MDifficult’s E82 1M Coupe & Ariel Atom 3
Discussion
Time for a different type of update!
Despite the M5 and the GP both being products of BMW, I'm struggling to think of two more differing products that come from the same manufacturer. Every once in a while you spot a shared component (there aren't many) and can feel the lineage but, they're two very different interpretations of a high performance car.
That said, I thought it might be interesting to trying comparing them directly - Apple to Oranges
(Warning - I'm about to switch to maximum 'car bore' mode. You have been warned...)
ENGINE
M5
4395cc 90° 'Hot V' V8 32 valve with two twin-scroll turbos. 552bhp @ 6000rpm. 502ft-lb @ 1500rpm
GP
1598cc in-line-4 16 valve turbo. 215bhp @ 6000rpm. 207ft-lb @ 2000rpm
For two motors that are unrelated (the S63B44TU in the M5 being entirely bespoke BMW but the N18 in the GP being a joint venture between BMW and Peugeot) and very different capacities there's remarkable similarity between the performance figures. Interestingly, it's the GP motor that punches a little bit harder.. despite being only 36% the capacity of the M5 motor, it makes 39% of the power and 41% of the torque. Both motors make their peak power around the same point, but with the big V8 offering it's torque even earlier (almost from idle!). They even rev to a similar point but the M motor absolutely rips to the limiter whereas the GP seems to be much happier with an earlier change up.
The only real clue that the M5 is turbo charged is simply the endless torque. There's an ever-so-slightly perceptible turbo noise (being a 'hot V' configuration the turbos are just under the bonnet in front of the windscreen) but there's zero lag and outstanding throttle response. The major differences between the motor in X5M/X6M and the M5 were all about improving throttle response and willingness to rev - the characteristics of a proper 'M' engine. In comparison, the GP feels more perceptibly turbo charged with a proper kick at 2000rpm and an appreciable delay in throttle response. Those 'M' boys know what they're doing.
So the M5 engine is an absolute masterpiece but what the GP engine lacks in revs & sparkle it more than makes up for in entertainment with a whole host of pops and crackles on the overrun engineered into sport mode. As every internet expert has pointed out, the M5 has been heavily criticised for piping 'fake' noise into the cabin. I've never really been able to tell but perhaps that's because it's pulled from a mic near the exhaust and then amplified into the cabin rather than being really 'fake'. The engine sounds absolutely fantastic especially on cold start up and fully wrung out but... if you're going to pipe noise in... couldn't it be a bit louder!?
Both the M5 and the GP are currently tempting me with some Akrapovic additions to improve the sound but at vastly differing costs: £600 for a downpipe on the GP, £6,000 for a system for the M5!
For those of you who're interested in fuel consumption (I've long since given up worrying about it - it's too painful) the M5 is averaging about 20mpg and the GP 35mpg. However, it's fair to say that the GP is probably driven much harder much more often
BRAKES
M5
Front 400mm floating disk (aluminium center, steel disk), 6 piston calliper
Rear 396mm, single piston from 550i (but blue!)
GP
Front 330mm disk, 6 piston calliper
Rear 280mm disk, standard JCW calliper
When I first bought the M5 and took it round to show my Dad (we all do this right?), the thing he was most taken aback by was the size of the brakes, especially the rear disks. As far as the eye can see they're the same size as the front and that means HUUUGE. Standard M-car brakes get a rough time for being feeble but the M5 brakes are more than up to the job on the road at least. When you call them into action properly they do a remarkable job of hauling the heavy car up with zero fuss. Not sure they give me the confidence they're keen to do it over-and-over mind!
Things couldn't be more different on the GP which is, without doubt, the most over-braked car I've ever driven. The brakes on the standard JCW are big but are dwarfed by the 6 pots on the GP. It's hilarious that the standard brakes on the GP are the same as the 'Performance Brake Upgrade' for an M3! I've not yet pushed them to their limits on a track but I'm reasonably confident that a full-force press will fire me (and the entire interior) straight out of the windscreen. Bonkers.
GEARBOX
M5
Getrag GS7D36BG M Double-Clutch 7-Speed Transmission (DCT) with Drivelogic
GP
Getrag 6-Speed Manual
Same supplier but two very different approaches to changing gears. The M5 is pretty much as good at dual-clutch transmissions can get (and is the end of the evolutionary road for BMW, being replaced by a ZF auto in the next M5). What impresses me most is that it's practically a seamless shift with imperceptible loss of drive when accelerating in the faster shift modes (or perhaps I'm distracted by the thump in the back?). Instantaneous shifts in less than the blink of an eye when in the GP it's all down to how fast you can move your feet and left arm!
The M5 is geared pretty long with only 5 'true' gears, 5th being the gear that will take the car to it's max speed (circa 200mph). 6th and 7th are just there to improve fuel economy and cruising comfort on the motorway - overdrives in effect. In the GP all 6 gears are 'true' gears and are combined with a much lower top speed = incredibly short gearing = lots of gear changes!
