mikeyb
04-20-2005, 07:01 AM
http://www.mwerks.com/artman/uploads/features/m5_drive_header.jpg
In 1984 Bayerisch Motor Werke AG turned the entire sports sedan segment on its head with the introduction of the E28 M5. It was an understated four-door with the heart of a racing car and could blow the doors off just about anything on the road. It arrived on the US market in 1986 and you could have purchased your new M5 in any color you wanted so long it was black. Don’t know about you, but the very mention of that car today still sends a shiver down our spines – it has to rank up there with some of the finest automotive machinery ever built. However, almost 20 years since the arrival of the first M5s on American soil, we’ve been sent back to Munich to drive the very latest version.
WHAT IT HAS
We’ve all seen pictures of the concept, mouths gaping and watering at a ‘production’ sedan with more than 500 hp, but it isn’t until you actually get face to face with the new M5, that it really hits. Of course it looks in many respects like a regular 5 Series. It’s even built in the same bleedin’ Dingofing assembly plant, but to call the M car a 5 Series is a bit like saying Colorado is the Alps, just because it has mountains.
For starters, the body extensions to the Bangle body are unique to the M. We’ve all got our own opinions on Chris B’s styling philosophy, but you can’t deny that the M5 has a certain purposeful elegance to it – especially when you throw in the massive 19 inch wheels, the meaty tires and the paint options. That’s right, the M comes in three exclusive colors – Interlagos Blue, Silverstone II, or Sepang Bronze, but for our Euros the Blue gets the nod. You can also get your M in a few other hues as well, like Black Sapphire Metallic and Alpine White, but these are shared with other cars. Besides, black is difficult to clean and when it comes down to it, would you want your M5 painted white?
Moving on, the cabin, at a glance looks like a 5 series too. We’ve got the same level of safety equipment (including six airbags and BMW Assist function, iDrive) plus a similar dash, quality materials and stitching, plus well made and supportive bucket seats with power adjustments and body and knee bolsters. You can even opt for the Merino all leather trim option- and by all leather we mean the dash gets stitched in hide too. There’s even an option for ventilation in the front chairs, but if you’re a real BMW enthusiast your eyes will be fixed on the centre console. Ah yes, the shift lever doesn’t operate in H-fashion and what’s with that button that says Power? And what about these paddles on the steering wheel?
<TABLE cellSpacing=2 cellPadding=0 width=600 align=bottom border=0><TBODY><TR><TD>http://www.mwerks.com/artman/uploads/features/m5_drive_2.jpg</TD></TR></TBODY></TABLE>
It is time, my friend, to have a look at the engine. The V10, in essence, is a masterpiece.
It’s a 90-degree unit, still considered the optimum V-angle for balance and minimal vibration from the reciprocating bits. The cylinder liners are created from the moisture of hard silicon crystals, thereby eliminating the need for conventional liners, so the light weight slugs simply move up and down the ‘uncoated’ bores. The block features a bedplate style crankcase (usually reserved for exotic competition motors), to further help in the quest for optimum crankshaft alignment and balance, plus the twin cylinder heads are pretty much state of the art. The single piece castings feature air injection passages, special lightweight lifters (smaller than those on the old M5) and intake valves that are unique to this particular application. Each of the four camshafts actuates said intake and exhaust valves via an updated version of BMW’s now well recognised bi-VANOS variable cam control.
The cam chains are connected to each bumpstick via a sprocket and two-speed helical gearbox, which enables precise angle adjustments between the crank and the intake and exhaust cams on each cylinder head. There’s a high-volume oil pump in the crank chamber to keep this ultra high tech assembly fully lubed at all times and the engine also incorporates a ‘quasi’ dry sump oiling system with a total of four pumps supplying the feed, plus 10 individual throttle bodies and some of the most beautiful factory exhaust headers ever seen, mated to one impressive dual pipe system with quad mufflers and stainless tips.
Along with ultra-precise electronic governing and mapping, courtesy of the rather powerful MS65 electronic brain, all this complexity means that when you punch the gas, the V10 is zingy and eager in a way most of us mere mortals have a hard time understanding.
