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  1. #1
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    Insideline tests the new F10 M5 6-speed manual and gets some slow acceleration figures - 1/4 mile in 12.5@115, 13.8@110.6

    We know the new M5 puts out a ton of power (527 rear wheel horsepower) and is capable of running 11's in the 1/4 mile in stock form. So what gives with Insideline acceleration testing hitting basically E92 M3 level acceleration figures running a mid 12 second 1/4 mile with traction control off and a 13.8@110.6 with traction control on?

    Click here to enlarge

    The manual transmission and a poor launch explain it. Seems they struggled launching the car a bit but were not far off what others have achieved. These are the slowest acceleration test figures posted thus far but only off just over 1 mile per hour in trap speed versus what Road and Track hit with the manual which was 12.3@116.7.

    Road and Track hit 11.9@119.7 with their dual clutch transmission car matching what IND-Distribution was able to achieve at the drag strip as well with their dual clutch transmission car. Why would anyone would still doubt how much faster the dual clutch transmission makes the car? If one demands the absolute fastest acceleration performance out of the F10 M5, the dual clutch is simply the better choice.





    Specs & Performance
    Vehicle
    Year Make Model 2013 BMW M5 4dr Sedan (4.4L 8cyl Turbo 6M)
    Vehicle Type RWD 4dr 5-passenger sedan
    Base MSRP $91,795
    Options on test vehicle Alpine White, Executive Package ($5,500 -- includes heated steering wheel, power tailgate, comfort access keyless entry, soft-close automatic doors, power rear sunshade with rear manual side window shades, front ventilated seats, active front seats; heated rear seats, four-zone automatic climate control, head-up display, satellite radio with 1-year subscription, BMW Apps); Bang & Olufsen Sound System ($3,700 -- includes high-end sound system featuring Acoustic Lens Technology (ALT) and Dirac Dimensions technology); Silverstone II Full Merino Leather ($3,500); Driver Assistance Package ($1,900 -- includes lane departure warning system, active blind spot detection, side- and top-view cameras; speed limit info); 20-Inch M Light Alloy Wheels ($1,300 -- includes 20-by-9-inch front and 20-by-10-inch rear alloy wheels with 265/35R20 front and 295/30R20 rear tires); Manual Transmission ($0).
    As-tested MSRP $107,695
    Assembly location Dingolfing, Germany
    Drivetrain
    Configuration Longitudinal, front-engine, rear-wheel drive
    Engine type Twin-turbocharged, direct-injected V8, gasoline with auto-stop/start
    Displacement (cc/cu-in) 4,395/268
    Block/head material Aluminum/aluminum
    Valvetrain DOHC, four valves per cylinder, variable intake + exhaust-valve timing
    Compression ratio (x:1) 10.0
    Redline, indicated (rpm) 7,200
    Horsepower (hp @ rpm) 560 @ 6,000
    Torque (lb-ft @ rpm) 500 @ 1,500-5,750
    Fuel type Premium unleaded (required)
    Transmission type Six-speed manual
    Transmission ratios (x:1) I = 4.06; II = 2.40; III = 1.58; IV = 1.19; V = 1.00; VI = 0.87; R = 3.68
    Final-drive ratio (x:1) 3.15
    Differential(s) Electronically controlled multiplate clutch, limited-slip
    Chassis
    Suspension, front Independent double-wishbones, coil springs, driver-adjustable three-mode variable dampers, stabilizer bar
    Suspension, rear Independent multilink, coil springs, driver-adjustable three-mode variable dampers, stabilizer bar
    Steering type Speed-proportional power steering
    Steering ratio (x:1) 13.1
    Turning circle (ft.) 41.3
    Tire make and model Michelin Pilot Super Sport
    Tire type Asymmetrical summer, high-performance
    Tire size, front 265/35ZR20 (99Y)
    Tire size, rear 295/30ZR20 (101Y)
    Wheel size, front 20-by-9 inches
    Wheel size, rear 20-by-10 inches
    Wheel material Forged aluminum
    Brakes, front 15.7-inch two-piece ventilated and cross-drilled discs with six-piston fixed calipers
    Brakes, rear 15.6-inch two-piece ventilated and cross-drilled discs with two-piston sliding calipers
    Track Test Results
    Acceleration, 0-30 mph (sec.) 2.0
    0-45 mph (sec.) 2.9
    0-60 mph (sec.) 4.5
    0-60 with 1 foot of rollout (sec.) 4.3
    0-75 mph (sec.) 6.4
    1/4-mile (sec. @ mph) 12.5 @ 115.0
    0-30 mph, trac ON (sec.) 2.8
    0-45 mph, trac ON (sec.) 4.7
    0-60 mph, trac ON (sec.) 5.9
    0-60, trac ON with 1 foot of rollout (sec.) 5.6
    0-75 mph, trac ON (sec.) 8.1
    1/4-mile, trac ON (sec. @ mph) 13.8 @ 110.6
    Braking, 30-0 mph (ft.) 28
    60-0 mph (ft.) 111
    Slalom, 6 x 100 ft. (mph) 68.9
    Slalom, 6 x 100 ft. (mph) ESC ON 67.6