DIFFERENTIAL
M5
Computer-controlled limited slip differential (between the rear wheels)
GP
None
The M5 differential uses clutch plates to 'lock-up' the individual rear axles and limit the slip of each rear wheel. The clutches are controlled by an electric motor which is connected to the stability and engine electronics. The GP does away with a traditional or electronically actuated differential. Instead, the GP has 'GP Mode' which turns off the traction control (which cuts power to stop wheelspin) and instead mimics a differential by using the front brakes to 'lock up' and limit spin. There was quite a lot of controversy about this decision with many people thinking the GP really needs a 'proper' LSD. Found no reason to knock it yet but time will tell.
One similarity the cars share is that the driving systems are both pretty hard work on the brake pads. In the M5, the traction control uses the rear brakes rather than just cutting the ignition. Moving to M-Dynamic mode on the traction control switches this off which (as you can imagine) extends the lifetime of the rear pads by about 100,000 miles! On the GP, the GP Mode faux LSD means massive amounts of brake dust on the front wheels, even if you've not been braking particularly hard.
SUSPENSION
M5
Bespoke Aluminium M Double-Wishbone with ZF Sachs Electronic Damper Control (called Vertical Dynamics Control System II by BMW)
GP
Unique fully adjustable coilover suspension (based on Bilstein B14), bespoke GP camber & geometry settings
The M5 suspension damping/stiffness can be adjusted independently of all the other car settings to Comfort, Sport or Sport+. Most of the time I switch between Comfort and Sport, with Sport+ reserved for the times you really want to feel 'on it'. Sport+ feels just too harsh on our ruined roads, especially on a car that weighs as much as the M5. Interestingly, I understand the driving dynamics systems also adjust the left-right damping during hard turns and also fore-aft damping during hard braking and acceleration, all to improve body control and maximise grip - but can't say I've ever noticed. What IS impressive is how well the car can play the dual roles of 'supple cruiser' and 'locked-down' sports car at the flick of a switch.
No 'dual roles' for the GP. Supplied with unique coil-over suspension and geometry it comes with the adjustment spanners for the suspension tucked away in the boot. Checking mine, they're set to ever-so-slightly firmer than the default 'road' settings from Mini. The result is therefore INCREDIBLY FIRM but the quality of the damping is superb. It's not crashy, it doesn't bang or clatter, but it's very firm with virtually zero body roll or pitching. If you want to operate the small buttons on the stereo you're going to need to be stationary and people with spinal problems need not apply!
One thing I was disappointed to discover is that the red bar in the back of the GP (where the rear seats would be) isn't actually a structural strut brace at all. It's simply there to stop luggage from flying into the front of the cabin when you use the ridiculous brakes. Still looks pretty cool though
TYRES
M5
Front 265 35 R20 - Michelin Pilot Super Sport
Rear 295 30 R20 - Michelin Pilot Super Sport
GP
Standard:
215 40 ZR17 - Kumho semi‑slick ECSTA V70A
Currently Fitted:
205 45 ZP17 - Michelin Pilot Super Sports
As a massive fan of the Michelin PSS on the M5 I was delighted when the GP arrived with the optional MPSS already fitted. While I'm sure the standard fit Kumho offer more ultimate dry weather grip, I really can't fault MPSS for all-round grip in most weathers as well as astounding longevity. With Michelin in the process of replacing the MPSS with the Pilot Sport 4, it'll be interesting to see what improvements they've been able to make. Punctures permitting, I shouldn't need to find out for at least another 10k miles on either car (fingers crossed).
That'll do for now, but if there's areas folk are keen to know more about, or if something jumps to mind I'll add some more!
Despite the M5 and the GP both being products of BMW, I'm struggling to think of two more differing products that come from the same manufacturer. Every once in a while you spot a shared component (there aren't many) and can feel the lineage but, they're two very different interpretations of a high performance car.
That said, I thought it might be interesting to trying comparing them directly - Apple to Oranges
(Warning - I'm about to switch to maximum 'car bore' mode. You have been warned...)
ENGINE
M5
4395cc 90° 'Hot V' V8 32 valve with two twin-scroll turbos. 552bhp @ 6000rpm. 502ft-lb @ 1500rpm
GP
1598cc in-line-4 16 valve turbo. 215bhp @ 6000rpm. 207ft-lb @ 2000rpm
For two motors that are unrelated (the S63B44TU in the M5 being entirely bespoke BMW but the N18 in the GP being a joint venture between BMW and Peugeot) and very different capacities there's remarkable similarity between the performance figures. Interestingly, it's the GP motor that punches a little bit harder.. despite being only 36% the capacity of the M5 motor, it makes 39% of the power and 41% of the torque. Both motors make their peak power around the same point, but with the big V8 offering it's torque even earlier (almost from idle!). They even rev to a similar point but the M motor absolutely rips to the limiter whereas the GP seems to be much happier with an earlier change up.