Techie types will also get a kick out of the gearbox – a seven-speed sequential and the only one available on the new M. It is unique to the car and features shift by wire technology and a DriveLogic feature. Drivelogic enables the pilot to customize gearshifting to his/her own personal driving styl,e and contained within this program are eleven different shift options that fall under two different modes - D for automatic self-shifting and S for manual gear selection - via the console lever or steering wheel paddles. Each of the 11 shift programs differs from the other in the pre-selected time of changing gears and the higher the program, the faster the engine is spinning and thus the more quickly the tranny changes cogs. Additionally, there’s a hill climbing assist feature and a safety clutch control program to prevent skidding on slippery roads plus, in Sport mode; a program called Launch Control, but more on that later.
Moving onto the rest of the technical stuff, and we’ll be brief, the M5 uses a version of the regular 5-series aluminum suspension. Quite a lot is carried over, including basic geometry, but there are differences, notably in the rear suspension links and the Electronic Damper Control, which allows the driver to alter settings via the M drive button on the steering wheel. There’s also an advanced version of BMW’s Dynamic Stability Control that even includes a specific M mode for tearing around racetracks. Moving onto what transmits power to the wheels, the independent, five-link located rear end also features cooling fins on the carrier and there’s an electronic variable differential lock for optimising grip. Even the steering isn’t exempt from electronic wizadry and utilizes a Servotronic function which even lets the driver choose the amount of ‘feel’ depending on which of the three suspension settings is selected – comfort, normal or sport.
Now considering the amount of neo-Formula 1 technology employed, the brakes required for a machine like this need to be something rather special – and they are. Both front and back are weight optimized, cross drilled and vented, and wouldn’t look out of place on a World Superbike racer – the front rotors measure a massive 374 mm x 36 mm – the rears not a great deal a smaller at 370 x 24. For those who care, the calipers are four-piston items up front, single pistons out back.
Such big brakes mean that the 19-inch wheels were pretty much a necessity and with almost 50/50 front/rear weight distribution the car rides on P255/40ZR19 rubber at front, with massive P285/35/ZR19 meats out back. So that’s what the car has, but what you want to know is, how does the darned thing drive?
WHAT IT DOES
Well, with the car sat idling, the V10 sounds like a four cylinder. There is nothing to indicate the power at your fingertips and right foot. Once you begin forward motion the engineering begins to show through; the structure is extremely solid and tight, but even at slower, in-town speeds the car feels a lot smaller and lighter than it actually is. For such a high-performance machine, the M5 is surprisingly docile and civilized amongst the commuter traffic. It doesn’t complain and will happily sit all day without overheating.
<TABLE cellSpacing=2 cellPadding=0 width=600 align=bottom border=0><TBODY><TR><TD>http://www.mwerks.com/artman/uploads/features/m5_drive_3.jpg</TD></TR></TBODY></TABLE>
However for all its incredible technology, the gearbox takes some getting used to. Select D1 and it feels like your Aunt Ethel has just learned to drive stick and is beneath the console changing gears for you – there’s a delay between shifts and a bit of clunking going on. Imagine driving a late model F-body with a slipping clutch and you can probably get the idea. Most people, given a choice, don’t want to shift gears by themselves in town, so this is a bit irritating.
Anyway, it would be a travesty to buy one of these cars and use it for urban commuting – to the autobahn Mein Herr!! Suddenly there it is, a billiard-smooth on-ramp; time to hit that Power button on the center console. Now all 507 horses are unleashed, so bury that throttle – wow! I haven’t driven an actual Formula 1 car, but for a road going carriage this thing is pretty close – the car jumps forward like a lion unleashed from its cage - throttle response is lightning quick, the engine smooth and the exhaust note glorious. There’s so much power, it simply wants to go and go. Before you can say Uber Alles, the needle on the speedometer is registering 155 mph, yet the car is as stable as a rock – the Germans really do build the best high-speed sedans in the world.
With the gearbox in D mode, the faster you accelerate the more eager the SMG is to change gears, but there are still hiccups here and there. A slow moving Opel looms up ahead, but the tranny is a bit reluctant to downshift so we can pass. Not good. Time for Sport mode and a bit of manual shifting – now that really is great!!! In fact we like changing gears so much we’ll drive the car like this until we get to the test track. Arriving some two hours later, we’re still comfortable in our leather bucket seats and sporting grins that couldn’t be smacked off with a brick. The test facility is no other than the Luftwaffe Base at Furstenfeldbruck. The runway will double as our test track for the day, which is good enough. The weather is hot, sunny and the pavement is dry. So let’s get on with it.
