BMW M5: To Dream or Not To Dream?

By Peter Lee

The BMW M5 is a sports car for the family man. If you want to drive relaxingly it will accommodate you. It you fancy your heart beating faster, just step on the accelerator pedal. The torque build-up is so civilised and makes handling the car so much easier and less scary.

If I have the money I would surely have one in my garage…but let’s get logical for a minute:
1. The 4,999cc annual road tax will kill me.
2. The regular service costs will also make me a pauper.
3. The petrol consumption is a sin.
4. If you drive the car to a hotel, nobody can really tell the difference between a real M5 and a 525i dressed in M-clothes.
5. The amount of thrill versus money spent cannot compare to a 335i coupe or a Porsche Cayman S.
6. You are acting very irresponsibly if you drive an M5 like a monkey with your family in it.

The M5 costs a cool RM900K. This amount of money can buy you a Porsche Cayman S plus say, a BMW 320i. If you are willing to stretch you budget a little more, perhaps even a 523i. This combination saves you on road taxes. You will grab more attention if you arrive at a plush hotel or any glitzy social function in a Porsche. When you drive a Cayman S, there is no way you can take your family along, so there are no baggage of responsibility bogging you down when you need to speed. The 320i or 523i can be a regular car for business meetings and yet trash around without too much worry about servicing bills. Last but not the least, you get 2 cars to pick from, according to your whim and fancies!

In summary, the M5 is a stunning car that is a confirmed aphrodisiac for the super-rich speed junkie. For the rest of us, it is just an elusive and impractical dream.

Mr Peter Lee guest writes for this blog based on his test drive experience of the M5. He is currently undecided between the Porsche Cayman S, BMW 335i coupe or the upcoming Mercedes-Benz (W204) C350 Sport.

New Mercedes-Benz S300L in Malaysia

By Dr Long

DaimlerChrysler Malaysia (DCM) is expected to launch a smaller engined S-Class (W221) very soon. Though locally-assembled in Pekan, Malaysia, it should be similar to the one launched in Singapore just last year. The new S300L will be an extended wheelbase version measuring over 5 metres in total length.

It will be powered by the same all-aluminium M272 3.0L V6 engine found in the E280, churning out a respectable 231bhp @ 6,000rpm. The 300Nm of torque available at a low 2,500 through to 5,000rpm should make the limousine quite tractable, even at low speeds. It has a claimed 0-100km/h figure of 8.2secs which is no slow-coach, considering the fact that near 2-tonne is being lugged at any one time.

The icing-on-the-cake must be its estimated sub-RM600K price tag that is considerably cheaper than its elder sibling, the S350L, which retails at RM754K. It looks like the corporate and diplomatic power brokers, company directors and towkays will soon have a good reason to rejoice and trade in their old W220s and the likes...

Technical Data: Mercedes-Benz S300L

Engine: 6 Cylinders in V, 24valves
Displacement: 2.996cc
Bore/Stroke (mm): 88 x 82.1
Compression ratio: 11.1:1
Net Power (hp/rpm): 231/6000
Max Torque: 300Nm/2500-5000rpm

Performance
0-100 km/h: 8.2 seconds
Drag Coefficient: 0.27

Brakes
Dual-circuit system, 4 discs brake, front discs ventilated, ABS with Brake Assist (BAS)

Suspension
Front: AIRMATIC (air suspension with Adaptive Damping System and all-round level control)
Rear: AIRMATIC (air suspension with Adaptive Damping System and all-round level control)

Wheels & Tyres
Wheels: 8.0J x 17
Tyres: 235/55 R 17

Weight: 1925kg
Boot capacity: 560litres
Fuel tank: 90litres

Dimensions: Exterior (mm)

Wheelbase: 3165
Length: 5209
Width: 1872
Height: 1473
Track: front 1604
Track: rear 1606
Overhang: front 871
Overhang: rear 1173


Dimensions: Interior (mm)

Headroom: front 961
Headroom: rear 977
Legroom: front 320
Legroom: rear 358
Hiproom: front 551
Hiproom: rear 510
Shoulder-room: front 1502
Shoulder-room: rear 1490

Driven: Exhilarating E60 BMW M5

By Dr Long

Sitting there in a parking lot of Auto Bavaria (AB) Glenmarie, Malaysia, the Silverstone II metallic paint on this BMW shimmered in the morning sun. Looking unassuming like any other regular 5-series, its wide sculpted body was suspended on massive 19” ten-spoke M-alloys wrapped in 245/45 (front) and 285/40 (rear) Continentals. The definitive give away signs - but still subtle - are the enlarged front apron, prominent side skirts, the rear diffuser, flaps and twin dual exhaust tailpipes plus of course, the trademark M-badged gills on the front wings.

