The sixth generation of BMW’s benchmark sports sedan marks a fundamental turning point in Munich’s engineering philosophy. Unveiled in August 2017 ahead of its public debut at the Frankfurt Motor Show (IAA), the BMW M5 (chassis code F90) introduces an M-developed all-wheel-drive system known as M xDrive. For over three decades and five preceding generations, the formula relied strictly on sending power to the rear rubber. With output swelling to 600 hp and torque reaching supercar levels, traction demanded a rethink. Yet instead of turning the super-saloon into an understeering executive cruiser, BMW M GmbH engineered a variable transfer setup that preserves the rear-drive balance enthusiasts revere—complete with a genuine rear-wheel-drive mode that disables front-axle drive entirely.
A New Philosophy for Putting 600 Horsepower to Tarmac
Frank van Meel, Chairman of the Board of Management at BMW M GmbH, described the engineering brief as reconciling two opposing automotive ideals: complete day-to-day usability across all seasons and uncompromised circuit agility. Developing an all-wheel-drive hardware configuration specifically tailored for high-performance track driving became the linchpin of the F90 project. When firing up the engine, the M5 defaults to standard all-wheel drive (4WD) with Dynamic Stability Control (DSC) engaged. From that baseline, the driver can alter handling characteristics across multiple chassis configurations.
Selecting M Dynamic Mode (MDM) shifts the system into 4WD Sport. In this setting, the central transfer clutch shuttles a greater proportion of engine torque toward the rear axle while allowing controlled slip before electronics step in. Drivers can induce progressive drifts out of corners, knowing the front wheels will pull the nose straight once maximum lateral slip is breached. For track use and experienced pilots, shutting DSC off unlocks three distinct driveline choices: standard 4WD, track-tuned 4WD Sport, and a dedicated 2WD setting. In 2WD, the multi-plate clutch decouples the front propeller shaft completely. The car behaves as an unadulterated rear-wheel-drive machine, free of stability intervention, echoing the raw character of its celebrated rear-drive ancestors.
The TwinPower Turbo 4.4-Liter V8: Revised Induction and Fueling
Resting beneath the aluminum hood is an extensively re-engineered version of the 4.4-liter twin-turbocharged V8 engine. Delivering 441 kW (600 hp) between 5,600 and 6,700 rpm, the power unit pushes the M5 into supercar territory. Even more telling is the torque curve: peak torque of 750 Nm (553 lb-ft) arrives at a low 1,800 rpm and plateaus without interruption until 5,600 rpm. Compared to the outgoing F10 generation, maximum torque jumps by 70 Nm (52 lb-ft), giving the car ferocious mid-range punch.
Achieving those gains required comprehensive internal revisions. The M engine division installed redesigned turbochargers and raised maximum direct fuel injection pressure to 350 bar. Higher rail pressures yield shorter injection pulses and superior atomization inside the combustion chambers, sharpening throttle response across the entire rev band. Cooling and lubrication systems received equal attention. The indirect charge-air cooling system is more compact yet operates with greater thermal efficiency than the intercoolers on the previous model. To safeguard the V8 under high cornering forces, the wet-sump lubrication system utilizes a small front sump alongside a fully variable, map-controlled oil pump designed specifically to maintain oil pressure under intense longitudinal and lateral acceleration on circuit curbs.
Exhaust gas management relies on revised cross-bank manifolds that channel exhaust pulses evenly into the twin-scroll turbine housings. Between the dual-branch silencers sits a lightweight Helmholtz resonator, trimming exhaust system mass while shaping an authoritative exhaust note. Controlled exhaust flaps vary the sound profile depending on whether Efficient, Sport, or Sport Plus mode is selected, while an M Sound Control button on the center console allows the cabin occupant to tone down acoustic resonance when cruising.
Drivetrain Mechanics: M xDrive Hardware and Eight-Speed M Steptronic
Managing the transfer of 750 Nm of torque meant parting ways with the dual-clutch transmission found in the outgoing car. In its place sits an eight-speed M Steptronic torque-converter automatic transmission equipped with Drivelogic software. The converter’s lock-up clutch engages immediately upon rolling away, eliminating slop and providing the direct mechanical coupling associated with twin-clutch units while offering vastly improved low-speed refinement.
Drivers command shifts either via the short gear selector or steering-wheel-mounted paddles. Using the Drivelogic rocker switch on the selector lever, shift behavior adjusts across three defined maps. Mode 1 delivers gentle, early upshifts for relaxed highway cruising; Mode 2 sharpens gear engagement for rapid backroad driving; Mode 3 executes instantaneous, full-throttle track shifts with no automatic upshifts at redline. Multi-gear downshifts are available under braking: holding the downshift paddle drops the transmission straight to the lowest permissible gear for maximum acceleration out of apexes. An auxiliary transmission cooler guarantees consistent fluid temperatures during sustained track sessions.