We’ve already mentioned launch control, so time to put it to the test. There are a couple of chaps from M on hand to tell us a bit about their new baby and how it works. Switch off the DSC, move the shift lever forward and to the right. Hold it there and step on the gas. The M chirps the tires in first, second and third gear – there’s a lot of torque there and flat out acceleration is a bit like strapping yourself to one of those steam catapults on an aircraft carrier. Just keep your foot to the floor and your hands on the wheel – for as long as you dare – we clocked about 193 mph* before running out of tarmac. Launch control is interesting, but after a few runs, it stopped working on our test car; this electronic stuff is proving more of a hindrance than help, so time to do an old school drag launch. We launch and you know what? The car feels even quicker and seems to hook up better out of the hole without LC – or maybe we’ve had just a bit too much sun by this time, who knows?
As for handling and braking – the new M was born to take corners at high speeds –but for maximum grins, run the car in Sport mode, shifting gears via the paddles – it just seems to work better that way.
Once you do, it’s quite possible to understand what it feels like to be Jenson Button driving around the Hockenheim ring in the Williams. Everything is instantaneous – steering, throttle, braking input and of course shifting gears. You can take corners at absolutely ludicrous speeds – yet still maintain a superb racing line – grip is sublime, there’s barely a hint of body roll, nor tendency for the car to run wide or twitch its tail. It’s just as fun, if not more so, driving it fast on smooth Alpine (read: public) roads. There’s so much torque and power – right through the rev range, so passing those Mercedes logging trucks between blind corners that have a rock face on one side and a ravine on the other is an absolute doddle, especially when you’re controlling the gears. Even sport-bike riders can’t keep up at times and are left scratching their helmets in wonder. The M5 is that fast and agile – yes, really.
For a car nut, driving a new M5 in Sport mode amidst the foothills of the Alps is about as close to Utopia as you can get. So before the first examples arrive on our shores this September make sure, that if you’re going to order new M5 (and you really should if you’ve got the means), that you and a few friends band together and get your concessionaire to supply a road from Germany along with the car – after all London Bridge was shipped across the Atlantic now wasn’t it?
*Production cars electronically limited to 155mph
<TABLE cellSpacing=2 cellPadding=0 width=600 align=bottom border=0><TBODY><TR><TD>http://www.mwerks.com/artman/uploads/features/m5_drive_1.jpg</TD></TR></TBODY></TABLE>
SPECIFICATIONS 2006 BMW M5**
ENGINE
Type: V10
Construction: Aluminum block and heads
Valvetrain: DOHC 40V with bi-Vanos variable camshaft control
Displacement: 4999cc
Bore and Stroke: 92.0mm x 75.2mm
Compression ratio: 12.0:1
Max power: 507 bhp (DIN) @ 7,750 rpm
Max torque: 520 Nm (420 lb-ft) @ 6,100 rpm
Fuel: 98 RON unleaded (91 oct USA)
TRANSMISSION
Seven-speed sequential manual (SMG III)
Ratios:
1st 3.985:1
2nd 2.652:1
3rd 1.806:1
4th 1.392:1
5th 1.159:1
6th 1
7th 0.833
R 3.620:1
Final drive: 3.62:1
BODY AND CHASSIS
Steel unitized with four-door sedan body
SUSPENSION
Front:Independent double-joint tension rod spring-strut suspension with displaced camber, positive scrub steering radius and anti-dive
Rear: Independent integral axle with special effect and anti-squat/dive
<TABLE cellSpacing=2 cellPadding=0 width=600 align=bottom border=0><TBODY><TR><TD>http://www.mwerks.com/artman/uploads/features/m5_drive_prod.jpg</TD></TR></TBODY></TABLE>
STEERING
Rack and pinion with hydraulic and Servotronic power assist
BRAKES
Front:Compouned vented and cross-drilled discs with four-piston floating calipers
Rear: Compound vented and cross-drilled discs with single-piston floating calipers
WHEELS
Front: Alloy 19 x 8.5 in (EH 2 IS 12)
Rear: Alloy 19 x 9 in (EH 2 IS 28)
TIRES
Front: P255/40ZR19
Rear: P285/35ZR19
DIMENSIONS
Length: 4855mm
Height: 1846mm
Width: 1469mm
Wheelbase: 2889
Front tread: 1580mm
Rear tread: 1566mm
CURB WEIGHT
1830 kg /4026 lbs (EU)
PERFORMANCE
0-62 mph 4.7 sec
0-100 mph 22.7 sec
Top Speed: 250 km/h /155 mph (electronically limited)
Article from: http://www.mwerks.com/artman/publish/features/article_690.shtml
In 1984 Bayerisch Motor Werke AG turned the entire sports sedan segment on its head with the introduction of the E28 M5. It was an understated four-door with the heart of a racing car and could blow the doors off just about anything on the road. It arrived on the US market in 1986 and you could have purchased your new M5 in any color you wanted so long it was black. Don’t know about you, but the very mention of that car today still sends a shiver down our spines – it has to rank up there with some of the finest automotive machinery ever built. However, almost 20 years since the arrival of the first M5s on American soil, we’ve been sent back to Munich to drive the very latest version.
