AC Schnitzer has worked its magic on every 5 Series down the years. These two G30s are transformed from their original models into cars of style, distinction and addictive ability.
There’s an innate rightness about the 5 Series, a blend of abilities which, as an all-round package, has few peers. No matter which generation you’re looking at, the model’s always been either at the top, or a very close second, to the best in class – a pretty impressive feat considering it’s now been with us for over 45 years, in seven different incarnations.
Each version has had its own, individual style and characteristics and, while they’ve all been excellent in their own right, that’s not to say that there isn’t always a little bit of room for improvement. Enter Aachenbased BMW tuning supremo, AC Schnitzer.
VAST EXPERIENCE
With over 30 years of experience in BMW tuning, Schnitzer has fettled every 5 Series since the model started in 1987, and just about my first-ever encounter with an AC Schnitzer-enhanced machine in Germany was a rather wild ride with Schnitzer’s race ace Manfred Woolgarten at the wheel.
It was in the company’s fully tricked-out E39 M5 and, while I was only a rear seat passenger to start with, I was simply stunned by both the car and the driver. Over the years, I have had plenty of time to get up close and personal with most versions in the Schnitzer’s ‘ACS5’ model line and, today, it’s time to get acquainted with the latest machines in this illustrious line-up; the G30 540i and M550i xDrive G30 models.
The eagle-eyed among you may have spotted that neither of these two models is actually on sale in the UK, but we do get the xDrive version of the 540i over here, and it’s always interesting to sample forbidden fruit, especially when it’s as tasty as the M Performance 5 Series, the M550i xDrive. While these exact models might not be for UK consumption, Schnitzer’s range of upgrades do fit all the other G30 5 Series models that you can buy in the UK, and it offers a range of performance upgrades for the expected UK big sellers, too.
Despite the 540i being seen as a little bit of a niche model in the UK, I did hear from one BMW UK source that while it expected the 540i to only account for 5% of UK 5 Series sales, it’s currently running at nigh-on 15%, which perhaps indicates quite how far the diesel backlash has come.
Never mind diesels though, what I want to know about today is this pair of high-powered petrol beauties. We’ll look at the M550i xDrive first as, until the M5 makes its debut, it’s the quickest 5 Series on offer. It’s also worth remembering that, even before Schnitzer’s ministrations, it’s comfortably faster-accelerating than the outgoing F10 M5. This is, in part, down to the traction afforded by its xDrive all-wheel drive set-up but, with 462hp as standard, it’s no slouch.
POWER GAINS
Schnitzer’s performance upgrade consists of an auxiliary control unit that subtly monitors and massages items such as air mass, boost pressure, wastegate and fuel rail pressure parameters, to endow the M550i with a mighty 551hp, plus an equally outrageous torque output of 553lb ft at 4,200rpm. Those are gains of 89 and 74 respectfully and, if you were worried that the M550i’s standard torque plateau has been affected, rest assured that the Schnitzer machine comfortably outguns BMW’s efforts throughout the rev range.
Given those figures, it shouldn’t come as too much of a surprise that the Schnitzer car is quicker – 3.8 seconds to 62mph is impressive (and 0.2 seconds faster than the standard car) – but it’s the ACS car that really has the legs of the standard machine once they’re up and rolling. Schnitzer quotes the 50-112mph time (80-180km/h which makes more sense than the imperial figures!) for the fettled car of 7.5 seconds – that’s 1.2 seconds faster than the production car.
From behind the wheel it feels utterly and wonderfully ballistic. On our drive to the photo location, it’s decided that I won’t wait around for snapper Smithy, who’s going to be plodding along in my E61, and I’ll just meet him there. My trip doesn’t start perfectly as the sat nav gets confused (it could have been the driver) by the new Autobahn intersection just down the road from Schnitzer’s HQ, and I end up traversing the full four-leaf clover before hitting the right piece of road and, initially, I feel a little thwarted as the 120km/h signs don’t make way for derestricted ones.
PUNCHING AHEAD
Just as I’m worrying I’ll be turning off before it clears, the signs miraculously change, the traffic parts and I punch the Schnitzer throttle pedal to the floor. As the eight-speed ‘box drops down a couple of cogs, the big V8 fills its lungs and we’re off. Speed builds rabidly, and we’re soon past the 200km/h increment. Yet it just keeps pulling… all the way up to its 250km/h limiter, at which point it feels like it could keep going, and going hard.