Somehow, the availability of the 525i M-Sport and those after-market M-kits et al (pseudo or otherwise) diluted the wow-factor of this real McCoy. In other words, this super performance E60 is even more understated when it comes to grabbing your visual attention. Yes, it was all looking calm and serene at AB’s car yard until now.

That is…until you fire up the fabulous sounding motor. Being a 2006 model that was indented via BMW Malaysia without the fanciful Comfort Access feature, the engine was roused alive at the twist of its regular ignition key. Not extremely menacing yet since the engine was running cold. Rumbling was somewhat harsh but it was still intoxicating to blip the throttle…repeatedly!

After all, this isn’t just another engine but an F1-inspired V10 displacing 4,999cc. The heart – air intake cover looks very much like two pulmonary vessels connected to both cardiac chambers - of this E60 M5 beats with a maximum torque of 520Nm @ 6,100rpm! It normally kicks out ‘only’ 400bhp but with the magic push of an M button, a massive surge of 507bhp is at your command!

The SMGIII gear lever looked much like a gaming joystick and flicking it into ‘D’ was not unlike my last experience in a smart roadster. Stepping on the accelerator and out of AB’s premise was quite a lunging experience, with a little initial judder at the wheels due to the robotised automatic clutch catching on the initial torque. Man! The power delivery was simply overwhelming as we pulled away onto the main road. The guttural roar of the engine is akin to any pedigree supercar, with that exhaust note just so heavenly sounding. Something not remotely replicated by any of those loud but rowdy-sounding Sunway shops mod mufflers. Even leaving the ‘box to its own devices the car is still urgent, raring to go at a moment’s notice or the slightest gas pedal pressure.

Going on to the highway, even in ‘normal’ power setting this super saloon exhibited sheer linear acceleration that can only be had with that high-revving V10 breathing air at atmospheric pressure. Not a moment sooner, our AB chaperone ushered the M5 into ‘monster’ mode (by having me pushed the M Dynamic Mode button on the steering wheel) and into a full bore manic 507bhp. You could really feel the speed demon transformation as it now feels like piloting a jet on wheels. Even more so like a fighter jet, when the Head-up Display projected essential performance information on to the windscreen, right into the driver’s field of vision. And beautifully, these are not visible to your girlfriend, wife or mother-in-law! The colour-coded engine rev band shows the current selected gear and the road speed at any given moment but it’s the Shift Light Function that impressed me which, as in Formula One, signals when the optimum shift point has been reached.

As anticipated, the M5 breached national highway speed limits in a wink and can easily zip to twice that velocity in the same time required for all other normal cars to reach the century. Yup, it was that rapid and awesome! Unbelievably, all this was done in reasonable comfort and composure for all occupants in the test car. With the SMG Drivelogic function offering up to 11 pre-programmed shift modes, we found the sharpest one able to give us 5.33sec to 100km/h. Even though still single-clutched, upshifts were incredibly crisp and quick, maybe even a tad faster than the magnificent DSG of Audi-VW group (Golf GTI). In fact, the powerband of the M5 is so wide and fat, I was able to hit 110km/h by just one upshift into second gear! And those adequately-sized metallic paddle shifters were just fabulous.

Changing the SMG Drivelogic also brings about a swap in Electronic Damper Control (EDC) of the M chassis. This is where it gets tricky because any inappropriate (comfort) setting could give you a wrong feel of its highly tuned but variable chassis dynamics. I was hitting very near the common teutonic-makes-self-governed-speed-limit once and I felt the whole four corners getting jittery. Everything else was good but I felt the suspension buckling under pressure and started to behave nervously. Naturally, softer damper settings also mean lesser cornering stability. It’s no exception here. In the right setting though, the M5 tracks those motorway sweeping corners more faithful than ever, at speeds you’ve never imagined able to do so confidently. In addition, those active bolsters (which kept slapping my flabby flanks!) of the driver’s seat makes sure you stay snugged and nicely planted - especially around bends - in your seat! Oh so lovely. Having said that, I must add that the M5 isn't as agile or nimble as say, a 525i M-Sport, seeing that it has over-bearing weight penalty of a massive V10 block plus its paraphernalia (despite BMW's famed 50:50 weight distribution) and those squatting wide tyres.