WHAT IT HAS
We’ve all seen pictures of the concept, mouths gaping and watering at a ‘production’ sedan with more than 500 hp, but it isn’t until you actually get face to face with the new M5, that it really hits. Of course it looks in many respects like a regular 5 Series. It’s even built in the same bleedin’ Dingofing assembly plant, but to call the M car a 5 Series is a bit like saying Colorado is the Alps, just because it has mountains.
For starters, the body extensions to the Bangle body are unique to the M. We’ve all got our own opinions on Chris B’s styling philosophy, but you can’t deny that the M5 has a certain purposeful elegance to it – especially when you throw in the massive 19 inch wheels, the meaty tires and the paint options. That’s right, the M comes in three exclusive colors – Interlagos Blue, Silverstone II, or Sepang Bronze, but for our Euros the Blue gets the nod. You can also get your M in a few other hues as well, like Black Sapphire Metallic and Alpine White, but these are shared with other cars. Besides, black is difficult to clean and when it comes down to it, would you want your M5 painted white?
Moving on, the cabin, at a glance looks like a 5 series too. We’ve got the same level of safety equipment (including six airbags and BMW Assist function, iDrive) plus a similar dash, quality materials and stitching, plus well made and supportive bucket seats with power adjustments and body and knee bolsters. You can even opt for the Merino all leather trim option- and by all leather we mean the dash gets stitched in hide too. There’s even an option for ventilation in the front chairs, but if you’re a real BMW enthusiast your eyes will be fixed on the centre console. Ah yes, the shift lever doesn’t operate in H-fashion and what’s with that button that says Power? And what about these paddles on the steering wheel?
<TABLE cellSpacing=2 cellPadding=0 width=600 align=bottom border=0><TBODY><TR><TD>http://www.mwerks.com/artman/uploads/features/m5_drive_2.jpg</TD></TR></TBODY></TABLE>
It is time, my friend, to have a look at the engine. The V10, in essence, is a masterpiece.
It’s a 90-degree unit, still considered the optimum V-angle for balance and minimal vibration from the reciprocating bits. The cylinder liners are created from the moisture of hard silicon crystals, thereby eliminating the need for conventional liners, so the light weight slugs simply move up and down the ‘uncoated’ bores. The block features a bedplate style crankcase (usually reserved for exotic competition motors), to further help in the quest for optimum crankshaft alignment and balance, plus the twin cylinder heads are pretty much state of the art. The single piece castings feature air injection passages, special lightweight lifters (smaller than those on the old M5) and intake valves that are unique to this particular application. Each of the four camshafts actuates said intake and exhaust valves via an updated version of BMW’s now well recognised bi-VANOS variable cam control.
The cam chains are connected to each bumpstick via a sprocket and two-speed helical gearbox, which enables precise angle adjustments between the crank and the intake and exhaust cams on each cylinder head. There’s a high-volume oil pump in the crank chamber to keep this ultra high tech assembly fully lubed at all times and the engine also incorporates a ‘quasi’ dry sump oiling system with a total of four pumps supplying the feed, plus 10 individual throttle bodies and some of the most beautiful factory exhaust headers ever seen, mated to one impressive dual pipe system with quad mufflers and stainless tips.
Along with ultra-precise electronic governing and mapping, courtesy of the rather powerful MS65 electronic brain, all this complexity means that when you punch the gas, the V10 is zingy and eager in a way most of us mere mortals have a hard time understanding.
Techie types will also get a kick out of the gearbox – a seven-speed sequential and the only one available on the new M. It is unique to the car and features shift by wire technology and a DriveLogic feature. Drivelogic enables the pilot to customize gearshifting to his/her own personal driving styl,e and contained within this program are eleven different shift options that fall under two different modes - D for automatic self-shifting and S for manual gear selection - via the console lever or steering wheel paddles. Each of the 11 shift programs differs from the other in the pre-selected time of changing gears and the higher the program, the faster the engine is spinning and thus the more quickly the tranny changes cogs. Additionally, there’s a hill climbing assist feature and a safety clutch control program to prevent skidding on slippery roads plus, in Sport mode; a program called Launch Control, but more on that later.