The only real clue that the M5 is turbo charged is simply the endless torque. There's an ever-so-slightly perceptible turbo noise (being a 'hot V' configuration the turbos are just under the bonnet in front of the windscreen) but there's zero lag and outstanding throttle response. The major differences between the motor in X5M/X6M and the M5 were all about improving throttle response and willingness to rev - the characteristics of a proper 'M' engine. In comparison, the GP feels more perceptibly turbo charged with a proper kick at 2000rpm and an appreciable delay in throttle response. Those 'M' boys know what they're doing.
So the M5 engine is an absolute masterpiece but what the GP engine lacks in revs & sparkle it more than makes up for in entertainment with a whole host of pops and crackles on the overrun engineered into sport mode. As every internet expert has pointed out, the M5 has been heavily criticised for piping 'fake' noise into the cabin. I've never really been able to tell but perhaps that's because it's pulled from a mic near the exhaust and then amplified into the cabin rather than being really 'fake'. The engine sounds absolutely fantastic especially on cold start up and fully wrung out but... if you're going to pipe noise in... couldn't it be a bit louder!?
Both the M5 and the GP are currently tempting me with some Akrapovic additions to improve the sound but at vastly differing costs: £600 for a downpipe on the GP, £6,000 for a system for the M5!
For those of you who're interested in fuel consumption (I've long since given up worrying about it - it's too painful) the M5 is averaging about 20mpg and the GP 35mpg. However, it's fair to say that the GP is probably driven much harder much more often
BRAKES
M5
Front 400mm floating disk (aluminium center, steel disk), 6 piston calliper
Rear 396mm, single piston from 550i (but blue!)
GP
Front 330mm disk, 6 piston calliper
Rear 280mm disk, standard JCW calliper
When I first bought the M5 and took it round to show my Dad (we all do this right?), the thing he was most taken aback by was the size of the brakes, especially the rear disks. As far as the eye can see they're the same size as the front and that means HUUUGE. Standard M-car brakes get a rough time for being feeble but the M5 brakes are more than up to the job on the road at least. When you call them into action properly they do a remarkable job of hauling the heavy car up with zero fuss. Not sure they give me the confidence they're keen to do it over-and-over mind!
Things couldn't be more different on the GP which is, without doubt, the most over-braked car I've ever driven. The brakes on the standard JCW are big but are dwarfed by the 6 pots on the GP. It's hilarious that the standard brakes on the GP are the same as the 'Performance Brake Upgrade' for an M3! I've not yet pushed them to their limits on a track but I'm reasonably confident that a full-force press will fire me (and the entire interior) straight out of the windscreen. Bonkers.
GEARBOX
M5
Getrag GS7D36BG M Double-Clutch 7-Speed Transmission (DCT) with Drivelogic
GP
Getrag 6-Speed Manual
Same supplier but two very different approaches to changing gears. The M5 is pretty much as good at dual-clutch transmissions can get (and is the end of the evolutionary road for BMW, being replaced by a ZF auto in the next M5). What impresses me most is that it's practically a seamless shift with imperceptible loss of drive when accelerating in the faster shift modes (or perhaps I'm distracted by the thump in the back?). Instantaneous shifts in less than the blink of an eye when in the GP it's all down to how fast you can move your feet and left arm!
The M5 is geared pretty long with only 5 'true' gears, 5th being the gear that will take the car to it's max speed (circa 200mph). 6th and 7th are just there to improve fuel economy and cruising comfort on the motorway - overdrives in effect. In the GP all 6 gears are 'true' gears and are combined with a much lower top speed = incredibly short gearing = lots of gear changes!
DIFFERENTIAL
M5
Computer-controlled limited slip differential (between the rear wheels)
GP
None
The M5 differential uses clutch plates to 'lock-up' the individual rear axles and limit the slip of each rear wheel. The clutches are controlled by an electric motor which is connected to the stability and engine electronics. The GP does away with a traditional or electronically actuated differential. Instead, the GP has 'GP Mode' which turns off the traction control (which cuts power to stop wheelspin) and instead mimics a differential by using the front brakes to 'lock up' and limit spin. There was quite a lot of controversy about this decision with many people thinking the GP really needs a 'proper' LSD. Found no reason to knock it yet but time will tell.
One similarity the cars share is that the driving systems are both pretty hard work on the brake pads. In the M5, the traction control uses the rear brakes rather than just cutting the ignition. Moving to M-Dynamic mode on the traction control switches this off which (as you can imagine) extends the lifetime of the rear pads by about 100,000 miles! On the GP, the GP Mode faux LSD means massive amounts of brake dust on the front wheels, even if you've not been braking particularly hard.
