There's also an M5 Competition badge finished in gloss black. The standard has already done much to erase the memory of the numb-feeling last-gen model, thanks to improved driving dynamics, a trick all-wheel-drive system with rear-drive mode, and 600 hp on tap. This can change how the exhaust sounds, such as enabling a more subdued tone. That modest power bump helps knock a tenth off the 0-60 mph sprint 3. Even the engine mounts have been stiffened by 50 percent.
In addition to that extra power, the Competition offers a model-specific M Sport exhaust with a unique tone, specifically designed engine mounts resulting in a quicker engine response and model-specific chassis and suspension tuning. The result: a car that bends, bobs, and weaves even less than the already-stout M5. The rear antiroll bar is stiffer and the front and rear springs are 10 percent firmer than the standard M5. Peak torque remains 553 lb-ft, but it hits that peak over a wider range between 1,800 and 5,860 rpm 160 rpm higher than the regular M5. Upon startup, an M5 Competition graphic appears in the instrument cluster while floor mats with the M5 logo complete the appearance. The rest of the M5 Competition experience is so visceral, so thrilling, so involving. Sprint times to 60 mph drop from 3.
Manual gear selections are possible with either the selector lever or the shift paddles on the steering wheel. Anyone who has ever had the pleasure of having their guts rearranged by this monster will wonder what need there is for extra power. The M5 Competition approaches corners with a sprightly demeanor, eager and agile. Meanwhile, the eight-speed automatic transmission has been specially tuned for the Competition model. At the same time, these dynamic gains have only resulted in a relatively modest dilution of ride and suspension comfort. That this is not necessarily the preferred living room of a 600-plus-horsepower M5 should be clear — this road was better suited to a Lotus Elise. The rear-wheel bias of the M xDrive system contributes to the tremendous agility of the high-performance sedan.
Other distinctive design features of the Competition include door openers that are painted entirely in body colour and a host of details finished in high-gloss black. The increased camber at the front axle enhances the car's ability to absorb lateral forces through high-speed corners. Three different modes offering a choice of efficient, sporty or ultra-dynamic driving can be activated using the Drivelogic rocker switch on the gear selector. The biturbo V8 continues to be a berserker, terribly powerful from the bottom to the top. Nearly 40 percent of all previous-generation M5 models sold worldwide came equipped with the M Competition package.
Shorter auxiliary springs reduce fluctuation in wheel loads, as does the unique tuning for the damper hydraulics. In Sport and Sport Plus modes it can get a bit rough on potholes, but that's not much of a surprise. Peak torque stands at 553 lb-ft. In addition, the Competition receives suspension goodies like stiffer engine mounts, an M-specific Variable Damper Control system, a 5mm lower ride height than the regular M5, more negative camber in front, a stiffer rear anti-roll bar and revised mounting for the front anti-roll bar, ball joint-equipped toe links, and more. Manual gear selections are possible with either the selector lever or the shift paddles on the steering wheel. Sport Plus lends itself to the smoother pavement and curbing of grand prix circuits. Those performance improvements are so slight that you probably won't be able to notice the difference on the street.
Body control is outstanding even on very bad asphalt and at very high speeds. Details about the car have leaked onto the internet — and not all the rumors have been correct. As for visual changes, the top M5 comes with high-gloss black finishers on the door handles, mirror bases and mirror triangles, plus the exterior mirror caps and the mesh of the M gills on the front fenders. . It's as fun as it is demanding. Previously an option package, Competition is now a standalone model for 2019, geared to the customer who demands even sharper reflexes for track days and is even willing to sacrifice a bit of daily-driving comfort in exchange for more dialed-in performance at the limit. The tailpipes, finished in black chrome, flow into the darker-trim theme of the M5 Competition overall.
This means the direct connection of chassis to driveline can also be clearly felt in Comfort mode. The M Sport exhaust system makes a great visual impression too, thanks to the black chrome embellishers of the tailpipe pairs nestled neatly into the left and right of the rear apron. The rear axle gets a stiffer sway bar and solid toe-link mountings. High-gloss Shadow Line trim is featured on the door window surrounds and B-pillar trim. They result in neutral steering behaviour and a linear build-up of lateral force up to the car's dynamic limits. This restructuring of the M portfolio has been prompted by the strong popularity of the various model-specific M Competition packages.
Fitting the toe links with ball joints instead of rubber mounts has resulted in even more precise wheel guidance at the rear axle. The M5 Competition gets stiffer engine mounts and reworked dampers too. High-gloss Shadow Line trim is featured on the door window surrounds and B-pillar trim. An M-specific version of the Variable Damper Control system is fitted, the Comfort, Sport and Sport Plus modes selectable at the press of a button activating different damper settings. This restructuring of the M portfolio has been prompted by the strong popularity of the various model-specific M Competition packages with power upgrade.
While torque remains unchanged at 553 pound-feet, torque is available from 1,800 to 5,860 rpm, which is a 160-rpm wider band. Van Meel sees the M5 Competition as a worthy successor to that legacy: a no-compromises sports car that just happens to have four doors and a trunk. Adding the Competition badge to the back only makes things better. It's channeled through the same eight-speed automatic and drives all four wheels a two-wheel-drive mode is available. The new M5 Competition starts here, but gets a little more uncompromising along the way. Meanwhile, the electromechanical M Servotronic steering conveys a sense of supreme accuracy on turn-in, while also delivering clear feedback.
The last M5 we tested weighed in at 4,268 pounds, which is only 200 pounds heavier than the college-weight 1999 E39 M5—made all the more impressive given the all-wheel-drive components and 20 years of safety improvements. Selecting Sport mode activates the damper settings perfected for testing on the Nürburgring's Nordschleife circuit. The even sportier M5 remains a solid choice, especially for customers who use their car not only for driving to work, but for full-throttle fun on the highway or track. And Sport Plus lends itself to ultra-dynamic driving on grand prix tracks. The M5 Competition hits 62 in 3. But of course, straight-line speed is only a small fraction of the M5 Competition's raison d' tre.