Move over Porsche and Ferrari, here come the supercars disguised as sedans. JOSHUA DOWLING tests the world's fastest four-doors. </B>
If these cars were human, they'd be businessmen in sharp suits - wearing sprinter's spikes instead of shiny leather shoes. They combine supercar performance in a luxury-car package. In one of these, you really are a wolf in sheep's clothing.
Any of these fit four-doors will happily see off a Porsche or a Ferrari and carry four adults in comfort.
To the untrained eye, they are relatively discreet. Subtle bulges, vents, big brakes, wide tyres and a low-slung stance are some of the give-aways. But just in case these clues aren't enough, the German cars have four massive exhaust pipes, which are about as subtle as diamond-encrusted cuff links.
While there is a limit to how fast you can travel on public roads, there's no limit to how quickly you can reach the limit. All three of these cars can reach 100kmh in 5 seconds or less. And they go about it different ways.
Mercedes uses supercharging, BMW uses extra cylinders (it's the world's first V10-powered sedan), whereas Holden's performance car division uses simple cubic capacity to get its flagship moving. With a 6.0-litre V8, it's the biggest engine here.
Purists may tut-tut at the inclusion of the humble, homegrown Holden in such esteemed company but the reality is that the HSV Senator - in performance stakes at least - has every right to rub shoulders with the German thoroughbreds. In fact, in our test, the Senator was quicker than the BMW M5 in a straight line in everyday driving.
Importantly, each of these sedans delivers a level of comfort and luxury that is foreign to cramped, lightweight sports cars. No wonder Porsche is worried. With the big luxury brands eating away at its sports car market - with sedans that have better performance in a roomier package - Porsche has been forced to respond. Last month, Porsche announced it plans to build its first-ever high-performance sedan, due on sale in 2007. Hey, if you can't beat 'em, join 'em.
After driving these vehicles it's no wonder they have piqued Porsche's interest and why they are the hottest property in the car world at the moment. The waiting list stretches from three months for a Senator to six months for either of the Germans. Customer demand is so strong that even media evaluation vehicles are in short supply.
We were lucky to secure the two Germans at the same time. With the help of an obliging Senator owner, who donated his time and his car, we were able to complete this world exclusive test of the fastest sedans on the planet. Here's how they compared.
<HR>BMW M5
Credit where credit is due. BMW is the pioneer of super-quick sedans - and the reason we are spoiled for choice today. As this test clearly shows, BMW no longer has the market to itself. Most notably, arch rival Mercedes' performance division, AMG, has matched BMW model for model and even added a few that BMW doesn't have. This is the fourth generation M5 and, it's fair to say, BMW has the formula figured out. Or should we say, its formula figured out. For the M5 is by far the most narrow in its focus among this trio. Marketing hype aside, it is a race car for the road and comes with compromises: driveability and comfort.
Using technology gleaned from its Formula One program, BMW has somehow squeezed a 5.0-litre V10 engine under the nose of its 5 Series sedan. It's an engineering marvel not least because it can fit such a big engine under the bonnet but also because of how much power it has extracted: an amazing 373kW.
However, that power is available only at extremely high revs - 7750rpm - and the M5's V10 has less torque than the Holden. While many enthusiasts get excited over power figures, it's torque that really gets cars moving. Don't get us wrong, the M5 is still a rapid car but it takes a lot more finesse to extract its best and a lot more room on the road, preferably a race track. By the time you have reached the M5's power band, it's time to change gears. By comparison, the other sedans deliver most of their grunt instantly and from lower in the rev range.
There's plenty of incentive to explore the V10's potential. It sounds awesome at high revs, with a raspy induction noise from the engine bay and a high-tech growl from the four exhausts. It's just a pity that, at idle, when you're showing off to your mates, it sounds almost like a diesel engine.
Despite the many improvements BMW has made to the M5's sequential manual gearbox, it still requires some TLC. As it engages first gear it jerks and then there is a brief pause before it actually bites and gets moving and that even happens in what has been affectionately dubbed the Opera House mode - a BMW way of saying cruise mode. There are 11 other modes and shift patterns from which to choose, which produce faster gear changes but the shifts become increasingly harsh as it climbs the spectrum.
