M5 vs 535i

M5 vs 535i DEFAULT

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Drives: BMW 535i

Join Date: Mar 2010

Location: New Jersey

BMW E39 M5 vs. BMW E60 535i w/ JB+

Here's a video that was shot recently of a race between a 535i and an E39 M5. I said the M5 has a catback but it's really just an exhaust cut out valve. The 535i has a JB+ running at the 60% setting.

As a reference for performance numbers. Here are some from the VBox:
40-100 Stock = 9.89 sec.
40-100 w/ JB+ @ 60% = 8.22 sec.

40-100 of the E39 M5 = 8.41 sec.


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Sours: https://f30.bimmerpost.com/forums/showthread.php?t=373634

BMW M5 vs BMW 5 Series [2017-2021]


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From the November 1989 issue of Car and Driver.

BMW has picked a great time to release its new 525i and 535i. The German maker once set the sports-sedan mark, but a few years ago it began to take hits from many new competitors. From Detroit to Hiroshima, upstart social climbers adopted BMW's training tips and fashion hints, forcing Munich's muscle meisters to try harder. Now, just as the others are really beginning to catch on, BMW has upped the ante.

For years, BMW's "aerodynamics" ran from frumpy to blocky, but in 1987 it finally began to swear off egg crates in favor of fresh eggs. First we saw today's 735i, sleek and burly. Then came the elongated 750iL, a magnificent, V-12-powered contender for the title of world's greatest sedan. The close-coupled 5-series reflects the smooth and graceful muscularity of the 7-series.

For 1989, the 528e gives way to the 525i. From the 2.5-liter inline-six that pumped new life into BMW's once-wimpy 3-series line, the high-revving i produces 168 horsepower—41 ponies more than the low-revving e engine. Unfortunately, BMW admits, the new model gained about 300 pounds.

The 535i porks up, too, weighing in at an unsylphlike 3623 pounds. The payoff: a much stiffer structure—a far better base—for improved ride, accurate handling, and reduced noise. Sound-level readings confirm that the 535i is one very quiet sedan.

Despite its weight, the hot 535i could fog up even the most serious pair of Coke-bottle peepers. Its 3.4-liter six-cylinder engine—introduced in the 1987 735i—produces 208 horses, versus 182 in earlier trim. The gain comes from a higher compression ratio, reworked combustion chambers, bigger intake valves, and a free-flow catalyst. This engine does flow free, from its gush of seamless power to the way it revs like a pinwheel in a hurricane.

The new 535i is faster than the old. It zips from zero to 60 mph in 7.0 seconds and trips the quarter-mile lights in 15.5 seconds at 91 mph. It tops out at 148 miles per hour—1 mph better than BMW's mighty M5, whose 256 horsepower outguns the 535i off the line but whose boxiness gets shot down by the wind. (The current M5 will remain on sale until the supply peters out; sources from within BMW whisper that a new U.S.-spec M5 with 310 horses is already being heat-tested in the California desert.) The beauty of the new 535i is that you get more civility with almost the same performance.

The 535i is muscle in metal, meat—scratch that, fillet—on wheels. Yet it steps out gracefully, like an Olympic sprinter. The Bimmer's body stretches with a champion runner's breathtaking vitality. Its stance, too, suggests both surpassing capability and immense confidence. The fenders blend into brief but effective body-color bumpers. The cabin hunkers like a snug, inverted fishbowl, pillars curving almost flush. The roofline flows into a high, swoopy trunkline that conceals a low lift-over height, a generous luggage compartment, a 21.1-gallon gas tank (up 4.5 gallons), and a full-size spare tire, all good for relaxed pilgrimages to distant locales.

The slimmer-tired 525i slices out a good drag coefficient of 0.31. The plump-tired 535i bulges its figure to 0.32. Overall, the aero improvements reduce drag as much as twenty percent and cut lift by half at the front and one-fifth at the rear. Too bad the 535i is still inclined to go schussing off on its own in stiff crosswinds.

