Thetillerinthe
M5 is more linear,
and its response
has more depth –
advantage BMW
Wind on progressively more, and the feedback starts
to blur a touch. When the tail eventually swings round,
the steering response is quite light. In a nutshell, it’s a
system that, sometimes, seems to be a bit too clever for
its own good. Ultimately, the tiller in the M5 is more
linear, and its response has more depth. Advantage
BMW, but not by much.
So let’s quickly check the score. While it’s a dead heat
in terms of engine, transmission and brakes, the M5
wins the steering sweepstakes by a narrow margin. And
it further extends this lead in the chassis department.
A brief glance at the well-used rear tyres provides the
first explanation. While the BMW’s Pirellis are evenly
worn down to the indicators, the AMG’s Contis show an
asymmetrical degeneration from the crown area all the
way to the outside shoulder; more so at the rear than
the front. This is allegedly down to the more aggressive
suspension setup, which spices up toe-in and negative
camber. In theory, such an arrangement allows higher
cornering speeds. In reality, the advantage expires at
the breakaway point where grip lets go rather promptly.
You can of course overdrive this peculiarity by stepping
hard on the loud pedal.
Mind you, these are only first impressions which
need to be backed up by more laps on other circuits
with different variations. But here in Portugal, the
20-inch wheels fitted to the M5 seem to sit flatter
on the road, and when they let go, they do so in a
more progressive fashion, fusing car and driver to a
confidence-inspiring whole. We’re not talking about
what’s happening in full drift here, but about the
difference in on-the-limit attitudes. Even though the
Mercedes is equipped with new triple-chamber air
suspension, any trace of cushiness is being absorbed
by the firm dampers – and that’s before you select
Sport or Sport Plus. The BMW offers a broader span of
calibrations from reasonably comfortable to positively
firm. It is the slightly less radical of the two contenders,
sharp yet more accessible in varying conditions.
When it comes time to sign the cheque, you may
be surprised to find that the two differ on price. The
E63 S is the heavy hitter at $239,611 and the M5,
a comparative bargain, is $199,900 if you’re lucky
enough to get one. Conversely, you can step down to
the 420kW/750Nm E63 for $209,611 or step up to the
$229,900 M5 First Edition (no power upgrade).
While BMW will charge extra for the M Driver’s
Package, which lifts the maximum speed to 305km/h,
the AMG does 302km/h without additional fees. Deep
pockets afford you just about every conceivable luxury
item, numerous driver assistance systems and a level
of connectivity that will make an adolescent passenger
chortle with amusement. Competitive spirits should
enjoy the in-dash track apps which only need a
smartphone or a GoPro and a lap timer to sift heroes
from zeroes.
The E63 S is crammed with features – some nice
to have, some thinly disguised gimmicks. Both boast
about assistance systems which allow you to take your
hands off the wheel, however, it’s only briefly. In more
ways than one, these two would be a case for less
equals more. That’s less as in distraction, complexity
and choice. BMW and Mercedes-AMG try to bundle
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