BMW M3 VS BMW Alpina B5
- Super-sweet engine
- Steering and suspension fantastic
- Looks mean in the metal
- Key safety stuff missing
- Expensive, and worse when you start ticking options
- Desert-levels sparse in the backseat
BMW Alpina B5
- Cleaning the wheels
- Room and storage space could be better
- Not the most engaging car to drive
If you’ve got a thirst for power that would make Vladimir Putin seem benign, you’ll likely find the BMW M3 a little underwhelming, what with its measly 331kW/550Nm and a propensity to spin the rear tyres into rubber-flinging oblivion with each traction control-free prod of the accelerator.
Happily, there's now a solution. Enter the M3 CS (Competition Sport); a track-ready special edition that ups the performance ante right across the board, with more power, stiffer suspension, better aero and the kind of angry exhaust note that sets tectonic plates a-rumbling.
So, is more M3 never enough? Or is the new CS too angry for its own good?
|Engine Type||3.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
BMW Alpina B5
The BMW Alpina B5 Bi-Turbo is not actually a BMW. Not according to the German Federal Motor Transport Authority, at least.
Nope, the modifications applied by tuning house Alpina to the 5 Series are deemed so significant that if you open the bonnet and look inside the engine bay, you'll see that the BMW VIN has been struck through twice and an Alpina vehicle number stamped underneath it.
The B5 is not the first model to be recognised in this way, either; the German government has recognised Alpina as a seperate car manufacturer since 1983.
The B5 has other ‘B' siblings, too. There's the B3 S Bi-Turbo, which is based on the BMW 3 Series, the B4 S Bi-Turbo (the BMW 4 Series) and the B7 Bi-Turbo (I don't need to tell you what this is based on, right?) which I've reviewed, too.
So just what has Alpina done to this unsuspecting BMW 5 Series? Is it really worth the extra money? How does the B5 compare to an M5? Could it actually be superior? And did they really take the speed limiter off to let it warp-speed to beyond 300km/h?
|Engine Type||4.4L turbo|
|Fuel Type||Premium Unleaded Petrol|
The biggest, baddest M3 is also the very best of the current breed. It's a specialist tool, sure, but if you're in the market for a track-attack sedan that will paint a smile on your face, even while striking fear into your heart, then look no further.
Jump into a BMW M3 CS or wait until next month for the new Merc-AMG C 63 S? Tell us what you think in the comments section below.
BMW Alpina B57.9/10
The Alpina B5 is a special car – more special than most people will ever give you credit for if you own one. Those that do know what an Alpina is will let you know; people will cross dangerously busy streets to talk to you about your car. Insanely fast, almost incomprehensibly comfortable and effortlessly powerful to drive.
Does the Alpina B5 make a BMW even better? Or do you think the M5? Tell us what you think in the comments below.
Interesting, you say? Well, just look at it. The massively domed bonnet, the flared wheel guards, the blacked-out roof, the quad exhaust tips - this thing looks wild from every angle. BMW tells us you can actually swap the lightweight roof for a traditional version with a sunroof, but why on earth would you?
The dome bonnet is fitted with a massive rear-facing vent that sucks hot air off the engine, while the carbon front splitter emerges from the bottom of the grille as if the CS is forever jutting out its jaw. At the rear, the carbon wing is peaked at each end, again aiding aero efficiency, while four fat and centred exhaust tips complete a pretty angry-looking package.
The design across the board is not what you'd call understated, and it likely won't appeal to everyone, but I think it looks the absolute business.
BMW Alpina B58/10
Interesting is the right word for it, because while it might be questionable that Alpina's changes to the exterior are aesthetic pleasing, they are definitely intriguing to those who aren't familiar with the brand.
First, there are those 20-spoke wheels. Alpinas have worn this style of wheel forever and they've become the most famous outward sign that this is not just another BMW. So don't under any circumstances take them off and replace them with anything else. You'd be run out of town by the Alpina mafia.
Yes, they're more painful to clean than a cheese grater (trust me, I know. And if you look closely at these images you can see the dirty bits I've missed), but if you really don't like them then perhaps it's a sign this car isn't for you.
Then there's the boot-lid spoiler. It's square and 1980s'-looking, it also appears a bit like it's been bought online and installed by a teenager, but again, this is another Alpina tradition and it suits the car's character perfectly.
All right, those pinstripes; they're known as the Deco-Set and are a hat-tip to the Alpina racecars of the 1970s and '80s. Again, don't take these off, your Alpina will drop through the centre of the Earth in value. These are also part-and-parcel of owning one of these cars. I'm not a massive fan of them.
But I'm all about that front spoiler, with the floating Alpina lettering that you can option in silver, high-gloss black or gold.
Inside, there are fewer Alpina additions, but they're nonetheless unmissable. There's the Alpina-badged steering wheel, and a new virtual instrument cluster, embossed headrests and illuminated door sills.
There's also the little numbered plaque on the centre console which proves its authenticity, ours was number 49. Out of how many? I don't know. But I do know Alpina produces only about 1700 cars globally a year. Rolls Royce does about 4000. So, you can rest assured your B5 is exclusive.