The wheels are 7.0-by-15s, the tires 225/60VR-15s, leaving room in the bulging fenders for little but suspension movement. BMW is famous for providing large, absorbent amounts of suspension travel; the 535i offers more than eight inches in front and almost nine at the rear. A few critics hoot at BMW's strut-type front suspension and rear semi-trailing arms, but BMW keeps applying engineering tweaks for improved handling. The 535i's resulting springs, shocks, bushings, and front and rear anti­-roll bars deliver a blend of compliance and control that few cars can match. Under duress, the 535i sometimes feels a touch too soft or thwaps a bit too hard, but it typically traverses thick and thin without a flinch.

The 535i's weight lies within a whisker of an "ideal" 50/50 front-to-rear distribution. It also lies low in the car. BMW put the battery beneath the rear seat, lowered a few things, made the upper structure as light as feasible, added much of the additional weight down low, and claims to have lowered the center of gravity two inches. (A lower center of gravity reduces body motions for any given suspension calibration.) BMW then tuned the handling for stable understeer. The owner's manual specifies front/rear tire pressures of 29/35 psi, so the fronts typically slide first—though our 535i occasionally over­steered in skidpad testing. Its Pirelli P600Bs scoured around the pad at 0.80 g, a solid performance for a hefty sedan.

The four-wheel disc brakes and ABS circuitry, all improved, scrunched the 535i to a halt from 70 mph in only 179 feet. The brake feel is at its best when you need it most—a little spongy in lazy driving but improving distinctly as you drive harder.

Editor at large Pat Bedard opines that BMW's optional four-speed automatic, compared with the five-speed manual that transmits the 535i's verve directly, makes the four-door "drive like a car that looks like a BMW." He revels in the energizing, driver-direct link we felt through the pedals and the five-speed: "BMW is really in the BMW business. If you love BMWs, the five-speed is for you."

Quickly getting itchy at the 535i's North Carolina introduction, we who worship daily at the Church of Driving split early to go sallying up the Blue Ridge Parkway. We whisked over squinty two-lanes to Virginia, skulked the I-way to West Virginia, winged off through more funneling byways, and boogalooed through Ohio's rumpled backwoods toward Michigan.

Our impressions? The brakes are slightly too touchy for effortless heel­-and-toe action, but the pedal placement is ideal. The seating comfort and the driving position are vastly improved—no more push-pulling on a wheel sticking up at too flat an angle. Now you savor an easy reach to exceptionally refined controls. Except for the power-seat adjusters, which are hidden outboard on the thigh bolsters, the ergonomics are excellent.

Whenever a small behavioral skip mars the 535i's inspirational ability to perform to near perfection repeatedly, like a compact disc, we remember that this is not a race car but an exceptional luxury sedan. BMW blessed the new model with a wheelbase stretched nearly five inches but an overall length reduced almost as much, for a tidier but roomier package. The result provides more front-­seat travel, 1.6 inches more rear legroom, and 2 .6 inches of additional shoulder room.

The 535i's inner whispers are scarcely more than soft moans. The sounds allowed in are those of mesmerizing yet refreshing inspiration: the choirlike soaring of the engine note, the organlike plunging of road sound under braking, the hymnlike humming of long-distance running—all well muted but retained for quick reference.

The interior, clean-lined and sporting seats handsomely upholstered in leather, is thoroughly modern and full of up-to-­date amenities. Standard fitments include a full set of power assists; separate left and right temperature adjustments; wipers that vary stroke rate and blade pressure according to car speed (but are not very good at clearing the glass); and a security system that with one turn of the key locks the doors, closes the windows and the sunroof, and sets the alarm. The rear seat has three-point, center-anchored harnesses to help keep passengers from gonging each other during an accident.

BMW does well with its suspensions and engines, which are marvels of conventional development, but it continues to toy with variable-assist steering. After listening to drivers complain about 6- and 7-series steering, which varies assist according to road speed (and often unevenly), BMW has chosen to vary the 535i's assist based on engine speed, reducing assist as revs rise. This is a better solution, but the system—which feels fine at high speeds—is numbly damped at low speeds. It needs regular minding to track true—a problem not found with the nonvariable assists in M-series cars, which seem to know their way down every road.

Too much artificial assistance also plagues the AM/FM/CD/cassette system. Its bass response was of the bomp­bomp variety, and its treble pierced our ears without a needle. Most of the sonic virtues of the optional, trunk-mounted compact-disc changer disappeared into the overresponsiveness at each end of the sound spectrum.