    Skid pad, 200-ft. diameter (lateral g) 0.93
    Skid pad, 200-ft. diameter (lateral g) ESC ON 0.92
    Sound level @ idle (dB) 49.0
    @ Full throttle (dB) 82.1
    @ 70 mph cruise (dB) 63.0
    Engine speed @ 70 mph (rpm) 2,300
    Test Driver Ratings & Comments
    Acceleration comments A little tricky to launch. Either gets lots of wheelspin right off the line, or no wheelspin initially followed by lots of spin shortly thereafter, requiring a bit of backpedaling through 1st gear. Nice power, if an odd V8 engine note. Shifter has kinda long and rather notchy throws but well-defined gates.
    Braking comments Very firm pedal, short travel. Car barely dips the nose at all and stops are incredibly stable. Still, how embarassing that the VW Up! stops shorter. First stop was shortest at 111 feet. Fourth stop (out of seven) was longest at 117 feet. Erratic distances.
    Handling comments Skid pad: Even with the suspension set to its stiffest at Sport Plus, the M5 rolls over mightily on the outside front tire. Dialing back throttle lessens the understeer, but certainly doesn't eliminate it. Overall, grip is pretty good though, definitely better than the old car. Slalom: The M5 is too soft, even in the Sport Plus suspension setting. Surprisingly, the hydraulic steering felt best in Comfort mode -- Sport and Sport Plus feel heavy for the sake of being heavy, but don't give any increased feel or quickness. The chassis gives decent feedback and the M5 is very forgiving at the limit, but the overall sensation is one of massive weight transfer. This is definitely not a car that drives small, and no one will call it nimble.
    Testing Conditions
    Test date 9/5/2012
    Elevation (ft.) 1,121
    Temperature (F) 86.4
    Relative humidity (%) 16.5
    Barometric pressure (in. Hg) 28.72
    Wind (mph, direction) 0.44, Head/crosswind
    Odometer (mi.) 2,830
    Fuel used for test 91-octane gasoline
    As-tested tire pressures, f/r (psi) 35/35
    Fuel Consumption
    EPA fuel economy (mpg) 15 city/22 highway/17 combined
    Edmunds observed (mpg) 13.3 worst/19.1 best/15.1 average (1,133 miles)
    Fuel tank capacity (U.S. gal.) 21.1
    Driving range (mi.) 464.2
    Audio and Advanced Technology
    Stereo description Bang & Olufsen AM/FM/CD/DVD/MP3/Satellite radio 1,100-watt sound system with 12 speakers
    iPod/digital media compatibility Standard iPod via USB port and Aux-in jack
    Satellite radio Optional SiriusXM
    Hard-drive music storage capacity (Gb) Standard 20.5GB music storage capacity
    Rear seat video and entertainment Optional
    Bluetooth phone connectivity Standard
    Navigation system Standard with real-time traffic information
    Telematics (OnStar, etc.) Standard
    Smart entry/Start Optional ignition, doors, trunk/hatch
    Parking aids Standard parking sonar front and rear, back-up camera; optional side and top-view cameras
    Blind-spot detection Optional
    Lane-departure monitoring Optional departure warning
    Collision warning/avoidance Not available
    Night Vision Optional
    Dimensions & Capacities
    Curb weight, mfr. claim (lbs.) 4,343
    Curb weight, as tested (lbs.) 4,389
    Weight distribution, as tested, f/r (%) 52/48
    Length (in.) 193.5
    Width (in.) 74.4
    Height (in.) 57.3
    Wheelbase (in.) 116.7
    Track, front (in.) 64.1
    Track, rear (in.) 62.3
    Legroom, front (in.) 41.4
    Legroom, rear (in.) 36.1
    Headroom, front (in.) 40.5
    Headroom, rear (in.) 38.3
    Shoulder room, front (in.) 58.3
    Shoulder room, rear (in.) 56.2
    Seating capacity 5
    Step-in height, measured (in.) 15
    Trunk volume (cu-ft) 14.0
    Cargo loading height, measured (in.) 26.5
    GVWR (lbs.) 5,313
    Payload, mfr. max claim (lbs.) 970
    Ground clearance (in.) 4.6
    Warranty
    Bumper-to-bumper 4 years/50,000 miles
    Powertrain 4 years/50,000 miles
    Corrosion 12 years/Unlimited miles
    Roadside assistance 4 years/Unlimited miles
    Free scheduled maintenance 4 years/50,000 miles




    Stage 2 or 2.5 E9X M3 S65 V8 supercharger kit for sale
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  2. #2
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    Seems the DCT has a huge advantage over this. It really is insane how much faster the DCT is.

  3. #3
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    Click here to enlarge Originally Posted by leo985i Click here to enlarge
    Seems the DCT has a huge advantage over this. It really is insane how much faster the DCT is.
    No kidding.

    Stage 2 or 2.5 E9X M3 S65 V8 supercharger kit for sale
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  4. #4
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    Too early to tell imo...