After toying with almost all of the 11 M drive programs, we have grown to love the meanest setting of the SMG Drivelogic (plus EDC) but then when you hit rough concrete ‘track’ on approaching toll plazas, be sure that you - or your passengers - don’t have any loose dental fillings or artificial dentures!

Surprisingly, being a full-fledged M division BMW, the absence of active steering wasn’t missed by any of us. Truth is, the steering was pleasantly light at parking speed, full of feel and yet weighty and confident at warp speed. That’s what BMW has found near-perfection, more so with the M engineers input. Brakes are of course no issue here, seeing that this is a super performance saloon capable of 330km/h if fully unleashed with the limiter thrown out and allowing the ECU full freedom to roam. I can’t say how high the M5 topped-out but let’s just say it’s wickedly quick and the fastest I have ever done in any car. Let’s just say now we need the likes of Porsche 911 Turbo or a Ferrari F430 to serve beyond that level of Vmax.

In conclusion, the E60 M5 is at the same time a discreet, super fast and unostentiously elegant executive saloon for driving from one business meeting to the next. It is also a high-tech driving machine with M racing genes. At near-RM900K a pop, this is one Ultimate Driving Machine exuding Sheer Driving Pleasure that you’d rather be in the driver’s seat than at the back.

A sincere word of thanks is due to Mr Thirumurugan and Suresh Dorai of Auto Bavaria Glenmarie for their extended courtesies.

Coming Soon: All-New Honda Stream

Expected soon from Honda Malaysia and following the launch of the 3rd generation CR-V will be the all-new Stream. Featuring a low-floor platform, the new Stream combines stylish compact exterior with a comfortable interior and powerful driving performance. With a low overall height of 1,545mm, the new Stream has a modern dynamic sporty wagon look.

Into its second-generation, the Stream is a 7-seater with the versatility and functionality to make family and friends outings a joy. Along with its vibrant, low-slung styling, it delivers total comfort and a feeling of integration wherever the driver and passengers come in contact with the vehicle — whether getting in and out, steering, throttle response, or manipulating seating arrangements.

Body frame rigidity has been enhanced for improved driving performance, and the front sub-pillars have been eliminated to attain a significant increase in visibility. The floor design has also been significantly improved to create a flat foot area from corner to corner and a significantly lower floor for the third row of seats. These innovations mean improved passenger comfort as well as a lower centre of gravity for better handling.

Both powerplants—the newly developed 2.0L i-VTEC engine with CVT and the 1.8L i-VTEC engine with 5-speed automatic transmission—deliver powerful, smooth driving performance (from low to mid rev band).

Wheelbase has been increased by 20mm and the pedal layout adjusted to increase the tandem distance between the 2nd and 3rd row seats by 30mm, affording more room to third-row passengers.

Its side sill has been redesigned to obtain an extra 20mm of width for passengers in the first and second rows. For the third row, the use of a slim fuel tank permits a lower floor, while the reduced cross section in the rear frame results in more width. The adoption of a separate rear frame and floor panel construction allows for a floor flat all the way out to its edges on both sides. The floor tunnel has been eliminated for a significant gain in leg room. A completely flat floor creates an expansive and relaxing space, no matter where an occupant is sitting.

The R20A 2.0L i-VTEC engine found in the new CR-V will likely find its way into the local Honda Stream. It is unsure at this point whether the 1.8L i-VTEC version will be made available, but highly unlikely judging from the engine capacity of its competitors, the Mazda5 and Toyota Wish. Honda’s i-VTEC system is an improvement on the original VTEC (Variable Valve Timing and Lift Electronic Control) technology to allow the engine to retard intake valve closure timing under low engine-load driving conditions. Valve control is complemented by a DBW (Drive by Wire) system that provides optimum throttle valve control, significantly reducing pumping losses. This results in greater combustion efficiency, for a major improvement in fuel economy while cruising. At the same time, improved intake efficiency and a higher compression ratio create ample low-range torque, while comprehensive friction reduction measures and precise air-fuel ratio control result in outstanding fuel economy

The increased energy efficiency of the i-VTEC variable valve timing control system is further enhanced by a 3-stage variable-length intake manifold on the newly developed 2.0L engine to deliver torquey performance at all engine speeds, while the 1.8L engine employs a variable-length intake manifold that optimizes intake ram effect. Both engines achieve excellent fuel economy of 14.8km/l (claimed).