At almost 5m long, 1.9m wide and 1.5m tall, the B5 is a large saloon, but having recently reviewed the Alpina B7 it feels small in comparison. How does it drive? We're getting there.
Every bit as practical as any other M3, really, which is impressive given the outrageous performance.
There are some sacrifices made in pursuit of weight loss, of course. There's no centre-console storage (replaced by a strip of Alcantara and a single, lonely USB charge point), and backseat riders lose air vents, power and just about everything else. The good news, then, is that there's space a-plenty back there, with enough head and legroom behind my own 176cm driving position.
But up front, the M3 CS is a comfortable and spacious place to spend time. There are twin cupholders, too, as well as room in each of the doors for bottles. The navigation and multimedia systems are straight-forward and easy to use, as are the performance-focused functions.
BMW Alpina B57/10
Practicality is not really a BMW strong point no matter which model you pick. See, BMW mostly makes the car equivalent of uber-stylish and skin-tight active wear which looks good and performs brilliantly, but sometimes you just want pockets and a bit of room for your… um… bits and pieces.
So while there are two cup holders up front and two in the back, the bottle holders in the doors aren't huge, the centre console bin is on the small side, there's a hidy-hole in front of the shifter, the glove box is just a box for little more than gloves and there's no other great cabin storage options.
Legroom in the rear is good but not great, too - I'm 191cm tall and have about 30mm between my knees and the seat back in my driving position. Middle-seat passengers will also have to straddle the drive shaft hump in the floor. Headroom is restricted in the back, too (you could blame the sunroof) with my hair just skimming the headlining (I do have big hair).
Under that power tailgate, the B5's boot capacity is 530 litres which is 15L more than its big sister, the B7. There are two plastic storage areas either side of the luggage space for wet things. While there is one USB outlet in the front there aren't any in the rear.
Price and features
At $179,900, the CS sets a new top-price for the M3 family, well above the $146,529 of the Competition version and miles clear of the entry-level Pure ($129,529). And so you might think you get much more for your money, but you would be wrong. In fact, you get much less.
This is a car designed with the relentless pursuit of performance in mind, so expect few extra luxuries - all of which would add weight. Instead, you get more power (of course), as well as a quad-tipped exhaust tuned to sound like the world is ending around you.
Semi-slick Michelin Cup tyres, lighter alloys, a race-focused bonnet (which, along with the roof, is made from a carbon-fibre/plastic composite, helping shave 10kg off the curb weight), some clever aero tech at the rear and lighter cabin materials also join the the standard features list.
Outside, expect staggered alloys (19-inch front, 20-inch rear), adaptive LED headlights and keyless entry. Inside, you'll find air-conditioning, navigation and a 12-speaker harman/kardon stereo controlled through an 8.8-inch screen.
BMW Alpina B58/10
The BMW Alpina B5 lists for $210,000, making it only $10K more the BMW M5 which comes with almost identical features apart from the Alpina engineering to the engine and chassis.
Arriving standard is leather upholstery, four-zone climate control, nav, the Alpina embossed-headrests, a 10.25-inch display, digital radio, Alpina door sills, sunroof, proximity key, power front seats, 12-speaker Harman Kardon stereo, head-up display, Alpina virtual instrument cluster, heated front and rear seats, and the 20-inch Alpina wheels.
The test car I drove had been optioned with a limited-slip differential ($5923), steering-wheel heating ($449); soft-close function for doors ($1150); sunblinds ($1059); TV function ($2065) ambient air package ($575), and front-seat ventilation ($1454).
Engine & trans
The M3’s twin-turbo 3.0-litre straight-six engine has been tweaked to produce 338kW and a stonking 600Nm of tyre-frying torque. It’s channeled through a seven-speed dual-clutch automatic and sent to the rear wheels.
That’s enough, BMW says, for a blistering 3.9sec sprint from 0-100km/h, with the CS pushing on to a flying top speed of 280km/h.
BMW Alpina B59/10
The Alpina B5 uses the same 4.4-litre V8 engine found in the BMW M5 (and also the B7). But, and it's a big but, the M5 makes 441kW and 750Nm, while the B5 outdoes it with 447kW and 800Nm. Admittedly, the B5's torque arrives at the 3000rpm mark, while the M5's is all there from 1800rpm.
How does the B5 beat it? Alpina installed its specially developed twin turbochargers and intercoolers, a high-performance cooling system, a reconfigured air intake set up and a different exhaust system.
The B5, though, is a tenth of a second slower to 100km/h compared to the M5 with a time of 3.5 seconds, but it will blast on to a top speed of 330km/h while the M5 is limited to 250km/h in regular form and 305km/h with the optional M Driver's package.
Both uses the same ZF eight-speed automatic transmission with identical gear ratios, and both are all-wheel drive.
BMW reckons you'll return 8.5L/100km on the combined cycle, with CO2 emissions pegged at 198g/km. But we politely disagree. We drove the CS in the fashion we imagine everyone will - or at least should, and our numbers were a little higher than that. Like three times higher.
