Kyle’s Corner (FYI) 25 Things About the 2013 BMW M5 You Might Not Know: Part Two

I recently did an article on the 2013 BMW M5: Bottom line - It's barely street legal. It is an expensive sport sedan that few people can afford. However, here is the remainder of the 25 things you should know about the new M5.

The M5's hydraulic power steering allows the driver two choose between three settings - Comfort, Sport and Sport Plus. In the Sport Plus mode (meant for track driving), the steering is so heavy that when driving in town, it will not even self center. It is reported that the driver can cancel the gym membership and with the Sport Plus setting, get a workout from the M5's steering wheel.

The most expensive M5s have the 155 mph speed limiter replaced by a 190 mph limit. It is better marketing to say 'limited to' rather than 'it will run out of steam 'or 'the engine could blow' causing a slight expense.

The regular 5-Series' electric steering reportedly lacks feel and driver feedback. However, the M5's steering provides so much on-center information that it has been deemed to be 'alive.'

The M1 and M2 buttons on the M5 steering wheel can be held down to store pre-set audio settings.

The X5 M and X6 M are equipped with a conventional torque converter automatic transmission which allows the throttle to open on downshifts. This results in no waiting for turbo boost when passing. The M5's powerful engine and 7200 rpm redline is too much for the transmission and the M5 thus received the dual-clutch seven-speed. However, even this transmission cannot handle the turbo boost on downshifts. Bottom line: Full acceleration on the highway makes the M5 feel a bit hesitant.

There is a slight whine from the M5's rear differential that is a reminder that the rear suspension subframe is bolted directly to the underbody.

A driver cannot do much to upset the M5 in corners. However, if the stability control is turned off and the turbos are set off in a corner, it is a whole different story.

The most aggressive transmission mode is D3. However, on the track it does not always downshift into the lowest possible gear when braking. The downshift might come a bit late as the car is exiting a corner. Thus, the M5 reacts to some transitions a bit clumsy.

The M5 requires over two additional feet of space to make a U-tune compared to the regular 5-Series.

Control and stress free are good things. However, the M5's rear tires reportedly need to 'cope' with 7593 ft. lb. of torque when the engine is at full throttle in first gear.

The M5 is equipped with cross-drilled discs measuring 15.7 inches at the front and 15.6 inches at the rear. The discs are less than a little finger's width smaller than the wheels of the original E28 M5.

Contrary to Internet comments, the M5's project manager says that the M5 will not be available in all-wheel drive. He believes that all-wheel drive would change the driving dynamics of the car.

So there you have it. And at this rate, you might not even want to buy the new 2013 BMW M5! I am just kidding. It is an impressive four-door sports sedan that will blow most anything else off the road.

To go to part one visit: 25 things about the 2013 BMW M5 you might not know.

Kyle Busch is the author of "Drive the Best for the Price: How to Buy a Used Automobile, Sport-Utility Vehicle, or Minivan and Save Money." He welcomes your comments or car questions at his auto web site: www.cartown1.com. Follow Kyle on Facebook and Twitter.