SUSPENSION
M5
Bespoke Aluminium M Double-Wishbone with ZF Sachs Electronic Damper Control (called Vertical Dynamics Control System II by BMW)
GP
Unique fully adjustable coilover suspension (based on Bilstein B14), bespoke GP camber & geometry settings
The M5 suspension damping/stiffness can be adjusted independently of all the other car settings to Comfort, Sport or Sport+. Most of the time I switch between Comfort and Sport, with Sport+ reserved for the times you really want to feel 'on it'. Sport+ feels just too harsh on our ruined roads, especially on a car that weighs as much as the M5. Interestingly, I understand the driving dynamics systems also adjust the left-right damping during hard turns and also fore-aft damping during hard braking and acceleration, all to improve body control and maximise grip - but can't say I've ever noticed. What IS impressive is how well the car can play the dual roles of 'supple cruiser' and 'locked-down' sports car at the flick of a switch.
No 'dual roles' for the GP. Supplied with unique coil-over suspension and geometry it comes with the adjustment spanners for the suspension tucked away in the boot. Checking mine, they're set to ever-so-slightly firmer than the default 'road' settings from Mini. The result is therefore INCREDIBLY FIRM but the quality of the damping is superb. It's not crashy, it doesn't bang or clatter, but it's very firm with virtually zero body roll or pitching. If you want to operate the small buttons on the stereo you're going to need to be stationary and people with spinal problems need not apply!
One thing I was disappointed to discover is that the red bar in the back of the GP (where the rear seats would be) isn't actually a structural strut brace at all. It's simply there to stop luggage from flying into the front of the cabin when you use the ridiculous brakes. Still looks pretty cool though
TYRES
M5
Front 265 35 R20 - Michelin Pilot Super Sport
Rear 295 30 R20 - Michelin Pilot Super Sport
GP
Standard:
215 40 ZR17 - Kumho semi‑slick ECSTA V70A
Currently Fitted:
205 45 ZP17 - Michelin Pilot Super Sports
As a massive fan of the Michelin PSS on the M5 I was delighted when the GP arrived with the optional MPSS already fitted. While I'm sure the standard fit Kumho offer more ultimate dry weather grip, I really can't fault MPSS for all-round grip in most weathers as well as astounding longevity. With Michelin in the process of replacing the MPSS with the Pilot Sport 4, it'll be interesting to see what improvements they've been able to make. Punctures permitting, I shouldn't need to find out for at least another 10k miles on either car (fingers crossed).
That'll do for now, but if there's areas folk are keen to know more about, or if something jumps to mind I'll add some more!
As I mentioned in a previous update, the arrival of the Mini has left the big car a bit neglected. Gave it a great run-out a few weekends ago with a friend and his E61 M5 Touring but otherwise it’s just done a few local trips when the family needed 4 seats.
However, a family holiday to the Lake District was the perfect opportunity to remind myself why the M5 is practically the perfect do-it-all car.
Knowing the trip was likely to be pretty hard on the car (especially if the weather was bad) I made sure to give it a thorough go-over, a couple of coats of wax that would stand up to whatever the north-west could throw at it!
First things first… doing what the M5 does best… transporting my family big distances! The four of us left home on Wednesday evening and travelled up to Nottingham to pick up my eldest daughter before then travelling North and West to get to the Lakes that night. Traffic was pretty grim but a steady pace meant that despite nearly 7 hours of driving I got out the other end feeling great. Tired, but great.
I can’t think of too many cars that can do the Nurburgring in under 8 minutes while also transporting 4 adults and one child over 360 miles in total comfort. The multi-function seats (a £2k upgrade for the original owner) are absolutely outstanding. The trip computer also showed a very healthy MPG… some would even call it frugal!
The first day gave us the option to drive over Corney Fell - a typical twisty single track road with amazing views but also gentle enough to get my eye in before taking on some of the more challenging passes that the Lake District has to offer.
Thankfully the pass was very quiet so little need to negotiate passing other cars, the weather was clear and the roads were dry so the M5 was really in it’s element. Throttle on Sport+, Gearbox on Sport, Dampers and steering on Comfort, the roads were absolutely eye-popping to drive without needing to taking any risks. The gearbox in particular LOVES this kind of driving, flicking up and down in manual between 2nd, 3rd and 4th in the blink of an eye.
However, about half way my wife noticed something out of the corner of her eye and told me to stop quickly - there was a car off the road! I found somewhere to stop where the road was wide enough and then ran back to see if anyone needed help. Thankfully, a small piece of Police tape showed that they were aware but in all other respects it looked like the accident had just happened. Hope whoever was in here got away with it, must have been a pretty rough ride with a very abrupt stop..!
I’m really lucky that all my kids travel really well in the car, keeping themselves amused, enjoying the sights and avoiding conflict! However, the passes caused my youngest to feel a bit sick. Thankfully, my wife had the brilliant idea a few years back to carry in-flight sick-bags in the glove box and seat backs for just this situation - if you have young kids I highly recommend it as a low cost solution to an otherwise pretty horrendous problem!