Traffic up ahead sees the speed drop back to what feels like walking pace, but is actually the UK motorway legal limit and, as I prepare to sample the performance once again, I engage Sport+ and knock the transmission into its ‘sport’ mode, too. Whether this actually makes any difference to the acceleration is a moot point, but the throttle response is definitely improved and the exhaust sounds even more intoxicating, even if this car is fitted with the quieter of the two systems that Schnitzer offers. What is for sure is that, bar an encounter with a new M5 or something like an AMG E63S W213, this executive express isn’t going to be troubled by any other four-door machines on the planet.
My overly long traverse of the motorway intersection actually means I’m the last to get to the shoot location; a fact which I’m not allowed to forget, especially as I was in the fastest car of the trio. Seeing the two Fives together for the first time is a pleasant sight and, while the cars might both be slightly dowdy colours, it does make them look a little like night club bouncers in sharp suits. All muscly aggression, just itching to be deployed!
SUBTLE AGGRESSION
Both cars wear very similar styling, that comprises carbon front spoiler elements (they can also be had in pu-rim) that sit under the outer air intakes in the front spoiler. Then, under these, you find a plastic, front splitter that runs across the entire width of the front bumper assembly.
This is echoed along the sills, with extensions in the same material while, at the rear, there’s a spoiler at the top of the rear screen, one on the bootlid and a new rear diffuser, too. Overall, it’s a pretty good looking upgrade, subtle yet suitably aggressive at the same time.
Left: The five-litre V8 is boosted to a mighty 551hp, plus an equally outrageous 553lb ft of torque. It’ll hit 62mph in 3.8 seconds, and mid-range acceleration is impressively faster than the already extremely rapid standard car. Right: The 540i’s straight-six receives the Schnitzer power upgrade, boosting power to 400hp and torque to 398lb ft.
A decent set of wheels really sets a car off and, for the G30 generation, there are plenty of Schnitzer items to choose from. Both the test cars are equipped with 20in AC1 wheels, Anthracite on the 540i and Bi-Colour on the M550i, and they’re 8.5 inches wide at the front and 10 at the rear.
It’s also worth noting that Schnitzer’s brand new, limited-edition AC3 wheel is offered on the G30 5 Series. Before we left Schnitzer’s HQ we did have a set fitted to the car for photographic purposes, but as the wheel hadn’t officially been released yet, we didn’t leave them on the car for the full shoot. To my mind they look absolutely gorgeous, sit really well on the car and are a subtle blend of past and present Schnitzer rims. Be quick if you want some, though, as they’re limited to just 75 sets!
Assisting with the mean and muscular look of these Fives are Schnitzer’s lowering springs, that drop the cars by 25-30mm at the front, and 20-25mm at the rear. While these springs certainly help the cars to look better standing still, Schnitzer’s pretty happy with the driving enhancements they bring, too.
INTERIOR ENHANCEMENTS
I couldn’t wait to get back behind the wheel but, as ever, we’re having to dodge the rain showers, so it’s time to retreat inside the cars to shelter and absorb the interior enhancements. Everything is so well integrated these days that there’s not a huge amount for Schnitzer to do, but both cars have a set of Schnitzer pedals and footrest, plus its floor mats and key holder, which slots into one of the drinks holders, ahead of the gear lever. There’s also an iDrive rotary wheel cover, featuring a Schnitzer wheel rim, if that’s the sort of thing you fancy.
The M550i’s interior is a sumptuous place to spend wheel time, with its lovely Cinnamon leather. However, I have to admit to being rather taken with the cloth/ Alcantara set-up in the 540i and, once again, it makes me wish UK cars could be spec’d in this way. The combination is rather more grippy than the UK’s standardfit leather, when you start pushing-on in the corners.
Like the M550i, the 540i has also received a power upgrade and, in this case, the vital stats are 400hp and 398lb ft of torque – gains of 60hp and 66lb ft good enough to drop the 0-62mph time by 0.2 seconds. As with the M550i, Schnitzer quotes a 50-112mph time and for the 540i it’s 8.8 seconds, which is a very impressive 1.9 seconds better than the standard car can muster.
As I settle into the 540i, simply starting the engine sends a bit of a tingle up my spine; this car’s fitted with the export version of the company’s exhaust, and it’s very fruity indeed! With all the photographs in the bag, I was finally let loose in the cars once again, and the first thing to note is that the new springs certainly haven’t affected the ride as far as I could tell, albeit on predominately smooth German Tarmac.
