THE DRIVE SYSTEM OF THE NEW M5

1.World premiere of the new BMW M5's drive system. (Short story) (page 3) 2.The new V10 engine in the BMW M5:A masterpiece in engine construction. (page 8) 3.The new sequential M transmission:Shifting gears even faster with the seven-speed SMG gearbox. (page 20) 4.The BMW M5 engine production:Engine construction at its best. (page 24) 5.Torque Diagram. (page 27)

World premiere of the new BMW M5's drive system.

Whenever BMW M GmbH presents a new M automobile, the focus of attention is
traditionally on the power unit beneath the bonnet. This is particularly the
case with the new M5: across the world, its V10 engine is considered to be one
of the most fascinating drive concepts featured in a production car.
This technological masterpiece does not only sport the same number of cylinders
as its Formula 1 BMW WilliamsF1 racing counterpart, but also shares its
high-revving concept. As is the case with all high-performance normally
aspirated engines made by BMW M, this power unit generates enormous pulling
force over the entire speed range.

First high-revving V10 engine to be featured in a regular-production saloon.
The V10 is the only high-revving power unit to be featured in a
series-production car. The M5's engine has ten cylinders, a cubic capacity of 5
litres and produces a maximum output of 507 bhp and a maximum torque of 520
Newton metres, making the M5 the most powerful final production model in the
BMW line-up. The segment of powerful sports saloons was introduced 20 years ago
with the presentation of the first M5 and this new engine once again sets the
benchmark in this particular segment.

There is, however, more to it than pure performance. What is important for M
automobiles is acceleration and driving dynamics, the latter which is dependent
on the actual forward thrust and the vehicle's weight. The drive forces at the
driven wheels are significantly influenced by the engine torque and the
transmission ratio. The high-revving concept caters for an
optimum transmission ratio, thus guaranteeing an impressive forward thrust.

The perfect choice: high-revving concept.
For the BMW M engineers the compact, high-revving normally aspirated engine was
the ideal choice. With a red line of 8,250 rpm, the ten-cylinder engine has
ventured into terrain which has so far been reserved for red-blooded racing
cars. Compared to the previous M5 eight-cylinder engine, performance has
increased by more than 25 per cent. The M5 has also surpassed the magical 100
bhp per litre limit, its specific output being on par with that of racing cars.

A masterpiece in engine construction.
BMW, one of the leaders in engine construction, has made a name for itself
primarily as a manufacturer of inline engines. The two five-cylinder banks of
the V10 are arranged at an angle of 90¡ã to achieve a mass balance of the
crankshaft drive, which is optimized for low vibration and increased comfort.
For reasons of stiffness, that is due to the high loads resulting from
combustion pressure, engine speed and vibrations, a bedplate design has been
chosen for the crankcase. For an optimum alignment of the crankshaft, grey-cast
iron inserts have been integrated into the aluminium bedplate, which also serve
to enhance acoustics, increase vibrational comfort and ensure a high oil supply
rate. The extremely stiff crankshaft is supported by six bearings. In the new
M5, it is the first time that BMW has used a bedplate design for a production V
engine.

Every gram counts in lightweight construction.
The one-piece aluminium cylinder heads of the V10 engine are arranged in banks.
The V10 power unit features four valves per cylinder, a layout which is typical
of BMW engines. All valve train components are of low mass. Thus, for example,
the M engines feature for the first time low-weight, flow-optimized 5 mm-shaft
valves, spherical valve tappets with hydraulic valve
play compensation and single valve springs. All this results in a considerable
mass reduction, which is a prerequisite for the realisation of the high-revving
concept.

High-pressure bi-VANOS for an optimum charge cycle.
The bi-VANOS variable valve timing featured in the new M5 engine ensures
an optimum charge cycle, thus helping to achieve extremely short adjustment
times. This means in practice: increased performance, an improved torque curve,
optimum responsiveness, lower consumption and fewer emissions. Thanks to the
bi-VANOS technology, intake and outlet valves are always opened and closed at
precisely the right moment.

Individual throttle butterflies help the engine to breathe freely.
The naturally aspirated engine uses ten flow-optimized intake trumpets to
"breathe in" air from two intake plenums. Each cylinder has its own throttle, a
feature typical of racing cars. All throttles are actuated simultaneously and
are electronically controlled in order to make the engine highly responsive in
the lower speed range, as well as to achieve an immediate response of the
vehicle at the high end of the performance spectrum.

Dual exhaust system made of stainless steel.
The exhaust system of the new M5 engine is made of seamless stainless steel and
has a dual-flow design all the way to the silencers. The exhaust gases finally
leave the system through four tailpipes which are what make the rear end of the
M vehicles so unmistakable. The exhaust system complies with the European EU4
and the US LEV2 emission standards.