The day also gave us the opportunity to drive past Wastwater Lake, an astonishing backdrop for a photo or two
Later on we had the chance to tackle the two more challenging passes, HardKnott Pass and Wrynose Pass. If you don’t know these - just know that they take the challenge of driving to a whole new level, especially in a very large, very wide, very stiff super-saloon! 30% gradients, single-track and with the tightest hairpins I’ve ever attempted. On more than one occasion you could feel one of the rear wheels off the ground and the diff locking up just to keep us moving forward. Meeting people coming the other way is an inch-by-inch process with mirrors folded and a close eye on the edges - the reversing camera came in particularly useful! Thankfully I managed to avoid any damage although did have the front end ‘curb finders’ touch down a few times, especially on the unsighted downhill hairpins… a nightmare with a long bonnet. Pretty stressful but a fantastic adventure!
It was obvious I’d brought the wrong tool for the job though - clearly small, narrow, FWD with soft suspension and a short wheelbase were the order of the day!
I spotted what may very well be the perfect tool for the job parked outside a local pub at the end of the HardKnott - I bet it’s a total laugh-riot across the passes
Passes done, we got to enjoy some of the other sights the Lake District has to offer, although this unfortunate sight was one of them… close inspection showed it beyond saving rust-wise, but still tragic to see it unloved and perishing away.
It’s fair to say that the Lake District is clearly a pretty dangerous place to go driving… this sign on the A595 is a bit of a shock - looks like it should be outside Baghdad!
So after the passes, it was great to drive around and visit some of the lakes. The road are still pretty narrow and a challenge in something as wide as the M5 but most motorists are sensible, accommodating and have folding mirrors so not too much reversing was required. One c*ckgobler decided to speed up and actually aim to hit my mirror but thankfully it didn’t even leave a scratch despite pinging it backwards with a lot of force.
During one of our drives out the M5 passed a pretty major milestone… 50,000 miles! At least it spent it’s birthday being used properly. Despite the torture of the passes it still feels as tight as a drum.
After 4 brilliant days it was time to head home and the benefits of ‘being a 5-series’ made getting everything into the boot a doddle. I sometimes miss the practicality of our RS4 Avant but the reality is that the M5 boot is not much smaller. Stuff just keeps going in!
The journey home was much easier because we didn’t need to take the detour via Nottingham, however the M6 was busted and we had to take an hour detour through the centre of Stafford. Despite that, the MPG held up again and we made pretty reasonable time for the journey.
Once home, I was pretty delighted to find that the outside of the car was still in great shape - the wheels were thick with brake dust (thank the passes for that), the front had a few bugs and everything else was just covered in a thick layer of dust. The same couldn’t be said of the interior! I’m very lucky that my family are all very good at taking care of the inside of the car but 4 days of fell walking, muddy wellies etc had taken their toll on the interior!
Thankfully, BMW make their interiors out of very sturdy stuff so a bit of an attack with the Dyson and some All Purpose Cleaner put everything back to brand new - despite the 50k miles now under its belt. BMW build quality 1, Kids 0
When my wheels were refurbished I also opted to have them ceramic coated - an absolutely brilliant decision and something I’ll never be without again on a car. As you can see here - filthy wheel, quick spray of Sonax, then clean off with the jet wash. No scrubbing, no effort whatsoever. Amazing!
Finally, was time to clean the outside. I always thought that PPF was about stonechips but it makes clearing the dead bugs off the front child’s play! You know how easy they come off your number plate? It’s like that but for the whole front end! I love rinsing off a car when it’s got a great coat of wax - super satisfying watching it bead every time.
And that’s it, somewhere around 700 miles with loads of fun, zero problems and plenty of adventure for the whole family. Exactly what an M5 is all about.
However, a family holiday to the Lake District was the perfect opportunity to remind myself why the M5 is practically the perfect do-it-all car.
Knowing the trip was likely to be pretty hard on the car (especially if the weather was bad) I made sure to give it a thorough go-over, a couple of coats of wax that would stand up to whatever the north-west could throw at it!
First things first… doing what the M5 does best… transporting my family big distances! The four of us left home on Wednesday evening and travelled up to Nottingham to pick up my eldest daughter before then travelling North and West to get to the Lakes that night. Traffic was pretty grim but a steady pace meant that despite nearly 7 hours of driving I got out the other end feeling great. Tired, but great.
I can’t think of too many cars that can do the Nurburgring in under 8 minutes while also transporting 4 adults and one child over 360 miles in total comfort. The multi-function seats (a £2k upgrade for the original owner) are absolutely outstanding. The trip computer also showed a very healthy MPG… some would even call it frugal!
The first day gave us the option to drive over Corney Fell - a typical twisty single track road with amazing views but also gentle enough to get my eye in before taking on some of the more challenging passes that the Lake District has to offer.
Thankfully the pass was very quiet so little need to negotiate passing other cars, the weather was clear and the roads were dry so the M5 was really in it’s element. Throttle on Sport+, Gearbox on Sport, Dampers and steering on Comfort, the roads were absolutely eye-popping to drive without needing to taking any risks. The gearbox in particular LOVES this kind of driving, flicking up and down in manual between 2nd, 3rd and 4th in the blink of an eye.