Listen instead to the spirit singing within the 535i. It fairly yodels with superb thinking, solid execution, and divine drivability. After passing this $44,000 collection plate for the Church of Driving among ourselves, holding out for the next-generation M5 may be the only greater payoff.


The new BMW 535i has an incredibly lazy fuel gauge. After filling an empty tank, I had to drive more than 40 freeway miles before the needle swung over to the full mark. Oh—and the car's high-beam indicator is a little too bright. Everything else about the 535i is pretty terrific.

This mid-sized Bimmer does just about everything better than cheaper cars, and that's my idea of what a complete luxury car is all about. The 535i can outrun all but one four-door on the market. It accelerates quicker than anything but a really hot pocket rocket. It has a magnificent suspension that soaks up small bumps and cracks, keeps the body well controlled when you're hustling over serious pavement heaves, and sticks tenaciously to any corner you can find. And it's also a perfectly practical transportation device, compact on the outside, reasonably spacious inside, and supremely comfortable.

From its rock-solid structure to its delicately precise controls to its silky­ smooth engine, this BMW reeks of quality through and through. The 535i is expensive, but if you can afford it it's the kind of purchase you'll never regret. —Csaba Csere

The new 535i is a fine example of why BMW enjoys a reputation as a premier sports-sedan manufacturer. The 535i sprints off the line with a firm shove in the back and sticks to the road with determination. It handles responsively when pushed into corners and strides over road imperfections with ease. The engine is marvelously refined and flexible and seldom leaves you wanting for power. The pedals are perfectly placed for heel­-and-toeing, and the seats offer excellent support. Overall, the 535i is quick, refined, and thoroughly entertaining.

But it isn't perfect. The steering feels dead on center. The car wanders noticeably at highway speeds. Rear-seat room is limited for tall passengers. And the suspension is too soft for really fast running.

These criticisms may seem picky, but when you're spending more than $40,000 for one of Germany's premier sport sedans, you shouldn't have to make any compromises. —Nicholas Bissoon-Dath

I had the distinct pleasure of putting 500 miles on our 535i test car, so I feel reasonably confident when I say, "You aren't going to find a better all-­around sports/luxury sedan for less than $60,000 unless you convince some really rich guy who lives way out in the sticks and doesn't talk to people very much and doesn't read and doesn't know very much about cars that that great big 750iL he bought a while back on a lark is really a piece of Bavarian trash and everybody in the whole world knows it and is laughing at it and it's in all the papers and he would be a whole lot better off if you bought it from him for $15,000 so you can put it in the Museum of Automotive Atrocities and he can go and get a decent car before his investment goes completely down the drain and he doesn't even have enough left to buy himself a respectable second-hand Citroen 2CV without whitewall tires or a radio or floor mats, even." —Arthur St. Antoine



1990 BMW 535i

front-engine, rear-wheel-drive, 5-passenger, 4-door sedan

$45,885 (base price: $44,720)

SOHC 12-valve inline-6, iron block and aluminum head, port fuel injection
209 in3, 3430 cm3
208 hp @ 5700 rpm
225 lb-ft @ 4000 rpm

5-speed manual

Suspension (F/R): struts/semi-trailing arm
Brakes (F/R): 11.9-in vented disc/11.8-in disc
Tires: Pirelli P600B, 225/60VR-15

Wheelbase: 108.7 in
Length: 185.5 in
Width: 68.9 in
Height: 55.6 in
Passenger volume: 91 ft3
Trunk volume: 13 ft3
Curb weight: 3623 lb

30 mph: 2.4 sec
60 mph: 7.0 sec
100 mph: 19.3 sec
Top gear, 30–50 mph: 11.4 sec
Top gear, 50–70 mph: 11.6 sec
1/4 mile: 15.5 sec @ 91 mph
Top speed: 148 mph
Braking, 70–0 mph: 179 ft
Roadholding, 300-ft-dia skidpad: 0.80 g

Observed: 18 mpg

Combined/city/highway: 18/15/23 mpg

c/d testing explained


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Top Gear BMW 535d vs 535i 2
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  1. 03-26-2013, 12:06 PM#1
    Join Date
    May 2009
    My Cars
    08 535i 06 ZX10R URMOM

    E39 M5 vs 535i E60

    Last sat night went out for some friendly runs with some friends.

