BMW M5 30 Jahre 2015 Review

From a 412kW/680Nm 2011 introduction, the latest M5 was quickly made available with a Competition Pack, which boosted the turbocharged (for the first time in M5 history) 4.4-litre V8 to 423kW and added a further-focused chassis. The addition of ceramic brakes to the options list in 2013 created the most potent BMW ever.

Now to celebrate 30 years of the M5, BMW has introduced the 30 Jahre (year), a special edition limited to only 300 units worldwide, and 15 for the Australian market. It is priced from $238,400 (plus on-road costs), where the standard M5 currently sits at $229,930. What do you receive, besides exclusivity, for the added coin?

Power is further increased to a rousing 441kW (that’s 600PS) at 6250rpm and torque pegged at 700Nm from a low 1500rpm all the way through to 6000rpm. The increases have been achieved over and above the Competition Package kit, and are said to have come about via an increase in boost pressure for the twin turbochargers, along with tweaks to the ECU.

Fuel economy remains as per before, with an ADR Combined figure of 9.9L/100km, thanks to the carry-over idle stop-start system and eco modes.

The 30 Jahre builds further on the Competition Package’s 10mm ride height reduction and stiffer suspension tuning, with tweaks to M Dynamic stability control mode, more direct mapping for the Servotronic steering system and a separate control unit for the Active M Differential.

Externally the BMW M5 30 Jahre is treated to a matt-finish Frozen Dark Silver metallic paint job from the BMW Individual portfolio. Continuing the sinister look is the black chrome used for the kidney grille, door handles and quad-exhaust system, with specific 30 Jahre M5 badging further differentiating this beast as the head of the herd. Bi-colour 20-inch light-alloy wheels with 265/35 front and 295/30-series rear Michelins complete the external picture.

Inside, the special anniversary M5 is equally unique, though the ‘30 Jahre’ sill plates are questionably stylish. Alcantara Anthracite is used for the multi-function steering wheel and is also included on centre console and door panels.

The seats – M multifunction with electronic control, heating and cooling – are trimmed in a leather/alcantara mix, there’s a 16-speaker stereo with a choice of 600-watt Harman Kardon or 1200-watt Bang & Olufsen sound, and there’s a curious 1/300 inscription emblazoned on the console. Curious, because each car will share the 1/300, rather than identifying its individual build number in the series.

Of course, all the usual M5 accoutrements are present and correct, too, the highlight being the easy-to-use MMI interface and its sat-nav and external cameras assisting when manoeuvring. The head-up display is also beneficial, for reasons we shall come to.

For an insight into option pricing, the tested vehicle is fitted with a tyre pressure monitor ($700), internet connectivity ($200) and BMW’s ConnectedDrive Freedom ($1200).

The limited-build 30 Jahre is not currently included in BMW’s Service Inclusive plan, where official dealer servicing can be paid for in advance. Roadside assistance is, however, complementary for the first three years of ownership, covering the warranty period.

The M5 30 Jahre looks wonderful, the black chrome contrasting nicely with the frozen silver paintwork, those spindly alloys enveloping impressively sizable brake rotors.

Upon opening the door and acknowledging the slightly tacky scuff plates, this special M5 reveals genuine ambience, and it begins with that gorgeous alcantara wheel, which evokes memories of the E46 M3 CSL we recently drove. The similarities end, sadly, when the M5 is fired up. Isn’t there supposed to be a V8 under there, somewhere?

Yes, in the days of noise and efficiency requirements, there’s only so much BMW can do with a turbocharged motor, but the (symposed) sound this mammothly powerful engine makes sounds like a sample played for a flying saucer in a sci-fi movie. Externally, the sound improves, offering a slight V8 back-beat and the occasional crackle, but there’s no aural build-up of slurping intake as in the old E60’s V10. Take off, though, and you soon find that the 30 Jahre has the E60 licked in just about every other measure.

It starts with the gearbox, which is the most positive-acting version of BMW’s dual-clutch transmission I've experienced. Sure, it can get a little frustrated in stop-start traffic, or when conducting successive three-point turns for cameras, but once on the move the drive take-up is fluid, and you are rewarded with beautifully adaptive shifts, depending on which of the three settings you are utilising. From cream-smooth slurs in the first mode, to the perfect balance of speed and jolt in the middle, to the almost-too-brutal snap of the fastest mode, it’s a winner.

Finding that middle ground is also a pleasure when adjusting throttle, damper tuning and steering response. The Sport Plus settings for each are too aggressive, removing that degree of finesse and interactivity found with the slightly less manic sport settings for each.

Leaving the stability and traction control systems to their default modes is also doing the M5 a disservice, given the immense outputs and delivery of that alien-like engine. The stability light is a constant flicker, although its interruption is gradual and barely delays forward progress. Hitting M Dynamic mode loosens the net – but will still step in where required – and reveals the damper tuning has given the 30 Jahre a more engaging and adjustable chassis than the standard car, with decent-enough traction, good turn-in (especially given the car’s 1870kg weight) and a ride that is firm, but not uncomfortable. Braking and steering response are also decent, without being spectacular.

As for the engine, well: There simply has to be more than 700Nm on tap here. It really is immense, accelerating with ferocity to humble the all-wheel drive Audi RS 7 and 800Nm Mercedes-Benz E 63 AMG. Zero to 100km/h is said to disappear in 3.9sec, but it’s the in-gear thrust that really impresses, throwing you back in the seat, eyes-up at the HUD to reveal numbers into three figures appear as quickly as you flick the paddle to change gear. Recorded fuel consumption for the journey was 12.2L/100km.

Beyond the all-immersive driving experience, about the only failure of the M5 30 Jahre is its inability to cope with the early-summer Australian climate [Ed: Not the first time we've reported this issue in an M car]. Neither the lowest climate control setting, nor the maximum seat ventilation, had as much effect as you’d expect.

While nit-picking, the idle stop-start system has a frustrating delay that, when combined with the slight DCT hesitation, can make for a slow getaway. But, other than that, there’s little wrong with the best M5 on the market today.

Also consider:
>> Audi RS 6 (from $225,500 plus ORCs)
>> Jaguar XFR-S (from $222,075 plus ORCs)
>> Mercedes-Benz E 63 AMG (from $250,930 plus ORCs)