  5. #5
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    If you're gonna turn the car into a heavy hitter, it seems like the only advantage the MT has is that it's a lot easier to beef up the clutch for a high HP setup. Once the DCT has an upgrade out that consistently runs with OEM, all bets are off.
    COBB AP ProTune by Bren of ///Bren Tuning
    Akrapovic DP | Helix FMIC | Alpina TCM Flash | Walbro 450LPH Fuel Pump


    "The moment money becomes your motivation, you are immediately not as good as someone who is motivated by passion and internal will." -A. Senna

  6. #6
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    i am w sticky on this one... 911 carrera s is the exact same way

  7. #7
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    It almost feels like the customer is buying a totally different car. I hope that whoever buys a Manual M5 understands that their m5 will be a lot slow than one that's not l. $#@! an e60 m5 will keep up with the new manual M5, that's how sad this $#@! seems.

    As much as I love manuals the difference is too big this time around, and I would feel like I got screwed by buying a manual M5. Not so much between the smaller cars.
    John 3:16


  8. #8
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    Times have just made a full transition.. I remember making fun of by best friend for buying a new LS1 Z28 with an auto transmission.. I didn't think I'd ever change my mentality. In recent years I've accepted the facts and embraced the technology we now have available as consumers.

    With that said, I test drove a Sakhir Orange DCT M6 yesterday Click here to enlarge
    All I can say is, son of a bit*h what a beast!! I didn't want to stop driving the thing. I was fortunate to have a younger salesman ride along and he let my beat it up to my full satisfaction. I'm now convinced that I would take the F1x M6 over the M5. It's funny how things change, I preferred the M5's looks in the E6x platform. It's the complete opposite now. I'll wait for them to work out all the bugs before I grab one.. You can be damn sure it'll be a DCT.

    -TZ
    09' M3 AA Gen 2 Level 2 S/C
    03' Viper Roadster- FBO
    10' X5M
    09' Cayenne GTS
    11' Jaguar XFR
    08' CLS63 AMG
    08' EVO X GSR- FBO
    13' F10 550i M Sport

    Past:
    07' C6 Z06
    11' M3 Comp DCT
    10' C63 AMG
    10' SVT Raptor 6.2
    12' BOSS 302
    11' E92 335i
    09' C63 AMG -
    01' C5 Z06- White, FBO+Cam
    11' E92 335is- Sapp Blk
    08' E82 135i- Sapphire Blk
    10' Audi S5 6-Speed
    04' SVT Lightning
    08' E90 335i 6-Speed- Blk
    08' C63 AMG- Blk
    09' CTS-V Sedan- Blk Raven
    06' E60 M5 SMG
    Click here to enlarge

  9. #9
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    lets remember that there are still idiots that hate on the gtr for the same reason, a car that goes 10's w a grandma behind the seat

  10. #10
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    I used to be one of the manual transmission's biggest diehards but last Tuesday I picked up a 2013 335is with DCT and I haven't regretted it yet. I wish the DCT in my car was programmed as aggressively as the M-DCT (shifts in DS + Sport mode don't kick you in the back like they do in the M3) but it's such a great transmission.

  11. #11
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    If it holds the power, the DCT is worth considering. And it is definitely a better option if you plan to remain stock, provided it has good launch control (unlike the 335is, M3, etc.). But seeing how the DCT and automatic gearboxes slip under high torque in N54 cars, I think I would still choose the manual gearbox for heavy tuning and abusive driving. I'm not sure how would the DCT hold with slicks at the drag strip.

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    Click here to enlarge Originally Posted by cstavaru Click here to enlarge
    If it holds the power, the DCT is worth considering. And it is definitely a better option if you plan to remain stock, provided it has good launch control (unlike the 335is, M3, etc.). But seeing how the DCT and automatic gearboxes slip under high torque in N54 cars, I think I would still choose the manual gearbox for heavy tuning and abusive driving. I'm not sure how would the DCT hold with slicks at the drag strip.
    What's wrong with the M3's launch control? Just curious.

  13. #13
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    Click here to enlarge Originally Posted by cstavaru Click here to enlarge
    If it holds the power, the DCT is worth considering. And it is definitely a better option if you plan to remain stock, provided it has good launch control (unlike the 335is, M3, etc.). But seeing how the DCT and automatic gearboxes slip under high torque in N54 cars, I think I would still choose the manual gearbox for heavy tuning and abusive driving. I'm not sure how would the DCT hold with slicks at the drag strip.
    This is a different DCT gearbox than the M3/335 have.

    Stage 2 or 2.5 E9X M3 S65 V8 supercharger kit for sale
    : http://www.boostaddict.com/showthrea...r-kit-for-sale

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    Click here to enlarge Originally Posted by inlineS54B32 Click here to enlarge
    What's wrong with the M3's launch control? Just curious.
    People just don't know how to use it. They expect to be able to have a perfect launch anywhere, it doesn't work like that.

    I will say the Porsche and GT-R launch control programs are much better and more consistent. The M3's works well though if you know how to utilize it.

    Stage 2 or 2.5 E9X M3 S65 V8 supercharger kit for sale
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