2.0L models are equipped with a CVT (Continuously Variable Transmission) with torque converter. The torque converter delivers powerful, urgent off-the-line performance, AND with the CVT’s smooth, seamless acceleration to follow later into higher speed.

The 1.8 Stream comes with a 5-speed automatic transmission that takes advantage of the engine’s performance characteristics to achieve both powerful acceleration and outstanding fuel economy. The upgrade to a 5-speed transmission from the previous Stream’s 4-speed transmission permits both a wider overall range of gearing and closer gear ratios.

Top-end RSZ model comes equipped with a paddle shifter with intelligent control. Operating the paddle shifter when the gear lever is in ‘D’ automatically flips the transmission into manual override. What’s more, the RSZ (2.0L) with CVT also comes with a 7-speed manual-shift mode of ‘virtual’ ratios.

The all-new Stream is widely expected to be launched by Q4 2007 in CBU form, to be imported from Indonesia. A continuation of its predecessor's ‘tradition’, as well as to relieve Honda Malaysia’s Melaka assembly plant maxed-out production capacity. Price is estimated to hover around RM160K.

Update: According to reliable sources involved in the 'processing' of Honda CBU cars, the all-new Stream is unlikely to make it to our shores in 2007. Allegedly, there are still hundreds of units of the current Stream uncalled for at the holding area at Port Klang, and the slowdown in sales hasn't picked up for this Honda MPV.

First Drive: New 2007 Honda CR-V

By Dr Long

First visual impression didn’t come across as particularly striking for this 3rd generation Honda SUV. Could it be due of the over-distinctive and opinion-splitting 2nd layer grille seen up front? Driving it however was otherwise. On the road, it was pretty silent, both in ride and engine decibels - desirable for a vehicle of this price and stature. Its suspension has an appreciable tighter feel than the last generation CR-V. Being reasonably agile and sure-footed as a crossover, the vehicle exudes confident composure on paved roads. Unfortunately, no winding trunk routes or hilly roads were taken in the interest of time. Ride comfort is mostly good even though damping is now firmer. None of the wobbly and bouncy sensation even over speed humps, a bane usually associated with a ‘heavy’ SUV like this.

Engine is smooth but not quite keen for revs beyond 4000rpm. It could be that the R20A motor was not well run-in or could it be a familial trait, not unlike the Civic's R18A? Torque is just adequate, though it did pulled a little stronger up slope than the 2.0VTi Accord. I reckoned it was just powerful enough with only two occupants in the vehicle. With a full load, things may be a little different. Honda’s current 5A/T is smooth shifting here, as expected, but lacks that manual shift override function.

Versus the cheaper Civic 2.0S, this new CR-V desperately needs a pair of Xenon HIDs to match those sharp looking projector lenses headlamps. After all, it’s wearing a near-RM150K price tag. Switches’ buttons, stalks and knobs all work with that well-oiled precision and solid tactile feel. Something that Honda has found near-perfection, even when compared to some established teutonic makes!

The sky suddenly opened up during the short run. Not all was lost since it turned out to be a blessing in disguise. At least, the roof was noted to be silent enough in the torrential downpour. Yup! Still pleasant here, unlike that tinny raindrops-sound-on-metal-roof ever so annoying in the Honda City and rumoured to be in the Civic as well. Brakes are grippy but pedal is a little lacking in modulation. Not a big issue here since I think all owners will nicely adapt in no time.

The new CR-V also has more features now. Most noticeable is that adjustable intermittent wiper function, a small gadget that has been elusive to even the Accord range (except 3.0V6 model) since the 70s...even now! Finally, there is a trip computer too, within the meters cluster. I guess those are ‘milestones’ achievements for Honda in Malaysia indeed. The double-decked load compartment in the cargo area is yet another clever idea. Seats are decently sized, well contoured and comfy. Wrapped in dark coloured fabric that’s a notch or two better than the Civic 1.8S. The driver’s high eye point – a selling point for SUVs - is maintained despite riding on lower platform now.