The engine control module: the first of its kind in the world.
The MS S65 engine management system is the central factor behind the V10's
outstanding performance and emission data. With more than 1,000 individual
components, this engine management system is unparalleled in its package
density. Its processors are the most powerful ones which are currently approved
for use in automobiles, as high engine speeds and comprehensive management and
control tasks demand the utmost from this system. Receiving more than 50 input
signals, this system calculates for each individual cylinder and for each
individual cycle the optimum ignition point, the ideal cylinder fill, the
injection quantity and the injection point. At the same time this system
calculates and makes the necessary adjustments for the optimum camshaft angle
and the optimum position of the ten individual throttles.

Highlight in engine management: ionic current technology.
The ionic current technology featured by the engine management unit is a
technological highlight which serves to detect engine knock, misfiring and
combustion misses. Utilizing the spark plug in each cylinder, this system helps
to pinpoint engine knock, to check for correct ignition and to detect any
ignition misses. Thus the spark plug has a dual function - as an actuator for
the ignition and as a sensor for monitoring the combustion process. The ionic
current measuring is done directly during the combustion process. The so-called
ionic current satellite receives signals from the five spark plugs of each
cylinder bank. Dependent on the load, it amplifies these signals and transmits
them to the engine management system for analysis, which, for example,
perfectly adjusts the ignition point of each cylinder via knock
control to the combustion process. All this results in benefits for the driver
of the new M5 - lower fuel consumption, higher torque and enhanced performance.

Seven-speed SMG gearbox conveys M power to the tarmac.
The high-revving concept only succeeds in combination with a gearbox which
translates the torque available to the engine, by means of a short overall
transmission ratio, into optimized forward thrust.
The seven-speed SMG gearbox is precisely the right transmission to ideally
convey the V10 engine's power via the drive train to the wheels. BMW M is the
first manufacturer worldwide to offer a seven-speed sequential gearbox with
drivelogic function. Even more highly perfected than the previous six-speed
transmission, the seven-speed SMG gearbox enables manual gear selection with
ultra-short shifting times as well as comfortable cruising thanks to automatic
gear selection. The purpose of the additional seventh gear is to reduce engine
speed and torque gaps.

New SMG gearbox's speed up by 20 per cent.
With the seven-speed SMG gearbox, gears can be changed using the central
gearshift lever or the so-called paddles on the steering wheel. Compared to the
previous SMG transmission, changing gears is 20 per cent faster with the new
SMG generation. Never before has it been quicker to change gears with a
transmission of this kind. The advantage for the M5 driver: Gear change is
smooth and accomplished at a speed impossible to reach even by the
most proficient driver, thus making the inevitable power flow interruptions
when changing gears hardly noticeable. The M5 delivers an almost jerk-free
performance when accelerating from a standstill to its top speed.

Drivelogic: the driver determines the SMG's characteristics for changing gears.
Thanks to the SMG's drivelogic function, the driver can choose from eleven gear
change options, which enable him to adapt the SMG's characteristics to his very
own style of motoring. Six of these programs can be preselected in the
sequential manual gearbox mode (S mode), the spectrum ranging from balanced
dynamic to very sporty. With the gearbox in the S mode, the driver always
shifts gears manually. Whenever the driver activates the Launch Control
function, the SMG Drivelogic shifts gears shortly before the maximum engine
speed is reached at precisely the right moment and with optimum slip until the
M5 reaches its top speed.
In the D (Drive) automatic gearshift mode, the transmission shifts the seven
gears automatically, depending on the program selected, the driving situation,
the road speed and the position of the accelerator pedal.

SMG for increased safety and comfort.
The seven-speed SMG gearbox not only supports the driver in achieving motor
sports performance, but also offers scores of safety features. In critical
situations, when the driver shifts down on a slippery surface, for example, the
gearbox opens the clutch in the fraction of a second in order to prevent the M5
from swerving out of control in the event of excessive drag torque at the
driven wheels. Further functions are the climbing, which prevents the car from
rolling backwards during hill starts as well as the hill detection, which
adjusts the shift points on gradients and descents. This prevents gear hunting
when going uphill. When driving downhill, the hill detection holds the lower
gears for longer in order to make effective use of the engine's braking power.

Production of high-performance engines - engine production at its best.
The high-performance power unit featured in the new BMW M5 reflects the
engineering competence of the BMW engine construction specialists.
The most powerful production engine in the company's history is manufactured
along with other BMW special engines on a highly flexible production line at
the BMW plant in Munich.
The wide selection of products requires very agile processes and demandsthe
utmost flexibility, profound product knowledge and skilful craftsmanship from
the qualified staff.
The most stringent quality standards are met in the mechanical production and
assembly of the high-revving aggregate. As the materials and components of the
high-revving engine are exposed to heavy loads, extremely high demands are
placed on surface quality and production tolerances.
Some parts and components are processed at a precision of up to 1¨M1000
millimetres.
The coding of the core components enables the staff to keep track of each
individual component from goods receipt to processing and through to
installation. A storage medium is provided for each engine to ensure, by data
transfer to the assembly stations, that the right parts and tools are used.