Downstream of the gearbox, the drivetrain features heavily reinforced prop shafts and axle shafts designed to withstand extreme torque shocks. The transfer case houses an electronically controlled multi-plate wet clutch that continuously apportions drive between front and rear axles. At the rear, BMW’s Active M Differential distributes torque across the rear tires via an electro-mechanical multi-plate lock. Because the system calculates yaw rate, wheel speeds, steering angle, and throttle input hundreds of times per second, traction control interventions happen proactively. The car registers a 0 to 100 km/h (62 mph) sprint time of just 3.4 seconds, passing 200 km/h (124 mph) in 11.1 seconds—performance metrics that rival mid-engine exotics.
Chassis Engineering: Miramas and Nürburgring Nordschleife Tuning
Chassis development for the F90 took place at BMW’s private test facility in Miramas, France, and on the punishing concrete curves of the Nürburgring Nordschleife. The double-wishbone front suspension borrowed from the standard 5 Series was comprehensively redesigned for the M5. Engineers modified kinematics and elastokinematics to handle high lateral loads while widening track widths front and rear to anchor the car’s dynamic footprint.
At the rear, the five-link axle incorporates stiffer rubber mounts on newly developed toe links, firmer anti-roll bars, and lightweight lower wishbones optimized for structural rigidity. Specially developed elastomer bearings anchor the rear subframe to the unibody without compliance delay, producing instantaneous chassis response to steering inputs. Structural bracing plays an equally vital role: a steel X-brace underneath the vehicle floor and an aluminum transverse strut reinforce the rear axle linkages against torsional flex.
Electromechanical M Servotronic steering features speed-sensitive power assistance across Comfort, Sport, and Sport Plus settings, tuned for linear build-up of front-tire slip angle rather than artificial heaviness. Variable Damper Control (VDC) pairs electronically adjustable shock absorbers with dedicated rebound and compression valves, allowing the car to float over rutted pavement in Comfort mode or clamp down body roll on track surfaces in Sport Plus. Factory test driver Timo Glock singled out the front-end bite and stability under high-speed braking as a standout leap over previous generations.
Lightweight Architecture, Braking Systems, and Wheels
Weight management sat at the heart of the F90’s development. Despite the addition of all-wheel-drive hardware, front differential, and half-shafts, the F90 weighs less than the rear-wheel-drive F10 model it replaces. A major contributor is the carbon fiber-reinforced plastic (CFRP) roof—a first for an M5 sedan. Removing mass from the vehicle’s highest structural point lowers the center of gravity significantly. Further weight savings come from an aluminum hood, aluminum front fenders, and lightweight exhaust tubing.
Standard rolling stock consists of 19-inch five-double-spoke cast light-alloy wheels finished in Orbit Grey (9.5 J x 19 front, 10.5 J x 19 rear) wrapped in 275/40 R 19 front and 285/40 R 19 rear rubber. Buyers can specify optional 20-inch seven-double-spoke wheels (front: 275/35 R 20, rear: 285/35 R 20) in black or two-tone polished finish. All factory tires carry high-speed ZR ratings suited to the sedan’s capabilities.
Braking duty falls standard to M compound brakes utilizing blue-painted six-piston fixed calipers clamping perforated, ventilated discs up front, paired with single-piston floating calipers at the rear. For extreme track duty, BMW offers M carbon-ceramic brakes identifiable by their gold calipers. The ceramic package slashes unsprung mass by 23 kilograms (50.7 pounds), substantially improving wheel control over broken surfaces while providing exceptional fade resistance under sustained high-temperature braking.
Design Driven by Aerodynamic and Thermal Function
Domagoj Dukec, Vice President of Design BMW i and BMW M, summarized the car’s visual mission as creating “the world’s fastest-moving tailored suit.” Form strictly follows technical demands. The front apron features gaping hexagonal air apertures designed to feed external radiators, transmission fluid heat exchangers, and front brake ducts. The sculpted aluminum hood incorporates sharp swage lines that flow directly toward the contour recess in the CFRP roof.
Along the flanks, the widened front wheel arches house functional M gills that extract turbulent air from the front wheel wells. Signature twin-stalk M exterior mirror caps optimize aerodynamic flow down the greenhouse, while the rear apron integrates a functional rear diffuser flanked by signature quad exhaust tailpipes. A discrete M lip spoiler on the trunk lid generates usable rear downforce at autobahn speeds, keeping high-speed stability intact up to the factory-limited 250 km/h (155 mph) top speed, or 305 km/h (189 mph) when ordered with the optional M Driver’s Package.