Though an all-new model, there are a few gripes that are too glaring to be overlooked. The interior door handles are moulded from silver-greyish metallic-dyed plastic. It's shaped more like a Hasbro's hard-surfaced plastic toy sword handle. A darker grey or black soft-texture grip handle would be better appreciated and aptly more upmarket too. Strangely, all doors unlock as soon as car is shifted back to ‘P’ at the gear lever. This may foolishly expose the owner to unwarranted/higher risk of carjacking. Absence of gas struts support for front hood is quite unbecoming for a medium-sized SUV of a reputable Japanese brand.

In final analysis, I couldn’t help but wonder if the new CR-V could have an even wider mass-market appeal if it is made available in 7-seater form, somewhat like the Volvo XC90.
Yet, my parting shot with this well-rounded new product from Honda is overall a pleasant one but I am still not very convinced with that extra smiley of the second layer grille….(even though the pricey Modulo bodykit featured mesh-grilles expressed a somewhat lesser degree of ‘idiotic’ grin)

Test car courtesy of Peringgit Sri Auto, Old Klang Road, KL.

(An authorised dealer having a registered demo car almost immediately after a new model launch is very commendable, seeing that the other non-national market-leader brand don't even bother to do the same, especially NOT at its dealer outlets!)

Related post: http://for-wheels.blogspot.com/2007/03/all-new-2007-honda-cr-v.html

New 2008 Mercedes-Benz C63 AMG

By Dr Long


Mercedes-Benz’s latest vehicle to undergo AMG transformation will be the recently premiered W204 C-Class. It will be named – rather expectedly – C63 AMG, a successor to the outgoing 2006 model of lower alpha-numerical order, the C55 AMG.

The luxury automaker has been plonking its new AMG hand-made 6.3L V8 into every conceivable model of late. To date, DaimlerChrysler AG have for sale the CLK63, E63, S63, CLS63, R63 and the ML63, all in AMG guise. Next up, the junior exec sedan in MB's lineup will get the same 32valve DOHC V8 displacing 6,208cc. Official output figures are 507hp @ 6,800 rpm and 630Nm of torque @ 5,200 rpm in most versions. In the C63 AMG however, this sophisticated 6.3-litre V8 will be massaged further to pump out massive (estimated) 520bhp! Should this power trip materialises, this ‘baby’ Mercedes saloon is slated to be the fastest car of its kind in the world. But it is widely expected to churn out ‘only’ 485bhp in its final form. In comparison, the most powerful C-Class model currently sold is the W203 C55 AMG, which is already delivering a punchy 362hp from its 5.5L twin-Kompressor V8.

According to insider sources at MB’s AMG division, the C63 should be able to outgun the 420bhp Audi RS4 as well as the upcoming BMW M3, which is rumored to be good for around 415bhp. If all claims come true, this hotter C-Class may lead the teutonic trio’s power race.All that brute will be sent to the C63's rear wheels via Merc’s current 7-G Tronic transmission, albeit retuned for better shift responsiveness and incisiveness. An AWD, 4Matic model is also expected further down the road. Standard lightweight AMG alloys are 18-inches with upsizing options. Six-piston calipers up front bite fade-resistant ceramic-composite disc rotors, to effectively haul this AMG saloon down from speed.

AMG director of marketing and sales/branding, Mario Spitzner promises a compact muscle car that’s sportier with more crisp performance. However, he exclaimed: "The world doesn't need two M3s", adding that the Merc is likely a more civilised tourer minus that European boy-racers’ demeanour. Loosely translated it means that the C63 will remain aesthetically understated versus its Munich rival, with ride and handling that are aptly refined. In other words, not sacrificing comfort in the quest of all-out hard-edged handling, a common and affable trait for the three-pointed star - with the exception of DTM cars and the McLaren SLR supercar. We can expect not only a powerful drive, but a smooth and comfortable ride too, with steering and chassis that emphasises composure and confidence on the road.

Prototype C63s have been caught undergoing high-speed testing on several occasions on autobahns and at Germany’s challenging Nürburgring circuit. The super upmarket C63 AMG has been spied to sport a lower and wider air dam with bigger air inlets. Other key differences from the normal C-Class variants will be a set of imposing quad exhausts and the ‘obligatory-now-for-high-performance-car’ rear diffuser. This high performance BMW M3 and Audi RS4 challenger is expected to be unveiled sometime in 2008, possibly at next year’s Geneva International Motor Show.

Related post:

http://for-wheels.blogspot.com/2007/02/mercedes-benz-all-new-c-class-w204-in.html