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the BMW M5 F10 sedan is powered by a 4.4 liter V8 engine which delivering 560 horsepower and has a peak torque of 502 lb-ft available from 1.500 rpm, mated to the M Double Clutch Transmission Drivelogic with steering wheel mounted paddles.

The 0 to 62 mph acceleration time in the M5 F10 takes just 4.4 seconds and the powerful sedan can hit a top speed of 190 mph with the M Driver’s Package

masrmotors.com/vb/newthread.php?do=newthrea d&f=24

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http://www.youtube.com/watch?feature...&v=EHeJ9Nhb4t0

An in-depth explanation of the M5 engine and Active M differential. The turbos have a quite strange setup location, been mounted way back and up, almost under the windshield, probably for better weight distribution. M cars are legendary to have 50-50 weight distribution beetween the two front and rear axles

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http://www.youtube.com/watch?v=_dMKji8EZDs&feature=player_embedded#!

M5: The S63Tu V8 twin turbo 4.4 liters 560 hp and 680nm just from 1500 rpm

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The V8 high-revving twin turbo M/// engine that powers the mighty 2012 M5 F10. Being a first turbocharged production engine out the M division factory, it seems to be quite complicated made as structure, and also in terms of cooling

And here is a Dyno graph of the M5 F10 S636Tu engine. The new motor provides nearly 700 Nm of torque at a speed as low as 1500 rpm. In the E60 V10, this was about 300 Nm. The characteristics of the high speed turbo unit with its extremely spontaneous response make the V8 in the new BMW M5 the ultimate sports engine.
What i noticed is that in the low rpm range 1000-4400rpm the dyno graph looks quite similiar to my tuned E60 535d (700nm torque and over 350 bhp), but when considering there is still left almost another 3000rpm left to go, the acceleration of the new M5 must be really mental

The new M5 automatic transmission is a 7 speed DCT dual clutch, that can change gears faster than any normal driver

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cars are equipped with a specially developed differential for the rear axle to allow the driver to enjoy the benefits of rear-wheel drive to the full - in the form of the sharpest possible driving dynamics. A variable locking function splits engine power between the right and left rear wheel to generate maximum traction. Another innovation in this area that is fitted in the new BMW M5 ensures even more precise distribution of drive according to the situation at hand; the Active M Differential optimises stability with the help of an electronically controlled multi-plate limited-slip differential, which intervenes at an early stage to prevent wheel spin.

The rear axle's multi-plate limited-slip differential works with extremely high precision and speed. Its control unit is connected with the DSC (Dynamic Stability Control) system via FlexRay high-speed data transfer technology and constantly cross-checks the data collected by its sensors with the feedback from DSC. It then uses this information to calculate the locking force required to deliver optimum traction and stability. The data recorded by DSC sensors is also passed on if the stability control system is switched off. The locking force within the differential can be set between 0 and 100 per cent. The Anti-lock Braking System retains full functionality in all situations.

In addition to its own data and that provided by DSC, the Active M Differential's control unit also takes into account the position of the accelerator pedal, the rotational speed of the wheels and the car's yaw rate. Every driving situation is therefore precisely analysed and an impending loss of traction on one side of the car identified at an early stage. The degree of lock is adjusted as required within a fraction of a second, enabling wheel spin to be prevented on slippery surfaces, in instances where the right and left rear wheel have widely differing friction coefficients, in tight bends and when changing direction extremely dynamically. Optimising traction in this way also provides unbeatable driving stability in challenging conditions and allows impressively dynamic acceleration out of corners. Plus, the Active M Differential also counteracts - to great effect - a loss of traction during double lane changes at high speed and a tendency to understeer under sudden load alterations during dynamic cornering

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