However, about half way my wife noticed something out of the corner of her eye and told me to stop quickly - there was a car off the road! I found somewhere to stop where the road was wide enough and then ran back to see if anyone needed help. Thankfully, a small piece of Police tape showed that they were aware but in all other respects it looked like the accident had just happened. Hope whoever was in here got away with it, must have been a pretty rough ride with a very abrupt stop..!
I’m really lucky that all my kids travel really well in the car, keeping themselves amused, enjoying the sights and avoiding conflict! However, the passes caused my youngest to feel a bit sick. Thankfully, my wife had the brilliant idea a few years back to carry in-flight sick-bags in the glove box and seat backs for just this situation - if you have young kids I highly recommend it as a low cost solution to an otherwise pretty horrendous problem!
The day also gave us the opportunity to drive past Wastwater Lake, an astonishing backdrop for a photo or two
Later on we had the chance to tackle the two more challenging passes, HardKnott Pass and Wrynose Pass. If you don’t know these - just know that they take the challenge of driving to a whole new level, especially in a very large, very wide, very stiff super-saloon! 30% gradients, single-track and with the tightest hairpins I’ve ever attempted. On more than one occasion you could feel one of the rear wheels off the ground and the diff locking up just to keep us moving forward. Meeting people coming the other way is an inch-by-inch process with mirrors folded and a close eye on the edges - the reversing camera came in particularly useful! Thankfully I managed to avoid any damage although did have the front end ‘curb finders’ touch down a few times, especially on the unsighted downhill hairpins… a nightmare with a long bonnet. Pretty stressful but a fantastic adventure!
It was obvious I’d brought the wrong tool for the job though - clearly small, narrow, FWD with soft suspension and a short wheelbase were the order of the day!
I spotted what may very well be the perfect tool for the job parked outside a local pub at the end of the HardKnott - I bet it’s a total laugh-riot across the passes
Passes done, we got to enjoy some of the other sights the Lake District has to offer, although this unfortunate sight was one of them… close inspection showed it beyond saving rust-wise, but still tragic to see it unloved and perishing away.
It’s fair to say that the Lake District is clearly a pretty dangerous place to go driving… this sign on the A595 is a bit of a shock - looks like it should be outside Baghdad!
So after the passes, it was great to drive around and visit some of the lakes. The road are still pretty narrow and a challenge in something as wide as the M5 but most motorists are sensible, accommodating and have folding mirrors so not too much reversing was required. One c*ckgobler decided to speed up and actually aim to hit my mirror but thankfully it didn’t even leave a scratch despite pinging it backwards with a lot of force.
During one of our drives out the M5 passed a pretty major milestone… 50,000 miles! At least it spent it’s birthday being used properly. Despite the torture of the passes it still feels as tight as a drum.
After 4 brilliant days it was time to head home and the benefits of ‘being a 5-series’ made getting everything into the boot a doddle. I sometimes miss the practicality of our RS4 Avant but the reality is that the M5 boot is not much smaller. Stuff just keeps going in!
The journey home was much easier because we didn’t need to take the detour via Nottingham, however the M6 was busted and we had to take an hour detour through the centre of Stafford. Despite that, the MPG held up again and we made pretty reasonable time for the journey.
Once home, I was pretty delighted to find that the outside of the car was still in great shape - the wheels were thick with brake dust (thank the passes for that), the front had a few bugs and everything else was just covered in a thick layer of dust. The same couldn’t be said of the interior! I’m very lucky that my family are all very good at taking care of the inside of the car but 4 days of fell walking, muddy wellies etc had taken their toll on the interior!
Thankfully, BMW make their interiors out of very sturdy stuff so a bit of an attack with the Dyson and some All Purpose Cleaner put everything back to brand new - despite the 50k miles now under its belt. BMW build quality 1, Kids 0
When my wheels were refurbished I also opted to have them ceramic coated - an absolutely brilliant decision and something I’ll never be without again on a car. As you can see here - filthy wheel, quick spray of Sonax, then clean off with the jet wash. No scrubbing, no effort whatsoever. Amazing!
Finally, was time to clean the outside. I always thought that PPF was about stonechips but it makes clearing the dead bugs off the front child’s play! You know how easy they come off your number plate? It’s like that but for the whole front end! I love rinsing off a car when it’s got a great coat of wax - super satisfying watching it bead every time.
And that’s it, somewhere around 700 miles with loads of fun, zero problems and plenty of adventure for the whole family. Exactly what an M5 is all about.
Great posts and great cars, love the M5, it looks beastly and the GP looks a hoot, and the grey is fab.
My first bike was also a Ns 125, but a "F" in this 1988 colour combination.
Mine had better reeds, a full Gianelli exhaust, open air filter and some trickery done to the piston. It was un-believably loud, and very fast for a late 80's 125, saw almost 100 mph a few times downhill, dad was particulary pleased to see his 16 year old son whoosh past him on the inside, all tucked in under the faring...