Moving onto the rest of the technical stuff, and we’ll be brief, the M5 uses a version of the regular 5-series aluminum suspension. Quite a lot is carried over, including basic geometry, but there are differences, notably in the rear suspension links and the Electronic Damper Control, which allows the driver to alter settings via the M drive button on the steering wheel. There’s also an advanced version of BMW’s Dynamic Stability Control that even includes a specific M mode for tearing around racetracks. Moving onto what transmits power to the wheels, the independent, five-link located rear end also features cooling fins on the carrier and there’s an electronic variable differential lock for optimising grip. Even the steering isn’t exempt from electronic wizadry and utilizes a Servotronic function which even lets the driver choose the amount of ‘feel’ depending on which of the three suspension settings is selected – comfort, normal or sport.
Now considering the amount of neo-Formula 1 technology employed, the brakes required for a machine like this need to be something rather special – and they are. Both front and back are weight optimized, cross drilled and vented, and wouldn’t look out of place on a World Superbike racer – the front rotors measure a massive 374 mm x 36 mm – the rears not a great deal a smaller at 370 x 24. For those who care, the calipers are four-piston items up front, single pistons out back.
Such big brakes mean that the 19-inch wheels were pretty much a necessity and with almost 50/50 front/rear weight distribution the car rides on P255/40ZR19 rubber at front, with massive P285/35/ZR19 meats out back. So that’s what the car has, but what you want to know is, how does the darned thing drive?
WHAT IT DOES
Well, with the car sat idling, the V10 sounds like a four cylinder. There is nothing to indicate the power at your fingertips and right foot. Once you begin forward motion the engineering begins to show through; the structure is extremely solid and tight, but even at slower, in-town speeds the car feels a lot smaller and lighter than it actually is. For such a high-performance machine, the M5 is surprisingly docile and civilized amongst the commuter traffic. It doesn’t complain and will happily sit all day without overheating.
<TABLE cellSpacing=2 cellPadding=0 width=600 align=bottom border=0><TBODY><TR><TD>http://www.mwerks.com/artman/uploads/features/m5_drive_3.jpg</TD></TR></TBODY></TABLE>
However for all its incredible technology, the gearbox takes some getting used to. Select D1 and it feels like your Aunt Ethel has just learned to drive stick and is beneath the console changing gears for you – there’s a delay between shifts and a bit of clunking going on. Imagine driving a late model F-body with a slipping clutch and you can probably get the idea. Most people, given a choice, don’t want to shift gears by themselves in town, so this is a bit irritating.
Anyway, it would be a travesty to buy one of these cars and use it for urban commuting – to the autobahn Mein Herr!! Suddenly there it is, a billiard-smooth on-ramp; time to hit that Power button on the center console. Now all 507 horses are unleashed, so bury that throttle – wow! I haven’t driven an actual Formula 1 car, but for a road going carriage this thing is pretty close – the car jumps forward like a lion unleashed from its cage - throttle response is lightning quick, the engine smooth and the exhaust note glorious. There’s so much power, it simply wants to go and go. Before you can say Uber Alles, the needle on the speedometer is registering 155 mph, yet the car is as stable as a rock – the Germans really do build the best high-speed sedans in the world.
With the gearbox in D mode, the faster you accelerate the more eager the SMG is to change gears, but there are still hiccups here and there. A slow moving Opel looms up ahead, but the tranny is a bit reluctant to downshift so we can pass. Not good. Time for Sport mode and a bit of manual shifting – now that really is great!!! In fact we like changing gears so much we’ll drive the car like this until we get to the test track. Arriving some two hours later, we’re still comfortable in our leather bucket seats and sporting grins that couldn’t be smacked off with a brick. The test facility is no other than the Luftwaffe Base at Furstenfeldbruck. The runway will double as our test track for the day, which is good enough. The weather is hot, sunny and the pavement is dry. So let’s get on with it.
