BMW M5 0-60 times
Autotk.com offers accurate information on BMW M5 0-60 times and quarter mile from trusted sources. You may also keep track of how 0-60 times of BMW M5 changed across years and check out the model’s competitors with the same acceleration performance.
Our mission is to present an easy-to-read and comprehensive information on BMW M5 0-60 mph and quarter mile for the devoted geeks, as it is an essential indicator of the vehicle power.
2020 BMW M5 0-60 times, all trims
| Trim | 0-60 times, 1/4 mile |
2019 BMW M5 0-60 times, all trims
| Trim | 0-60 times, 1/4 mile |
2018 BMW M5 0-60 times, all trims
| Trim | 0-60 times, 1/4 mile |
Car And Driver Results
| Zero to 60 mph | 2.8 sec |
| Zero to 100 mph | 6.6 sec |
| Rolling start, 5-60 mph | 3.7 sec |
| Top gear, 30-50 mph | 2.2 sec |
| Top gear, 50-70 mph | 2.4 sec |
| Standing ¼-mile | 10.9 sec @ 129 mph |
| Braking, 70-0 mph | 147 ft |
| Roadholding, 300-ft-dia skidpad | 0.98 g |
2016 BMW M5 0-60 times, all trims
| Trim | 0-60 times, 1/4 mile |
|
Base 4dr Rear-wheel Drive Sedan 560 Hp, 500 Lb-Ft., 4387 Weight, 7-spd auto-shift man transmission |
4.2 sec, 12.9 @ 107 |
2015 BMW M5 0-60 times, all trims
| Trim | 0-60 times, 1/4 mile |
|
Base 4dr Rear-wheel Drive Sedan 560 Hp, 500 Lb-Ft., 4387 Weight, 7-spd auto-shift man transmission |
4.3 sec, 13 @ 107 |
BMW M5 0-60 mph acceleration across years
| Year of a Model | 0-60 times, Quarter mile |
| 2016 | 4.2 sec, 12.9 @ 107 mph |
| 2015 | 4.3 sec, 13 @ 107 mph |
| 2014 | 4.3 sec, 13 @ 107 mph |
| 2013 | 4.3 sec, 13 @ 107 mph |
| 2010 | 4.3 sec, 12.8 @ 110 mph |
| 2009 | 4.3 sec, 13 @ 110 mph |
| 2008 | 4.3 sec, 13 @ 110 mph |
| 2007 | 4.3 sec, 13 @ 110 mph |
| 2006 | 4.3 sec, 13 @ 110 mph |
| 2003 | 4.7 sec, 13.8 @ 104 mph |
| 2002 | 4.8 sec, 13.8 @ 0 mph |
| 2001 | 4.7 sec, 13.8 @ 0 mph |
| 2000 | 4.7 sec, 13.8 @ 0 mph |
BMW M5 competitors' 0-60 mph acceleration
-
Audi RS 7 0-60
- Zero To Sixty 3.2 - 3.6 sec
- Quarter Mile 11.3 @ 125 - 11.6 @ 123 mph
-
Mercedes-Benz AMG E 0-60
- Zero To Sixty 3.4 - 3.5 sec
- Quarter Mile 12.1 @ 107 mph
-
Cadillac CTS-V 0-60
- Zero To Sixty 3.7 sec
- Quarter Mile 12.2 @ 120 mph
-
Audi S6 0-60
- Zero To Sixty 4 sec
- Quarter Mile 12.4 @ 112 mph
-
Lexus IS-F 0-60
- Zero To Sixty 4.7 sec
- Quarter Mile 13.2 @ 107 mph
-
Mercedes-Benz E-Class 0-60
- Zero To Sixty 4.9 - 5 sec
- Quarter Mile 13.5 @ 105 - 13.6 @ 104 mph
-
Mercedes-Benz C-Class 0-60
- Zero To Sixty 6.1 - 6.5 sec
- Quarter Mile 14.6 @ 97 - 14.9 @ 93 mph
-
Mercedes-Benz CLA-Class 0-60
- Zero To Sixty 6.1 - 6.3 sec
- Quarter Mile 14.8 @ 95 - 14.9 @ 94 mph
The V8 and V10 BMW M5s were love at first site. However, with the 2013 version came a twin-turbo V8 that left some of its fans cold. It was hungry as ever and could churn about 560hp and 502 lb-ft of torque. But, it wasn’t fun to drive anymore.
The bridge was further damaged when people heard rumors of an M5 version without manual transmission. This particular model would have all-wheel drive and the conventional automatic transmission. However, the automaker claimed that it had larger turbos, more boosts and was 20 pounds lighter.
This is the new M5, and comes with a 4.4-litre, twin-turbocharged V8 that churns about 600 hp and 553 lb-ft of torque. A quick test drive eliminates most of the fears as the latest automatic version is modified to work extremely well. Its torque-conversion system is equipped with an effortless launch-control function that rescues the all-wheel-drive powertrain in tough times. The perfect launch is achieved by holding both the accelerator and brake while at halt. The computer controls the fluid temperatures just right. The rear tires spin as if the M5 is rear-wheel based. A release on the brakes allows the front wheels to kick in, hitting the 60 mph mark in 2.8 seconds and finishing quarter of a mile in 10.9 seconds at 129mph.
This is probably the quickest supersedan available today. The gearbox doesn’t slush, the torque converter responds perfectly and the engine delivers instantaneous power like the aspirated beast it is.
The M5 doesn’t stop just with the numbers. It is more connected to its driver than its predecessor. There isn’t much of the robotic or silicon chipped ambiance that was witnessed in its predecessor. The steering is more alive than in any BMW. It offers actual feedback to the driver. On the skidpad, the M5 showcases an impressive 0.98g. It fights the understeer with all its might and power. The chassis is alive, stable and feels like you’re driving a smaller BMW M5.
The cabin is driver-oriented, putting the driver’s comfort first. The leather upholstery is supportive and allows the driver to lean back with ease. There’s a calmness and airiness brought about by the expanses of glass. The harshness of the road has been minimized and significant noise isn’t heard until the M5 hits three digits on its speedometer. The sound-level meter hits 66 decibels when the M5 reaches 70 mph. The Sport Mode adds extra noises from the engine, spiking the measurements to 80 decibels. All in all, the M5 offers an enjoyable ride that eliminates disturbances by all means.
The new changes on the M5 prove that BMW is putting tactility before technology. Despite it not carrying much of the life it had in its youth, it’s still enjoyable, comfortable and more accommodative. It’s a remarkable improvement from its previous version and customers can finally look forward to another M5 year after year.
