Super Tuning Cars

Practically every automaker has an R or a GT or a V or an S or a Spec-Something-or-Other sexing up its catalog. But nobody commits to the job with the fervor of BMW’s M division GmbH. Granted, the gulf between track and street that opened up years ago means that BMW’s speed shop no longer puts motorsport specials on the road with detuned race engines. But that doesn’t mean new M’s are nothing more than Big Macs with barbecue sauce. But take the example of the new 560-hp “M TwinPower Turbo” M5—Bimmer-nerd code: F10—that goes on sale in the U.S. ’d, seven-speed dual-clutch transmission; and a unique, electronic limited-slip differential with a unique aluminum horse-collar mount for added rigidity. 92,000. To that prodigious sum we say: How can BMW possibly sell a couple thousand copies per year so cheaply? What does the dedicated tooling cost, anyway? How much is it to change 10 things about an engine, including the induction system and compression ratio, and then recertify it?

It’s a lot of Big Macs. Maybe not as many Big Macs as creating a bespoke V-10, as in the previous E60, but a lot. The new M5 will assuredly be profitable. But whether it is spectacular or merely great—many people would put a 4300-pound luxury sedan that hits 60 mph in 3.7 seconds firmly in the former category—it’s definitely no parts-bin badge job. The previous V-10 had an 8250-rpm redline. If the M5 achieves its stated goal of a 30-percent gain in fuel economy, combined mpg could reach 20 when the EPA gets around to rating it. BMW is also strongly hinting that the U.S. Change, like cold gazpacho, always has its haters. Atavists will doubtlessly cry out that M has abandoned them with all this turbo madness. To paraphrase a recent comment on our website: When the M5 got a V-8 for 1998, people said they missed the inline-six. When it got a V-10 for 2004, people longed for the V-8. That is all true, as is the fact that the new M5 remains a delectably sweet reward for personal financial success. And if the next M5 is a diesel-electric hybrid that hits 60 mph in three seconds flat, will we say the same?

Set the suspension to normal and take to the highway, and the F-Type becomes a rather docile GT car. You'll feel the road, and you'll be abundantly aware of what's going on and just how big imperfections are, but it's not a disruptive, abusive experience. Jag could have gone a bit softer in the standard mode, but the ride firmness here is far from a deal breaker. The 3,514-pound F-Type is a great dancer, with hardly any body roll, squat or dive. Setting the suspension to Dynamic, meanwhile, isn't really recommended if you're just planning on cruising. Bumps and imperfections are decidedly more noticeable and transmit even more clearly through those sport seats. What's remarkable about either suspension mode, though, is how stable the ride is. This is an excellently damped vehicle. There's just enough vertical motion to cushion impacts without leaving the car feeling floaty, as one might experience in the F-Type's older brother, the XK.

It gets even better, though, when pushed hard. The 3,514-pound F-Type is a great dancer, with hardly any body roll, squat or dive. You can pitch it hard into corners and it will respond well, digging in and getting around. It feels flat, planted and mostly neutral, although it's very easy to get this car to misbehave by steering with the throttle, should the mood strike. It is not, however, a terribly talkative kitty. I found feedback through the chassis to be a bit on the limited side for a sports car, as it can be difficult to interpret grip levels or balance through the chassis. The Jag's steering is arguably worse than the suspension in terms of feedback, which I found rather limited despite the rack's sharp, quick nature. This is a vehicle that's very well setup for rapid directional changes, but it could be better when it comes to letting the driver know what the front tires are doing.

With such a potent powertrain, it's reassuring to know that Jaguar has really paid attention to the F-Type's brakes. 13.9-inch rotors are standard at all four corners, but my tester boasted larger, 15-inch front pans and red-painted calipers, as part of the optional Performance Pack. 13,450 carbon-ceramic brakes. Still, the mid-level rotors and pads provide ample stopping power, even from high speeds, while delivering the sort of steady, easy-to-modulate pedal feel expected of a true sports car. 65,000, although you'll only be getting the base 340-hp supercharged V6 variant at that price point. 77,000 V6 S, with its 380-hp, standard adaptive dynamics and standard active exhaust, among other goodies. 12K is a big jump, but it's absolutely worth it. Of course, no one wants a basic, unoptioned F-Type. Instead, you'll want to dig into the options catalog and snag some of the stuff found on this press car. 3,400 option that adds a configurable Dynamic mode, the upgraded brakes, a flat-bottomed steering wheel and the performance seats.