Cockpit Technology, Ergonomics, and Driver Controls
The cabin architecture marries executive luxury with dedicated motorsport controls. The digital instrument panel features M-specific graphics detailing the current driveline setup, selected damper setting, transmission shift speed, and engine map. When shifting manually, drivers benefit from progressive shift lights and a variable redline warning indicator, both of which can be projected onto the windshield through the full-color M Head-Up Display.
Mounted on the thick-rimmed M leather steering wheel are two anodized red buttons: M1 and M2. These switches function as preset memory triggers, allowing drivers to store two complete dynamic configurations. With a single thumb press, the driver can toggle between a relaxed, compliant 4WD setup for city commuting and an aggressive 4WD Sport or 2WD configuration with sharpened throttle response and manual shifting. Standard seating comprises electrically adjustable M sport seats trimmed in Merino leather with memory function, heating, and pneumatic bolster width adjustment. Optional M multifunction seats add integrated head restraints, illuminated M5 badging, and deeper bucket bolstering for aggressive lateral support.
Thirty-Three Years of Lineage: From E28S to F90
The debut of the F90 represents the culmination of a bloodline that originated in 1984. BMW Motorsport GmbH created the high-performance four-door segment with the original E28S M5, hand-assembling each car with the legendary 3.5-liter M88 straight-six derived from the mid-engine M1 supercar. Generating 286 hp, the E28S hit 100 km/h in 6.5 seconds with a top speed of 245 km/h (152 mph), claiming the crown as the fastest series sedan in the world.
In 1988, the second-generation E34S arrived with a 3.6-liter straight-six pushing 315 hp and crackling past 250 km/h. An update in 1992 (E34/5S) enlarged displacement to 3.8 liters and 340 hp, introducing the ultra-rare 6-speed manual Touring wagon variant of which fewer than 900 examples left the workshop. The third-generation E39S debuted in 1998, ushering in the V8 era with a high-revving 5.0-liter naturally aspirated S62 developing 400 hp and 500 Nm (369 lb-ft) paired solely with a Getrag six-speed manual gearbox.
The fourth generation (E60 sedan and E61 wagon) arrived in 2005 carrying a Formula 1-inspired 5.0-liter S85 V10 engine that screamed to an 8,250 rpm redline and produced 507 hp, linked to a 7-speed SMG automated sequential manual. In 2011, the fifth-generation F10M pivoted toward forced induction, utilizing a 4.4-liter twin-turbo V8 producing 560 hp (later rising to 575 hp in Competition trim and 600 hp in limited-run “30 Jahre” and “Competition Edition” models). The F90 builds directly upon this legacy, elevating the displacement and power of forced induction with the unprecedented traction of intelligent all-wheel drive.
Market Launch, Pricing, and the First Edition
BMW M GmbH opens customer ordering for the new BMW M5 in September 2017, with European deliveries commencing in spring 2018. Base pricing in Germany starts at €117,900 including value-added tax. Launch colors introduce fresh exterior shades including Marina Bay Blue Metallic alongside matte Frozen Dark Silver and Frozen Arctic Grey finishes.
To commemorate the sedan’s introduction, BMW is producing a strictly limited “First Edition” model capped at 400 units worldwide. Manufactured between autumn 2017 and June 2018, the First Edition features exclusive Frozen Dark Red Metallic paintwork, extended BMW Individual high-gloss Shadow Line accents covering the kidney grilles, side gills, and quad exhaust tips, and 20-inch seven-double-spoke light alloy wheels in black. Inside, the First Edition sports Piano Black trim on the dashboard, full Merino leather in Smoke White with contrasting red stitching, and a numbered plaque on the center console reading “M5 First Edition 1/400.”
Vehicle data
| Field | Value |
|---|---|
| Make | BMW |
| Model | M5 (F90) |
| Generation / chassis code | 6th generation / F90 |
| Model year(s) covered | 2018 |
| Body style | 4-door sedan |
| Powertrain / engine | 4.4-liter V8, M TwinPower Turbo (twin-scroll bi-turbo, direct injection 350 bar) |
| Power / torque | 441 kW (600 hp) @ 5,600–6,700 rpm / 750 Nm (553 lb-ft) @ 1,800–5,600 rpm |
| Transmission | 8-speed M Steptronic with Drivelogic |
| Drivetrain | M xDrive all-wheel drive (selectable 4WD, 4WD Sport, 2WD rear-wheel drive) with Active M Differential |
| Key performance figures | 0–100 km/h in 3.4 s, 0–200 km/h in 11.1 s, top speed 250 km/h (155 mph) / 305 km/h (189 mph) with M Driver’s Package |
| Price (as stated) | €117,900 (basic price Germany, incl. VAT) |
| On-sale / announcement period | Announced August 2017; order books open September 2017; deliveries spring 2018 |
| Market | Global (launch specs: European market specification) |