STEERING FEEDBACK
It’s also interesting to note the differences in the steering between the two cars. The rear-drive 540i has the lighter and sweeter helm, and also gives the better feedback to the driver, too. While some of this will be down to the number of driven wheels, it’s also worth noting the 540i is a good 200kg lighter than the M550i, which is bound to have an effect.
As a result, it’s the less powerful machine that feels much lighter on its toes when we start cornering quickly for the camera. The 540i is deliciously balanced and, while the addition of some springs and moderately wider rubber might seem like small changes, they do make the car feel far more eager to please than a standard G30. Couple this with a positively demonic exhaust note and you have a great recipe for a real sporting saloon – not only does it drive very well, but it really sounds the part, too!
The M550i xDrive is obviously a comprehensively quicker car in a straight line but, to my mind, the additional weight, and the slight corruption of the steering feel from the all-wheel drive, rob it of the fun factor you get with the 540i. There’s no doubting its cornering potential – it grips and grips and grips – but somehow it’s not quite as enjoyable as the rear-drive machine. Ultimately, it’ll go round the corners quicker, especially in inclement conditions, but it’s just less engaging to drive.
So then, another two great Schnitzer Fives. The M550i is ballistically quick – it really has nigh-on the pace of the new M5 – and for European buyers who want M5 pace but need to have an estate, then a Schnitzer M550i xDrive Touring would be a superb piece of kit. But I really did love the 540i, though, partially for its performance (which is significantly up on the standard 540i), but also for those delicious sounds emanating from its exhausts. Ultimately, though, it’s the newfound handling prowess which impressed me most. As a result, I just can’t wait to see what Schnitzer has planned for the new M5 F90!
CONTACT: AC Schnitzer UK Tel: 01485 542000 Web: ac-schnitzer.co.uk
The 540i is deliciously balanced thanks to new springs and wider rubber. It’s far more eager to please than the standard G30.
Left: The ACS5 5.0i’s interior features Schnitzer touches including mats, pedals, key holder and even a cover for the iDrive selector wheel. Right: The G30’s interior is a quality environment, straight from the factory. Most noticeable on the 540i are the cloth/Alcantara seat covers; what a shame this option isn’t available to UK buyers.
A subtle spoiler at the top of the rear screen, one on the bootlid, a new rear diffuser and beautifully-vocal quad exhausts mark this ACS5 4.0i out as something a bit special.
Both the test cars were equipped with Schnitzer’s 20in AC1 wheels – Anthracite on the 540i and Bi-Colour on the M550i. This, though, is the delicious, limited edition AC3 rim.
The AC Schnitzer ACS5 5.0i is based on the G30 M550i xDrive and is blisteringly quick. Nothing with four doors, apart from the new M5 or an AMG E63S, is going to get anywhere near it.
The Schnitzer machine comfortably outguns BMW’s efforts throughout the rev range
Modifications
AC Schnitzer performance upgrade: £3,264.94 (540i) £7,209.29 (M550i)
AC Schnitzer engine optics: £456.19
AC Schnitzer front spoiler elements: £567.89 (Pu-rim) £1,537.83 (Carbon)
AC Schnitzer front splitter: £664.14
AC Schnitzer side skirts: £664.14
AC Schnitzer roof spoiler: £376.38
AC Schnitzer boot spoiler: £471.64
AC Schnitzer rear diffuser: £567.89
AC Schnitzer AC1 wheel and tyre set (20in): From £4,127.89
AC Schnitzer quad sports exhaust: £2,560.68 (540i)
AC Schnitzer spring kit: £463.59
AC Schnitzer pedal set: £161.00
AC Schnitzer iDrive cover: £143.42
All prices quoted are for parts including VAT, but excluding any painting/fitting costs.
| CAR | 540i G30 | M550i xDrive G30 |
| Engine: | B58 six-cylinder | N63 V8 |
| Capacity: | 2,998cc | 4,395cc |
| Max power: | 400hp @ 6,000rpm | 551hp @ 5,500rpm |
| Max torque: | 398lb ft @ 3,500rpm | 553lb ft @ 4,200rpm |
| 0-62mph: | 4.9 secs | 3.8 secs |
| Top Speed: | 155mph (limited) | 155mph (limited) |
| Economy: | 43.5mpg | 31.7mpg |
| Emissions: | 149g/km | 204g/km |
| Weight: | 1,670kg | 1,885kg |