BMW Alpina B57/10
The Alpina B5 needs petrol. By that, I mean it needs quite a lot of it if you want to enjoy it properly. What type of mileage does it get? Officially, it should use 11.1L/100km after a combination of urban and open roads, where as the M5 is set to 10.5L/100km.
That makes sense, the B5 produces more power and torque, and it's 85kg heavier than the M5 at 2015kg.
Our test car's trip computer was reporting 13.2L/100km after flying low over country roads and slow city piloting. The more time spent in the urban warfare that is the daily peak hour commute, the more that figure crept and hovered around the 15L/100km mark.
The best performance cars straddle a razor-thin line between exhilarating and terrifying, and the M3 CS definitely parks an axle on either side of the divide.
It's not for the faint-hearted, the CS; it can be an angry, twitchy, rear-grip-relinquishing handful. And not just when you're overly aggressive on the exit of a corner (though also definitely then), but even when you plant your foot on a dead-straight, perfectly smooth and bone-dry patch of tarmac.
As a result, your heart is almost always beating just a little bit faster being the wheel, almost from the moment you slip into the driver’s seat and prod the start button, the exhaust barking into life like a whip cracking in your eardrum.
So intimidating at times, sure. But also huge handfuls of fun. The M3 (and the M3 Competition) experience has been fine tuned to near-enough perfection in the CS formula, from the super direct steering to the thunderous flow of power to the booming exhaust.
This is not a car built for suburban exploring, but BMW deserves credit for making its CS feel pretty liveable when it’s not being driven in anger. The suspension tuning especially, while you’d never accuse it of being overly comfortable, does a surprisingly good job of soaking up corrugations and bumps while still feeling ever-connected to the road below.
BMW Alpina B58/10
Ok, stay with me here. For this next bit you'll need a fresh egg, a lounge chair, and it might be a good idea to have some plastic bags and carpet cleaner on hand.
First, in front of the lounge chair flatten out the plastic bag and place the egg on it. Next, sit down on the chair and very carefully rest the ball of your foot on the egg with as little pressure as humanly possible.
This is exactly how little force you need to apply to the go-pedal of the B5 to accelerate from a standstill to 60km/h in about five seconds.
If anything sums up the driving experience of the B5, it's that sense of effortlessness.
Stomp on that accelerator, and you'll be shot to 100km/h in 3.5 seconds, without a hint of broken traction thanks to the all-wheel-drive system.
The ride should have been terrible on 20-inch wheels shod in low-profile rubber (Pirelli P Zero 255/35 front, and 295/30 rear), but the Alpina-tuned air suspension is close to miraculous in the way it cushioned and censored the potholes out of Sydney's worst roads. Yes, it can be a touch floaty, particularly in the Comfort Plus setting, but this is benchmark-setting stuff for a comfortable ride.
Don't expect this beast to roar. Unlike the M5, the B5 gets its work done without deafening everybody around it. Sure, the B5's V8 sounds amazing when you push it, but it's not brash, not loud and not lairy. Buy an M5 or Mercedes-AMG E63s if you want to be heard half a block before you get home, but you won't get that with the B5 and its exhaust system.
The B5 also handles well, but I have to say the engagement factor is low. I piloted it effortlessly through the twists and turns of my country test circuit and roads which normally have me grinning like a maniac behind the wheel had me feeling a bit disconnected in the B5. That air suspension, the numb steering and pedal actions make it difficult to ‘feel' the road.
It's highways where the B5 is a king, but even at 110km/h there's the sense that this car is still fast asleep and won't get out of bed for anything less than 150km/h - making it perfect for Germany's autobahns, but maybe not for here in Australia.
Another victim of the performance goals here, I'm afraid, with everything that can be removed, removed - hell, even the reversing camera has been punted.
Instead, the safety package consists of front, and front-side airbags and a performance-focused traction and braking package. Parking sensors front and rear, active cruise and speed-limit recognition round out a fairly basic package.
The rest of the BMW range received the maximum five-star ANCAP safety rating when crash tested in 2012.
BMW Alpina B59/10
The Alpina B5 is based on the BMW 5 Series which had a five-star ANCAP rating awarded to it in 2017.
Along with the comprehensive suite of airbags, traction and stability control, there's an impressive array of advanced safety equipment. Coming standard is AEB (front and rear), evasive steering, front and rear cross-traffic warning, blind-spot alert and lane-keep assist. The Alpina B5 also comes with BMW's emergency call function.
For child seats you'll find two ISOFIX mounts and three top tether points across the rear row.
If you're unfortunate enough to get a flat tyre, there's a puncture repair kit in the boot which works provided the hole isn't giant, as I've experience in the past with these systems.
BMW's three-year/unlimited kilometre warranty applies here, with a "condition-based servicing" schedule that means you're car will tell you when work is required. You can prepay your servicing costs for the first five years of ownership, spanning $3350 to $8450 depending on your level of coverage.