My first bike was also a Ns 125, but a "F" in this 1988 colour combination.
Mine had better reeds, a full Gianelli exhaust, open air filter and some trickery done to the piston. It was un-believably loud, and very fast for a late 80's 125, saw almost 100 mph a few times downhill, dad was particulary pleased to see his 16 year old son whoosh past him on the inside, all tucked in under the faring...
PowerslideSWE said:
Mine had better reeds, a full Gianelli exhaust, open air filter and some trickery done to the piston. It was un-believably loud, and very fast for a late 80's 125, saw almost 100 mph a few times downhill, dad was particulary pleased to see his 16 year old son whoosh past him on the inside, all tucked in under the faring...
Cheers, glad you enjoyed it!I'm astonished you got yours to do a tonne! I swear mine managed 80, down hill, with a tail wind, chin on the tank and a 20 mile run up
You're also significantly braver than me... 80 felt like jumping out of the door of Concord What made me laugh was that mine hated part throttle. You had to have either fully closed or WIIIDE OPEN to ride it smoothly.. but that suited me fine! How those little engines stood up both the performance demand and the mechanical ignorance (of me at least) is mindblowing. Shame the frame wasn't made of the same stuff!
What did your replace yours with?
lestiq said:
Hey, fellow GP2 owner here. I love the fact that you have both these cars, I was very nearly tempted to chop the mini in for an M5, but my heart wouldn't let me do it. What a fabulous pair to own : )
Cheers, they certainly seem to compliment each other pretty well. How long have you had your GP2? I'm really interested to know whether the entertainment value sustains itself - a lot of them seem to have low miles but lots of owners! I'll be coming up 2 years in July, I've done about 14k in it so far. I really can't stop myself driving it, I switched to Michelin Supersports last year as the Kumhos are addictive when warm but a tad dicey in the wet, that made it a far more all weather car. I have found that the front suspension is probably bit too stiff as standard for the PSS but really works for the track rubber.
Putting the Kumhos back on in a few weeks for the summer, can't wait. I'll never forget some of the drives I've had in it, it shocks everyone that goes in it still. Giant killer.
Putting the Kumhos back on in a few weeks for the summer, can't wait. I'll never forget some of the drives I've had in it, it shocks everyone that goes in it still. Giant killer.
lestiq said:
I'll be coming up 2 years in July, I've done about 14k in it so far. I really can't stop myself driving it, I switched to Michelin Supersports last year as the Kumhos are addictive when warm but a tad dicey in the wet, that made it a far more all weather car. I have found that the front suspension is probably bit too stiff as standard for the PSS but really works for the track rubber.
Putting the Kumhos back on in a few weeks for the summer, can't wait. I'll never forget some of the drives I've had in it, it shocks everyone that goes in it still. Giant killer.
That echos all my reading before buying the car - great to get some real world confirmation, thank you. Have you tracked it at all? I'm looking at booking it's first evening soon so keen to know if there's anything to keep an eye on / check in advance. The lack of any temp gauges is making me nervous! Putting the Kumhos back on in a few weeks for the summer, can't wait. I'll never forget some of the drives I've had in it, it shocks everyone that goes in it still. Giant killer.
Yes, I've tracked it at Castle Combe. My big regret was not letting some air out of the tyres before I went out, I pretty much took half the life out of them in the space of about 20 mins, they got so hot so quick (it was a sunny day in July.. you live and learn) Chris Harris appeared just as I was leaving and we had a good chat about it, he hadn't driven one at that point, he's missing out. I would've stayed to go out on track with him, but I had arranged to see my mate! Car didn't miss a beat all morning, then proceeded to drive to Dorset and back, what a day that was.
It's mega easy to bork the tyres with too much pressure, I was of course still getting to know the car, I'd only had a few months at that point. I'm super keen to get out on track again this year, thinking goodwood. Changing pads this month for EBC yellow stuff at the front and sticking with the Mintex at the rear, I have found a tiny hairline crack in one of the rear discs ( it does use them in GP mode a lot) so changing that too next month when I do tyres. Front discs have lasted admirably well, I mean they are enormous so most normal stopping duties are easy on wear.
It's mega easy to bork the tyres with too much pressure, I was of course still getting to know the car, I'd only had a few months at that point. I'm super keen to get out on track again this year, thinking goodwood. Changing pads this month for EBC yellow stuff at the front and sticking with the Mintex at the rear, I have found a tiny hairline crack in one of the rear discs ( it does use them in GP mode a lot) so changing that too next month when I do tyres. Front discs have lasted admirably well, I mean they are enormous so most normal stopping duties are easy on wear.
Edited by lestiq on Tuesday 11th April 12:21
lestiq said:
Yes, I've tracked it at Castle Combe. My big regret was not letting some air out of the tyres before I went out, I pretty much took half the life out of them in the space of about 20 mins, they got so hot so quick (it was a sunny day in July.. you live and learn) Chris Harris appeared just as I was leaving and we had a good chat about it, he hadn't driven one at that point, he's missing out. I would've stayed to go out on track with him, but I had arranged to see my mate! Car didn't miss a beat all morning, then proceeded to drive to Dorset and back, what a day that was.