    Start off at 3 honks

    2nd gear 535i pulled a car, 3rd gear pulled half car, 4th gear another half car, then the M5 let off with 2 cars ahead for the 535i.
    Didnt think I would pull on an M5 at all.

    M5 stock
    535i JB4 G5 and DCI on Map5

  2. 03-26-2013, 06:14 PM#2
    Join Date
    Mar 2006
    My Cars

  3. 03-26-2013, 07:22 PM#3
    Join Date
    May 2009
    My Cars
    08 535i 06 ZX10R URMOM
    Quote Originally Posted by prashView Post

    Thanks man, I didnt think my car would pull an M5 but it suprised me, 3rd honk, second gear hit and my car just jumped hard with al the tq, was a nice crisp night too.

    The turbos just opened up at about 16lbs, compared to stock 8lbs.

    Up I have a 360whp GTO and 400awhp S4 that I will run with E85 added about 30%. Will video this one.

  4. 03-27-2013, 10:33 AM#4
    Join Date
    Aug 2009
    nassau ny
    My Cars
    M62 on steroids yeah!

  5. 03-27-2013, 11:06 AM#5
    Join Date
    Sep 2011
    My Cars
    F30 335i M,E36,A8 D2
    Quote Originally Posted by jbimflyerView Post
    Why didn't you think your FI e60 w/mods wouldn't pull on a stock NA "e39" m5.
    Because vtec.

  6. 03-27-2013, 12:19 PM#6
    Join Date
    Sep 2003
    My Cars
    E36 M3 stg2 S/C...& a MV

  7. 03-27-2013, 12:50 PM#7
    Join Date
    Oct 2008
    Media, Pennsylvania,
    My Cars
    1991 325i
    Quote Originally Posted by jbimflyerView Post
    Why didn't you think your FI e60 w/mods wouldn't pull on a stock NA "e39" m5.
    why is e39 in quotes?
    1991 BMW 325i(Current Daily) (S52)
    I have carburetors, and I'm not afraid to use them!
    There are always other fish (engines) in the sea (Craigslist)
    Life is about enjoying the engine you are sitting behind.

  8. 03-27-2013, 12:58 PM#8
    Join Date
    May 2009
    My Cars
    08 535i 06 ZX10R URMOM
    Quote Originally Posted by Rudolph320iView Post
    JB4 claim to add about 60hp or so and 80tq

    So 360 crank vs 400 crank

    I didnt think I would pull on him plain and simple.

  9. 03-27-2013, 03:48 PM#9
    Join Date
    Aug 2009
    nassau ny
    My Cars
    M62 on steroids yeah!

  10. 04-03-2013, 02:56 PM#10
    Join Date
    Apr 2013
    United States
    My Cars
    2001 M5/2001 Camaro
    My e39 M5 is bone stock and can put maybe 2 cars on a 535 after giving him the hit. So you should have easily beat him with that much more tq added.

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Vs 535i m5


Motor vehicle

The BMW M5 is a high performance variant of the BMW 5 Series marketed under the BMW M sub-brand. It is considered an iconic vehicle in the sports sedan category.[1][2] The majority of M5s have been produced in the sedan (saloon) body style, but in some countries the M5 was also available as a wagon (estate) from 1992 to 1995 and from 2006 to 2010.[3][4]

The first M5 model was hand-built in 1985 on the E28 535i chassis with a modified engine from the M1 that made it the fastest production sedan at the time.[5] M5 models have been produced for every generation of the 5 Series since 1985.

