BMW Faqs

The 2006 BMW M5 is a tech-savvy speed freak’s dream come true. Its Formula One-bred engine, which has collected two consecutive International Engine of the Year awards, is the most delectable bit, with the seven-speed sequential manual gearbox (SMG) and various chassis control systems complementing the power to provide truly awesome performance.

The transmission does take some getting used to and still occasionally confounded us even after considerable seat time in both the M5 and the M6, but with experience and an understanding of the manual vs. automatic settings, a smooth drive is possible. Clearly, though, the SMG is most effective and transparent when pushed very hard, and given the M5’s performance potential, this is impossible on public roads.

Visually, the M5 doesn’t set itself apart too dramatically from the current non-M 5 series upon which it’s based, but is discernable by larger standard wheels; front, side, and rear lower body enhancements; more aerodynamic side mirrors; four chrome-tipped exhaust outlets; and a side vent adorned with an M logo ahead of each front door.

In darker colors, such as the Indianapolis Red Metallic of our test car, the effect is positive: the car looks purposeful, but it didn’t draw much attention from other drivers or passersby.

With a base MSRP of $81,200, the V10-engined M5 is still something of a performance bargain, as the engine alone is uniquely valuable both as a power plant and for bragging rights. As usual, generous ticking of the BMW options list takes a toll, and with major options such as Sepang Bronze Perforated Leather ($3,500), multifunction seats ($1,900), a heads-up display ($1,000), and comfort access ($1,000), the total runs to a hefty $94,965, including a $695 destination charge.

Comfort of 2006 BMW M5Sitting in the 2006 BMW M5 for the first time and taking an initial look around at the trim and controls, little is different than in other modern BMWs. The main gauges, iDrive controller, hooded navigation screen, and climate controls are nothing new. But looking closer, clues emerge as to the more serious nature of this particular M5.

The $1,000 comfort access option allows entering and starting the vehicle without using the key fob, a worthwhile convenience we’ve appreciated in all test cars that have come so equipped. With the foot on the brake and the SMG lever in neutral, a tap of the Start/Stop button brings the V10 to life.

iDrive allows customization of entry/exit options such as how long exterior pathway lighting stays on following exiting the car, the central locking sequence, whether the car beeps and/or flashes upon locking or unlocking, and all manner of other minor options.

iDrive again proves something of a double-edged sword, as we and others have previously noted ad nauseam. It offers simplicity and elegance of design but also requires too much effort for minor control modifications.

Overall, the premium sound system leaves little to be desired, with Logic7 surround, a six-disc changer in the glove box, and a single-CD slot in the dash, 13 speakers including 2 subwoofers and digital sound processing. No provision is made for factory integration with auxiliary audio components, but iPod adapters are available from dealers. Sound is strong and adjustment options are effective, with three main modes (normal, concert hall, and theater).

One complaint was that the CD magazine in the glove box is tucked far up and out of sight, where it is all but unreachable by someone sitting in the driver’s seat at full stretch, let alone while driving.

The heads-up display is slightly different from the one we saw previously in the 550i. This version includes a tachometer depiction showing green, yellow, and red areas of an arc that wraps around the number indicating the current gear, so shifts can be executed at maximum revs without having to glance down at the main tach.

As with the earlier heads-up display, current speed is also displayed, along with any vehicle warning messages. There is also an M mode that displays only the gear and the revs. The use of this mode is customizable as part of the M-Drive settings.

Performance of 2006 BMW M5The engine in the 2006 M5 is a mechanical and technological tour de force. Rated at a maximum of 500 horsepower at 7,750rpm and 383 pound-feet of torque at 6,100rpm, it certainly produces prodigious power, but the engine’s willingness to rev is the most startling aspect of the experience.

With five liters of displacement, continuously, or “steplessly,” variable timing on 40 valves, and electronically controlled throttle bodies feeding each cylinder individually, there’s a lot of precise hardware to get working in tandem, yet response is immediate and the M5’s V10 pulls to beyond 8,000rpm.

The single biggest control difference between the M5 and any other 5-series is a very small button among the other steering-wheel controls, called the M-Drive toggle. M-Drive is a catch-all mode representing the custom settings of six other systems: the SMG, electronic damping control, dynamic stability control, engine power mode, active bolstering, and the heads-up display (the last two if applicable).

In practice, all this translates to a means of instantly switching into hooligan mode and back to normal at the press of a button, and we loved it. iDrive itself might benefit from more control logic of this type. We know the point is to make everything controllable through one knob, but the star-symbol button on the steering wheel below the M-Drive button can be customized to perform one iDrive task, and a couple other buttons like this would be nice.

There is simply power and torque available everywhere up and down the rev range, enough to overwhelm the tires in the first three gears if you’re daring enough to disable the dynamic stability control. And of course, you are, because this is the only way to get the transmission into Sport mode 6 for the quickest shifts.

With this mode selected, the electronic damping set to Sport, and the engine in P500 Sport mode where it produces 500 horsepower and extra-quick throttle response, the M5 assumes its purest form and the results are breathtaking.

Full throttle shifts are lightning-quick with no chassis disruption, and SMG earns its keep. Downshifts are accompanied by an attention-getting throttle blip, which either amuses or impresses most people when rolling to a city stop but definitely helps maintain stability and avoid any unsettling wheel spin in fast midcorner changes.

With seven forward gears to choose from (an industry first for a clutch-shifted production-car transmission), so many shift programs available, and unflappable grip at any reasonable speed, getting to know the M5 is a pleasure indeed.

Safety of the 2006 BMW M5BMW provides the usual array of standard safety features to protect the occupants in the event of a mishap. No government crash-test ratings are available for the M5. Front dual-stage dual-threshold “smart” airbags with passenger detection are standard, as are door-mounted front side airbags and a front and rear head-protection system.

An interlocking door anchoring system provides extra protection against side impacts. In a serious impact, major electrical components are disconnected from the battery, the hazard and interior lights are activated, and the doors are unlocked.