And perhaps this is one of the niggling issues with the M5. Any car in this class is going to be fairly limited in terms of how far you can extend it in normal circumstances, but the M5 falls short of the sensitivity and delicacy that makes the obvious rivals entertaining even at acceptable road speeds.
Rather, as soon as you dabble in the M1 or M2 settings on the steering wheel, you’ll find yourself encouraged to ever-more ballistic speeds because the M5 is just so capable of them. It’s so well balanced, and so well set-up in terms of its body-control and damping that it almost suffers as a result of its own effectiveness, because it leaves you feeling a little less involved unless you plunder more of its potential than you might feel comfortable with outside a track.
The handling and comfort compromise here is the best you’ll find amongst any rivals. The variable dampers allow the M5 to perform just as well as a challenging back road bruiser, or as a seriously sorted and refined cruiser.
Undulations and off-camber sections of tarmac can have some kick-back feeding through the steering, but the grip and feedback on offer provides such confidence that you can punch through any of that whilst dialling in exactly the responses you need to without much consideration. There’s no denying that this is a firm car. You’ll feel the road surface most of the time, but it’s a subdued sensation that anyone considering an M5 would happily live with given the nature of the car.
Perhaps what we should be really bowing down to at this point is the gearbox. It is a night and day transformation from the previous M5’s jerky, inconsistent ‘box. Here you will find perfectly sorted ratios, which you can shuffle through via the standard paddles if you want, enjoying swift and near-faultless responses from the dual-clutch unit, or you can leave it in any of the three auto modes for well-judged and pretty much unnoticeable changes made for you.
But the M5 is not a perfect package. The steering in particular seems too clinical – and certainly too heavy in sport-plus mode – which is a disappointment in a car that should be fingertip brilliant to drive.
Should I buy one?
If you want the most crushingly effective super saloon out there, then yes. You’ll love every minute. But be careful with your decision if it’s outright driver reward that you want.
Putting the M5 to the test in the UK has only proved just what a tour-de-force it is. Objectively it’s the best M5 we’ve ever seen; bigger, faster, more efficient, vastly easier to live with and still an exercise in handling brilliance. Yet we can’t help but lament some of the low-speed sparkle that makes the best rivals feel lively and involving at any road speed. The new M5 isolates you too well from the speed it so effortlessly delivers, and has traded some of its soul in return for more liveability.
For many that’s no bad thing given that the M5’s appeal has always been in its everyday take on supercar pace. And it remains precisely that – an astonishingly rapid and absorbing everyday supercar that could outpace plenty of six-figure poster cars. Just expect a little more of the everyday and a little less of the super from the new M5.
Price: £73,040; 0-62mph: 4.5sec; Top speed: 155mph (190mph M driver’s package); Economy: 28.5mpg; CO2 emissions: 232g/km; Kerb weight: 1870kg; Engine layout: V8, 4395cc, twin-turbocharged petrol; Power: 552bhp at 6000rpm; Torque: 501lb ft at 1500rpm; Gearbox: seven-speed double clutch