E28 M5 (1984–1988) [edit]

Motor vehicle

The first BMW M5, based on the E28 5 Series, was manufactured from October 1984 to June 1988.[7] It made its debut at the Amsterdam Motor Show in February 1985.[8] It was based on the 535i chassis with various mechanical changes, most notably the M88/3 engine (shared with the E24 M635CSi grand tourer coupé) which was an updated version of the engine used in the M1 sports car.[7] At its launch, the E28 M5 was the fastest production sedan in the world.[5]

Rear 3/4 view (US-spec bumpers)

The official markets for the E28 M5 were Europe, Great Britain, the United States, Canada, and South Africa. The European and South African cars used the M88/3 engine which has a power output of 210 kW (286 PS; 282 hp).[9]

Cars sold in the United States and Canada used a detuned version of the M88/3 called the S38B35, which was equipped with a catalytic converter and has a power output of 191 kW (256 hp).[10] Due to an extended production run that exceeded BMW's original forecast of production volumes, a class action lawsuit was launched by owners in the United States. The results of this class action was that owners were given a voucher for US$4,000 in 1993.[11] Production of North American specification M5 commenced in November 1986 and ended in November 1987.[12]

Aside from 96 cars which were assembled in kit form at BMW's Plant in Rosslyn, South Africa, all cars were assembled by hand in Germany.[13] Assembly took place at BMW Motorsport's plant in Preussenstrasse in Munich prior to the 1986 factory summer vacation. Thereafter, the M5 production was moved to Daimlerstrasse in Garching where the remainder were built.[12] Production of the M5 continued until November 1988, almost a year after BMW had ceased production of regular E28 models.[14] With a total production of 2,241 units,[7][12] the E28 M5 remains among the rarest regular production BMW Motorsport cars – after the M1 (456 units), M5 (E34) Touring (891 units)[15] and the 850CSi (1,510 units).[16]

E34 M5 (1988–1995) [edit]

Motor vehicle

The E34 generation of the M5 was produced from September 1988 to August 1995. Powered by the S38 straight-6 engine, an evolution of the previous generation's straight-6, it was initially produced in a sedan body style, with a LHD Touring (wagon/estate) version following in 1992.[18]

Sedan- rear 3/4 view

Wagon- rear 3/4 view

Production of M5 models began with the painted bodyshell of an E34 5 Series at the BMW Dingolfing plant.[19] The shells were then transported to BMW M GmbH in Garching, where the car was assembled by hand over a period of two weeks.[20][21] Only the South African M5 was entirely assembled at the Rosslyn, South Africa assembly plant from complete knock-down kits supplied from Garching, Germany. The M5 Touring, which was BMW M Division's first wagon as well as the last hand-built M car, saw 891 units produced. Total production of the E34 M5 was 12,254 units.[19]

Cosmetic changes to the exterior from the standard E34 included unique front and rear bumpers and side rocker panels, contributing to a drag coefficient of 0.32 (from 0.30),[22] and interior updates included a unique gearshift surround and rear headrests.

The second-generation M5 was introduced with the S38B36 engine, which generated 232 kW (315 PS; 311 hp) at 6,900 rpm and 360 N⋅m (266 lb⋅ft) of torque at 4,750 rpm,[22] touting a factory 0-97 km/h (60 mph) acceleration figure of 6.3 seconds.[22] Top speed was electronically limited to 250 km/h (160 mph).[23]


BMW S38straight-six engine (3.8 L version)

In late 1991 (1992 model year), the engine was upgraded to the 3.8-litre S38B38,[24] with exception to North America and South Africa, which continued with the 3.6-litre engine due to emission laws. Power increased to 250 kW (340 PS; 335 hp),[25] leading to a factory 0-97 km/h (60 mph) acceleration time of 5.9 seconds, and the ignition changed to a distributor-less system with each cylinder having an individual coil. BMW also used a dual-mass flywheel in place of the single in the 3.6-litre version for a smoother idle and throttle input at the expense of response. The standard self-leveling suspension (SLS) system, which maintained a constant ride height in the rear, was replaced with Electronic Damper Control (EDCIII+), an electronically controlled and hydraulically regulated system that can switch between comfort "P" setting and a more track-oriented "S" setting.

A 6-speed Getrag 420G manual transmission was introduced in 1994, which added an overdriven top gear.[26]

M-System wheels[edit]

The M5 came with an unusual wheel design. From 1988 to 1992 the M5 featured the three-piece Style 20 "M-System" wheels, which consisted of directional bolted-on wheel covers and a fin assembly in front of the black, 5-spoke forged aluminum wheel. The purpose of the M-System cover was to divert heat from the brake assembly to increase cooling.