In automatic mode, the shifts are smoother but the system still snatches off the line; we struggled to get a smooth start, even in stop-start traffic. The illuminated shift paddles on the steering wheel are a nice touch, though.
BMW, for its part, makes no apologies for the M5's character. It proudly boasts that the M5 is not for everyone. The company line is that performance-car purists only need apply. "The M5 is a car enjoyed by experienced high-performance drivers who take pleasure in exercising their skills behind the wheel," says the company spokesman. And that, presumably, means customers who do the occasional race track day.
Of this trio, the M5 would be most at home on a circuit. Its superior levels of cornering grip, sharper steering and more responsive handling would help the driver extract the most from the engine.
Around town and on regular Australian back roads, however, the M5 is a brute. Its ride was the harshest of all three and when the throttle was squeezed - even from a cruising speed - the M5 was the last to respond, as it fidgeted for the right gear and then began its long climb up the rev counter.
The M5 also had the least liveable interior of the trio. Drive has previously documented the 5 Series' shortcomings, so we won't go into detail again here, but suffice to say it lacks storage space for even a phone or a wallet - and the central control knob (iDrive) which is intended to simplify audio, satellite-navigation and air-conditioning controls is still no easier to use.
It's a shame that the rest of the interior has so many shortcomings, as the M5's seats are by far the most comfortable of the three cars, with ample adjustment in every direction and two particularly nice touches. The lower seat cushion can be extended so that it supports your upper legs right up to the back of your knees but, best of all, the side bolsters squeeze the driver and front passenger like tongs. When you start the car they grip alongside your ribcage and in fast corners, they will attempt to compensate for body movement. For example, in a fast left-hand bend, when G-forces will want to push your body right, the right side bolster will push you to the left. It feels weird at first but awesome once you're used to it. It helps keep your body aligned and your mind focused.
Another neat touch is the heads-up display in the lower section of the windscreen, which shows engine revs and driving speed. Only one problem: if you have polarised sunglasses, the display is almost invisible during the day.
The other minor complaint was the size of the BMW's side mirrors; despite being convex, they are still too small to properly see what's going on beside and behind you. After all, most other cars on the road will be in the M5's mirrors.
RRP: $226,000
Engine: 5.0-litre V10
Power: 373kW at 7750rpm
Torque: 520Nm at 6100rpm
Transmission: 7-speed sequential manual
Weight: 1755kg
0 to 100kmh: 4.7 seconds*
Top speed: 250kmh (limited)
Front brakes: Four-piston calipers with 374mm x 36mm drilled and vented discs
Rear brakes: Two-piston calipers with 370mm x 24mm drilled and vented discs
Fuel consumption rating: 14.8 litres/100km
*Manufacturers' claims
<HR>Mercedes-Benz CLS 55 AMG
Mercedes-Benz doesn't have performance sedans in its heritage; the inventor of the automobile built its reputation on quality, luxury and the occasional sports car. But that is changing. Over the past decade Mercedes has improved its credentials as a builder of performance cars. In order to be considered a worthy rival, Mercedes' philosophy has been, quite simply, to over-deliver.
We're not sure how or where BMW arrived at its claimed 0-100kmh figure of 4.7 seconds but we suspect it was in ideal circumstances, in "launch control" mode because we never got anywhere near that figure in "normal" mode.
Your grandmother, on the other hand, could pull a 4.7 out of the CLS 55, its power is so accessible and the car so easy to drive. BMW (or even Mercedes for that matter) may regard that comment as an insult but, we reckon, what is the point of having all this power if it's not easy to use?
The CLS 55's drivetrain is a formidable force. Its supercharged 5.4-litre V8 (fast fact for the pointy-heads: despite the 55 badge, the cubic capacity actually rounds down to 5.4 litres) is so powerful that Mercedes had to come up with a computer program to cut engine torque on take off, otherwise the rear wheels would spin even more than they do with its mind-boggling 700Nm of torque. While BMW has opted for a seven-speed manual gearbox with sequential shift, the CLS 55 uses a five-speed auto which has a manual mode and whose gears can be changed using F1-style buttons on the steering wheel.
The result is one of the most responsive drivetrains we've ever experienced, reacting precisely to every slight movement of the accelerator pedal. Want to idle slowly through the traffic? It'll purr so softly and smoothly you can barely hear it. Need to be somewhere in a hurry: stand on the loud pedal and hang on until it's time to peel your head from the headrest. How can a car that looks so elegant accelerate with such force?