We’ve already mentioned launch control, so time to put it to the test. There are a couple of chaps from M on hand to tell us a bit about their new baby and how it works. Switch off the DSC, move the shift lever forward and to the right. Hold it there and step on the gas. The M chirps the tires in first, second and third gear – there’s a lot of torque there and flat out acceleration is a bit like strapping yourself to one of those steam catapults on an aircraft carrier. Just keep your foot to the floor and your hands on the wheel – for as long as you dare – we clocked about 193 mph* before running out of tarmac. Launch control is interesting, but after a few runs, it stopped working on our test car; this electronic stuff is proving more of a hindrance than help, so time to do an old school drag launch. We launch and you know what? The car feels even quicker and seems to hook up better out of the hole without LC – or maybe we’ve had just a bit too much sun by this time, who knows?
As for handling and braking – the new M was born to take corners at high speeds –but for maximum grins, run the car in Sport mode, shifting gears via the paddles – it just seems to work better that way.
Once you do, it’s quite possible to understand what it feels like to be Jenson Button driving around the Hockenheim ring in the Williams. Everything is instantaneous – steering, throttle, braking input and of course shifting gears. You can take corners at absolutely ludicrous speeds – yet still maintain a superb racing line – grip is sublime, there’s barely a hint of body roll, nor tendency for the car to run wide or twitch its tail. It’s just as fun, if not more so, driving it fast on smooth Alpine (read: public) roads. There’s so much torque and power – right through the rev range, so passing those Mercedes logging trucks between blind corners that have a rock face on one side and a ravine on the other is an absolute doddle, especially when you’re controlling the gears. Even sport-bike riders can’t keep up at times and are left scratching their helmets in wonder. The M5 is that fast and agile – yes, really.
For a car nut, driving a new M5 in Sport mode amidst the foothills of the Alps is about as close to Utopia as you can get. So before the first examples arrive on our shores this September make sure, that if you’re going to order new M5 (and you really should if you’ve got the means), that you and a few friends band together and get your concessionaire to supply a road from Germany along with the car – after all London Bridge was shipped across the Atlantic now wasn’t it?
*Production cars electronically limited to 155mph
<TABLE cellSpacing=2 cellPadding=0 width=600 align=bottom border=0><TBODY><TR><TD>http://www.mwerks.com/artman/uploads/features/m5_drive_1.jpg</TD></TR></TBODY></TABLE>
SPECIFICATIONS 2006 BMW M5**
ENGINE
Type: V10
Construction: Aluminum block and heads
Valvetrain: DOHC 40V with bi-Vanos variable camshaft control
Displacement: 4999cc
Bore and Stroke: 92.0mm x 75.2mm
Compression ratio: 12.0:1
Max power: 507 bhp (DIN) @ 7,750 rpm
Max torque: 520 Nm (420 lb-ft) @ 6,100 rpm
Fuel: 98 RON unleaded (91 oct USA)
TRANSMISSION
Seven-speed sequential manual (SMG III)
Ratios:
1st 3.985:1
2nd 2.652:1
3rd 1.806:1
4th 1.392:1
5th 1.159:1
6th 1
7th 0.833
R 3.620:1
Final drive: 3.62:1
BODY AND CHASSIS
Steel unitized with four-door sedan body
SUSPENSION
Front:Independent double-joint tension rod spring-strut suspension with displaced camber, positive scrub steering radius and anti-dive
Rear: Independent integral axle with special effect and anti-squat/dive
<TABLE cellSpacing=2 cellPadding=0 width=600 align=bottom border=0><TBODY><TR><TD>http://www.mwerks.com/artman/uploads/features/m5_drive_prod.jpg</TD></TR></TBODY></TABLE>
STEERING
Rack and pinion with hydraulic and Servotronic power assist
BRAKES
Front:Compouned vented and cross-drilled discs with four-piston floating calipers
Rear: Compound vented and cross-drilled discs with single-piston floating calipers
WHEELS
Front: Alloy 19 x 8.5 in (EH 2 IS 12)
Rear: Alloy 19 x 9 in (EH 2 IS 28)
TIRES
Front: P255/40ZR19
Rear: P285/35ZR19
DIMENSIONS
Length: 4855mm
Height: 1846mm
Width: 1469mm
Wheelbase: 2889
Front tread: 1580mm
Rear tread: 1566mm
CURB WEIGHT
1830 kg /4026 lbs (EU)
PERFORMANCE
0-62 mph 4.7 sec
0-100 mph 22.7 sec
Top Speed: 250 km/h /155 mph (electronically limited)
Article from: http://www.mwerks.com/artman/publish/features/article_690.shtml