In 1992 BMW changed the design to the "M-System II" (nicknamed "throwing stars") which improved brake cooling from the combination of the larger openings and fins placed in the driving direction.[27]

In May 1994, the M5 switched to 18-inch Style 37 "M Parallel" wheels that did away with the finned cover entirely.[19]

Special editions[edit]

There were four special editions of the E34 M5. The Cecotto, Winkelhock and 20 Jahre editions which were offered as LHD Euro specification models while the RHD UK Limited edition was only sold in the United Kingdom.[19]

In 1991, BMW asked two race drivers to design their "ideal" version of the E34 M5. The Cecotto Edition M5, named after Johnny Cecotto, featured severy luxury items fitted, including Nappa leather for the steering wheel and heated seats. A total of 22 Cecotto E34 M5s were produced with options of having either Lagoon Green metallic (code number 266) and Mauritius Blue metallic paint (code number 287) and Light Parchment or Light Silvergrey upholstery for the interior.[19]

The other M5 special edition dedicated to a race driver was the Winkelhock Edition, named after touring car driver Joachim Winkelhock. The resulting car was a lightweight M5 stripped of some amenities. The Winkelhock Edition features a smaller battery, the reduced US-spec 81-litre fuel tank, reduced sound deadening, and deletion of non-essential items such as rear headrests, vanity mirrors, rear window switches and foglights. The Recaro front seat design, suede-covered 385mm M-Technic II steering wheel, shift knob and parking brake handle, and red seatbelts were similar to those on the BMW E30 M3 Sport Evolution. A total of 51 Winkelhock E34 M5s were produced with the options of having Jet Black (code number 668) with contrasting lower body panels in Sterling Silver metallic paint (code number 244).[19]

The 20 Jahre Motorsport Edition was built to celebrate BMW Motorsport's 20th anniversary in 1992. Twenty cars were produced, all Euro-spec 3.8-litre models. Offered only in Mugello Red (code number 274), the anniversary edition had a number of aesthetic trim upgrades such as carbon fiber dash panels, red seat belts embroidered with "BMW Motorsport," and M-Technic rear-view mirrors. Unique seat center & door trim fabric were matched with Alcantara, which was also used on the steering wheel, shift lever & parking brake lever.[28]

The UK Limited Edition was produced from March to June 1995, to commemorate the end of right-hand drive E34 M5 production. Fifty cars were produced, in one of two color and trim combinations: Rosso Red metallic (code number 369) with a Champagne extended leather interior and natural poplar wood trim (15 built) or Orinoco metallic (code number 406) with a Bicolour Petrol and Mint extended leather interior and graphite bird's-eye maple wood trim (35 built). Each E34 M5 Limited Edition is equipped with the three-spoke sport steering wheel, Shadowline trim, power sunroof, power front seats, headlight washers and manual air conditioning. A numbered plaque appears on the center console.[19][29]

Additionally, 20 M5 Touring Elekta models were assembled for distribution in Italy in 1995. These were finished in either Sterling Silver over Marine Blue leather, or British Racing Green over Tobacco leather and featured extended leather interior as well as unique, numbered shift knobs. It is debated as to whether or not these cars constitute a true special edition as they were ordered directly by a group of Italian BMW dealers.[19]

BMW developed a prototype convertible model, which featured an electric folding cloth roof and a steeper raked windshield than a standard M5.[30] Steel reinforcements were added under both side valance panels to reduce body flex, and curb weight was approximately 100 kg (220 lb) more than the sedan model. The prototype was never given the green light for production due to financial considerations.[19]


BMW Australia entered an E34 M5 in the Australian 1992 Bathurst 12 Hour Production Car endurance race, placing 2nd overall, and 1st in its class.[31][32] It was driven by former F1 champion Alan Jones, Neville Crichton, and BMW Touring car driver Tony Longhurst.[33][34]

E39 M5 (1998–2003)[edit]

Motor vehicle

Introduced in 1998 at the Geneva Motor Show, the E39 generation of the M5 was the first M5 to use a V8 engine, resulting in an increase in power output to 294 kW (400 PS).[36] It is also the first M5 to use aluminium front suspension components and a multi-link rear suspension. Production began in October 1998.