The CLS 55 is breathtaking on full throttle. The deep V8 rumble combined with the subtle supercharger whine is an addictive sound that will have you coming back for more. The Drive jury is still debating whether it sounds better from inside the car or from the outside. Who cares, we agreed, as long as we can hear it. The Mercedes easily had the best set of lungs. It's also the most luxurious of this trio, with four superb sports seats, ample storage and user-friendly controls.
To understand why, here's a quick history lesson: the CLS is actually based on the underpinnings of the current E-Class sedan. Mercedes found that longstanding E-Class buyers wanted something more elite (but didn't want a large car such as the S-Class) and its CLK coupe buyers wanted more space but didn't want to sacrifice style. So the CLS was born - a Coupe-Like Sedan.
The CLS experiment also gave Mercedes an opportunity to sharpen up the handling by lowering the centre of gravity (compared with the E-Class) and fettling the steering and suspension. Drive was cynical of the CLS at first, but after driving it, the changes are not only noticeable, but worthwhile.
While it's not the razor sharp instrument in corners that the M5 is, the CLS 55 is still willing and very able; it's a significant improvement on the E55 with which it shares its underpinnings.
Mercedes has attempted to give customers the best of both worlds with two suspension settings: comfort and sport modes. We tried both and reckon that on bumpy backroads you're better off leaving it in comfort mode so that it can better soak up bumps and thumps and get its power to the ground.
The brakes on both the Germans were nothing short of stunning: both had massive calipers and discs the size of large pizza trays. It's good to see that the Germans take stopping as seriously as they take acceleration. It's a pity the same can't be said for the Australian contender.
RRP: $247,900
Engine: Supercharged 5.4-litre V8
Power: 350kW at 6100rpm
Torque: 700Nm at 2650-4500rpm
Transmission: 5-speed automatic
Weight: 1775kg
0 to 100kmh: 4.7 seconds*
Top speed: 250kmh (limited)
Front brakes: Eight-piston calipers with 360mm x 36mm drilled and vented discs
Rear brakes: Four-piston calipers with 330mm x 26mm drilled and vented discs
Fuel consumption rating: 13.6 litres/100km*
*Manufacturers' claims
<HR>
Any of these fit four-doors will happily see off a Porsche or a Ferrari and carry four adults in comfort.
To the untrained eye, they are relatively discreet. Subtle bulges, vents, big brakes, wide tyres and a low-slung stance are some of the give-aways. But just in case these clues aren't enough, the German cars have four massive exhaust pipes, which are about as subtle as diamond-encrusted cuff links.
While there is a limit to how fast you can travel on public roads, there's no limit to how quickly you can reach the limit. All three of these cars can reach 100kmh in 5 seconds or less. And they go about it different ways.
Mercedes uses supercharging, BMW uses extra cylinders (it's the world's first V10-powered sedan), whereas Holden's performance car division uses simple cubic capacity to get its flagship moving. With a 6.0-litre V8, it's the biggest engine here.
Purists may tut-tut at the inclusion of the humble, homegrown Holden in such esteemed company but the reality is that the HSV Senator - in performance stakes at least - has every right to rub shoulders with the German thoroughbreds. In fact, in our test, the Senator was quicker than the BMW M5 in a straight line in everyday driving.
Importantly, each of these sedans delivers a level of comfort and luxury that is foreign to cramped, lightweight sports cars. No wonder Porsche is worried. With the big luxury brands eating away at its sports car market - with sedans that have better performance in a roomier package - Porsche has been forced to respond. Last month, Porsche announced it plans to build its first-ever high-performance sedan, due on sale in 2007. Hey, if you can't beat 'em, join 'em.
After driving these vehicles it's no wonder they have piqued Porsche's interest and why they are the hottest property in the car world at the moment. The waiting list stretches from three months for a Senator to six months for either of the Germans. Customer demand is so strong that even media evaluation vehicles are in short supply.
We were lucky to secure the two Germans at the same time. With the help of an obliging Senator owner, who donated his time and his car, we were able to complete this world exclusive test of the fastest sedans on the planet. Here's how they compared.