It's mega easy to bork the tyres with too much pressure, I was of course still getting to know the car, I'd only had a few months at that point. I'm super keen to get out on track again this year, thinking goodwood. Changing pads this month for EBC yellow stuff at the front and sticking with the Mintex at the rear, I have found a tiny hairline crack in one of the rear discs ( it does use them in GP mode a lot) so changing that too next month when I do tyres. Front discs have lasted admirably well, I mean they are enormous so most normal stopping duties are easy on wear.
That's really good to know, thank you! Based on my road experience the brakes are definitely the least of my worries - they're ridiculous It's mega easy to bork the tyres with too much pressure, I was of course still getting to know the car, I'd only had a few months at that point. I'm super keen to get out on track again this year, thinking goodwood. Changing pads this month for EBC yellow stuff at the front and sticking with the Mintex at the rear, I have found a tiny hairline crack in one of the rear discs ( it does use them in GP mode a lot) so changing that too next month when I do tyres. Front discs have lasted admirably well, I mean they are enormous so most normal stopping duties are easy on wear.
Edited by lestiq on Tuesday 11th April 12:21
Good point on the tyres though, did exactly the same think with my Exige although I left it way too long before checking and they were practically bald by lunchtime! That was a pretty expensive lesson, so thanks for the reminder
Are you running a thread anywhere? Be good to keep track of your adventures on track this year and share what we learn..
MDifficult said:
Cheers, glad you enjoyed it!
I'm astonished you got yours to do a tonne! I swear mine managed 80, down hill, with a tail wind, chin on the tank and a 20 mile run up You're also significantly braver than me... 80 felt like jumping out of the door of Concord
What made me laugh was that mine hated part throttle. You had to have either fully closed or WIIIDE OPEN to ride it smoothly.. but that suited me fine! How those little engines stood up both the performance demand and the mechanical ignorance (of me at least) is mindblowing. Shame the frame wasn't made of the same stuff!
What did your replace yours with?
100 on the speedo I'm astonished you got yours to do a tonne! I swear mine managed 80, down hill, with a tail wind, chin on the tank and a 20 mile run up
You're also significantly braver than me... 80 felt like jumping out of the door of Concord What made me laugh was that mine hated part throttle. You had to have either fully closed or WIIIDE OPEN to ride it smoothly.. but that suited me fine! How those little engines stood up both the performance demand and the mechanical ignorance (of me at least) is mindblowing. Shame the frame wasn't made of the same stuff!
What did your replace yours with?
Don't know the real speed, but it couldn't be too far off, mine wasn't really standard. I too remember the hesitation on part throttle despite it being close to 30 years ago 
Mine, despite being brand new when "tuned" was very grumpy on cold starts and spluttery on part throttle, but screamed like a demon when the throttle was up. Mine didn't hold up, one day after a long time hard riding in a style that only a 16 year old w/o mechanical sympathy can manage and pretending to be Wayne Gardner it broke the piston in half, well, the skirt on the exhaust side just cracked and locked the crank case, luckily that happened at low speeds and during a gear change. Ended up needing new crank bearings and a new piston and it was good to go, dad was equally pleased about that Still have the piston btw, will dig it up as proof Great times were had on that little bike.Testament to being braver and more stupid when younger I got my self a 1990 Suzuki GSXR 750, but in a sudden moment of clarity (doesn't happen often when 18 y/o) I decided that the thing was waaaaay to fast for me, and it was sold shortly after. I have over they years tried my friends various super sports bikes, and the new ones are just silly, they are so fast it's just insane
I usually get off them scared, sweaty, weak at the knees and giggling like a 14 year old girl And after reading the thread again the aim is clear, must work harder, must get a F10 M5 at some point
Edited by PowerslideSWE on Tuesday 11th April 14:54
MDifficult said:
That's really good to know, thank you! Based on my road experience the brakes are definitely the least of my worries - they're ridiculous
Good point on the tyres though, did exactly the same think with my Exige although I left it way too long before checking and they were practically bald by lunchtime! That was a pretty expensive lesson, so thanks for the reminder
Are you running a thread anywhere? Be good to keep track of your adventures on track this year and share what we learn..
I am, but sadly I haven't given it the same level care that you have, it has sort of given me a kick up the arse actually! I had all the wheels off on Sunday to clean the suspension and brakes, still can't get over the size of the front calipers. I promise when I get to Goodwood, I'll have some pictures and words : )Good point on the tyres though, did exactly the same think with my Exige although I left it way too long before checking and they were practically bald by lunchtime! That was a pretty expensive lesson, so thanks for the reminder
Are you running a thread anywhere? Be good to keep track of your adventures on track this year and share what we learn..
https://www.pistonheads.com/gassing/topic.asp?h=0&... - I'm getting thread envy haha.
Enjoy !!
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