<HR>BMW M5
Credit where credit is due. BMW is the pioneer of super-quick sedans - and the reason we are spoiled for choice today. As this test clearly shows, BMW no longer has the market to itself. Most notably, arch rival Mercedes' performance division, AMG, has matched BMW model for model and even added a few that BMW doesn't have. This is the fourth generation M5 and, it's fair to say, BMW has the formula figured out. Or should we say, its formula figured out. For the M5 is by far the most narrow in its focus among this trio. Marketing hype aside, it is a race car for the road and comes with compromises: driveability and comfort.
Using technology gleaned from its Formula One program, BMW has somehow squeezed a 5.0-litre V10 engine under the nose of its 5 Series sedan. It's an engineering marvel not least because it can fit such a big engine under the bonnet but also because of how much power it has extracted: an amazing 373kW.
However, that power is available only at extremely high revs - 7750rpm - and the M5's V10 has less torque than the Holden. While many enthusiasts get excited over power figures, it's torque that really gets cars moving. Don't get us wrong, the M5 is still a rapid car but it takes a lot more finesse to extract its best and a lot more room on the road, preferably a race track. By the time you have reached the M5's power band, it's time to change gears. By comparison, the other sedans deliver most of their grunt instantly and from lower in the rev range.
There's plenty of incentive to explore the V10's potential. It sounds awesome at high revs, with a raspy induction noise from the engine bay and a high-tech growl from the four exhausts. It's just a pity that, at idle, when you're showing off to your mates, it sounds almost like a diesel engine.
Despite the many improvements BMW has made to the M5's sequential manual gearbox, it still requires some TLC. As it engages first gear it jerks and then there is a brief pause before it actually bites and gets moving and that even happens in what has been affectionately dubbed the Opera House mode - a BMW way of saying cruise mode. There are 11 other modes and shift patterns from which to choose, which produce faster gear changes but the shifts become increasingly harsh as it climbs the spectrum.
In automatic mode, the shifts are smoother but the system still snatches off the line; we struggled to get a smooth start, even in stop-start traffic. The illuminated shift paddles on the steering wheel are a nice touch, though.
BMW, for its part, makes no apologies for the M5's character. It proudly boasts that the M5 is not for everyone. The company line is that performance-car purists only need apply. "The M5 is a car enjoyed by experienced high-performance drivers who take pleasure in exercising their skills behind the wheel," says the company spokesman. And that, presumably, means customers who do the occasional race track day.
Of this trio, the M5 would be most at home on a circuit. Its superior levels of cornering grip, sharper steering and more responsive handling would help the driver extract the most from the engine.
Around town and on regular Australian back roads, however, the M5 is a brute. Its ride was the harshest of all three and when the throttle was squeezed - even from a cruising speed - the M5 was the last to respond, as it fidgeted for the right gear and then began its long climb up the rev counter.
The M5 also had the least liveable interior of the trio. Drive has previously documented the 5 Series' shortcomings, so we won't go into detail again here, but suffice to say it lacks storage space for even a phone or a wallet - and the central control knob (iDrive) which is intended to simplify audio, satellite-navigation and air-conditioning controls is still no easier to use.
It's a shame that the rest of the interior has so many shortcomings, as the M5's seats are by far the most comfortable of the three cars, with ample adjustment in every direction and two particularly nice touches. The lower seat cushion can be extended so that it supports your upper legs right up to the back of your knees but, best of all, the side bolsters squeeze the driver and front passenger like tongs. When you start the car they grip alongside your ribcage and in fast corners, they will attempt to compensate for body movement. For example, in a fast left-hand bend, when G-forces will want to push your body right, the right side bolster will push you to the left. It feels weird at first but awesome once you're used to it. It helps keep your body aligned and your mind focused.
Another neat touch is the heads-up display in the lower section of the windscreen, which shows engine revs and driving speed. Only one problem: if you have polarised sunglasses, the display is almost invisible during the day.
The other minor complaint was the size of the BMW's side mirrors; despite being convex, they are still too small to properly see what's going on beside and behind you. After all, most other cars on the road will be in the M5's mirrors.
RRP: $226,000
Engine: 5.0-litre V10
Power: 373kW at 7750rpm
Torque: 520Nm at 6100rpm
Transmission: 7-speed sequential manual
Weight: 1755kg
0 to 100kmh: 4.7 seconds*
Top speed: 250kmh (limited)
Front brakes: Four-piston calipers with 374mm x 36mm drilled and vented discs
Rear brakes: Two-piston calipers with 370mm x 24mm drilled and vented discs
Fuel consumption rating: 14.8 litres/100km
*Manufacturers' claims
<HR>Mercedes-Benz CLS 55 AMG
Mercedes-Benz doesn't have performance sedans in its heritage; the inventor of the automobile built its reputation on quality, luxury and the occasional sports car. But that is changing. Over the past decade Mercedes has improved its credentials as a builder of performance cars. In order to be considered a worthy rival, Mercedes' philosophy has been, quite simply, to over-deliver.
We're not sure how or where BMW arrived at its claimed 0-100kmh figure of 4.7 seconds but we suspect it was in ideal circumstances, in "launch control" mode because we never got anywhere near that figure in "normal" mode.
Your grandmother, on the other hand, could pull a 4.7 out of the CLS 55, its power is so accessible and the car so easy to drive. BMW (or even Mercedes for that matter) may regard that comment as an insult but, we reckon, what is the point of having all this power if it's not easy to use?
The CLS 55's drivetrain is a formidable force. Its supercharged 5.4-litre V8 (fast fact for the pointy-heads: despite the 55 badge, the cubic capacity actually rounds down to 5.4 litres) is so powerful that Mercedes had to come up with a computer program to cut engine torque on take off, otherwise the rear wheels would spin even more than they do with its mind-boggling 700Nm of torque. While BMW has opted for a seven-speed manual gearbox with sequential shift, the CLS 55 uses a five-speed auto which has a manual mode and whose gears can be changed using F1-style buttons on the steering wheel.
The result is one of the most responsive drivetrains we've ever experienced, reacting precisely to every slight movement of the accelerator pedal. Want to idle slowly through the traffic? It'll purr so softly and smoothly you can barely hear it. Need to be somewhere in a hurry: stand on the loud pedal and hang on until it's time to peel your head from the headrest. How can a car that looks so elegant accelerate with such force?
The CLS 55 is breathtaking on full throttle. The deep V8 rumble combined with the subtle supercharger whine is an addictive sound that will have you coming back for more. The Drive jury is still debating whether it sounds better from inside the car or from the outside. Who cares, we agreed, as long as we can hear it. The Mercedes easily had the best set of lungs. It's also the most luxurious of this trio, with four superb sports seats, ample storage and user-friendly controls.
To understand why, here's a quick history lesson: the CLS is actually based on the underpinnings of the current E-Class sedan. Mercedes found that longstanding E-Class buyers wanted something more elite (but didn't want a large car such as the S-Class) and its CLK coupe buyers wanted more space but didn't want to sacrifice style. So the CLS was born - a Coupe-Like Sedan.
The CLS experiment also gave Mercedes an opportunity to sharpen up the handling by lowering the centre of gravity (compared with the E-Class) and fettling the steering and suspension. Drive was cynical of the CLS at first, but after driving it, the changes are not only noticeable, but worthwhile.
While it's not the razor sharp instrument in corners that the M5 is, the CLS 55 is still willing and very able; it's a significant improvement on the E55 with which it shares its underpinnings.
Mercedes has attempted to give customers the best of both worlds with two suspension settings: comfort and sport modes. We tried both and reckon that on bumpy backroads you're better off leaving it in comfort mode so that it can better soak up bumps and thumps and get its power to the ground.
The brakes on both the Germans were nothing short of stunning: both had massive calipers and discs the size of large pizza trays. It's good to see that the Germans take stopping as seriously as they take acceleration. It's a pity the same can't be said for the Australian contender.
RRP: $247,900
Engine: Supercharged 5.4-litre V8
Power: 350kW at 6100rpm
Torque: 700Nm at 2650-4500rpm
Transmission: 5-speed automatic
Weight: 1775kg
0 to 100kmh: 4.7 seconds*
Top speed: 250kmh (limited)
Front brakes: Eight-piston calipers with 360mm x 36mm drilled and vented discs
Rear brakes: Four-piston calipers with 330mm x 26mm drilled and vented discs
Fuel consumption rating: 13.6 litres/100km*
*Manufacturers' claims
<HR>