Rear 3/4 view

BMW M5 E39 Interior

Production totalled to 20,482 cars from 1999 to 2003. Unlike its predecessors, the M5 was produced on the same assembly line as the regular 5 Series models at the Dingolfing factory in Germany.

The official performance figures are 0–97 km/h (60 mph) acceleration time of 4.8 seconds and an electronically limited top speed of 250 km/h (155 mph).[37][38] In testing, an unrestricted M5 reached a top speed in excess of 300 km/h (186 mph).[39] The E39 M5 recorded a Nurburgring lap time of 8:20[37]

The M5 received the September 2000 facelift (for the 2001 model year) at the same time as the standard E39 models.[40] Changes included halogen "corona rings" in headlights (often called "Angel Eyes"), LED tail-lights and various interior upgrades. The mechanical specification was unchanged. For the subsequent two model years, changes were limited to the addition of new exterior colours (from September 2001) and the upgrade to a DVD-based navigation system (from September 2002).[40]

Production of a "Touring" (wagon/estate) E39 M5 model was evaluated by BMW, and at least one prototype was developed (in Titanium Silver with a Black Exclusive leather interior). However the Touring did not reach production, due to financial considerations.[41]


The E39 M5 is powered by the BMW S62 V8 engine, which generates a power output of 294 kW (400 PS; 394 hp) at 6,600 rpm and 500 N⋅m (369 lb⋅ft) of torque at 3,800 rpm.[35][42] The S62 engine has electronically actuated individual throttle bodies, an aluminium block and heads, variable valve timing (double-VANOS), and a semi-dry sump oil system.


The transmission is the Getrag 420G six-speed manual, as used in the E39 540i but with an upgraded clutch due to the increased torque. The differential uses a shorter 3.15:1 ratio, and is a limited slip differential with 25% maximum locking.


The E39 M5 uses aluminium-intensive MacPherson strut front suspension and multi-link rear suspension, as per the other V8 models of the E39 5 Series range. However, several changes were made by BMW M. Reduced spring height, 23 mm (0.9 in) lower. A specific shock valving, thicker front and rear anti-roll bars, polyurethane auxiliary springs, and steel balljoints.

Although the six-cylinder E39 models use rack-and-pinion steering, the M5 (and other V8 models) retains the recirculating ball steering system, as used by previous generations of the M5. A quicker steering ratio of 14.7 was used, compared with 17.9 for other V8 models.[40] It featured a Servotronic vehicle-speed-sensitive power assist which provides two levels of resistance controlled via console mounted Sport button. The Sport button also adjusted the electronic throttle butterflies for more sensitive response.[43]

Brake discs (rotors) are a "floating" two-piece design (except for U.S and Canada models), for reduced risk of cone distortion. Their lower unsprung weight improves ride quality and traction on bumpy surfaces as well. The front discs are 345 mm (13.58 in) in diameter and the rear discs are 328 mm (12.91 in) in diameter.[35]

E60/E61 M5 (2004–2010) [edit]

Motor vehicle

BMW M5 (E60/E61)
BMW M5 -- 12-14-2011.jpg
Body style4-door sedan
5-door wagon
Engine5.0 L S85 Uneven firing 90 degrees V10
Wheelbase2,890 mm (113.8 in)
Length4,855–4,864 mm (191.1–191.5 in)
Width1,846 mm (72.7 in)
  • Sedan: 1,469 mm (57.8 in)
  • Wagon: 1,512 mm (59.5 in)
Curb weight1,855–1,955 kg (4,090–4,310 lb)[44]

The E60 M5 was introduced in 2004, with a V10 engine and 7-speed paddle-shift transmission linking the car with the BMW Sauber Formula One program.[45][46] The E60 M5 was the world's first production sedan to use a V10 gasoline engine. This generation of the M5 was also built in the E61 Touring (wagon) body style, which was only sold in Europe. The E63/E64 M6 coupé and convertible are based on a shortened version of the M5 chassis and largely use the same mechanical components.

Sedan- rear 3/4 view

Wagon- front 1/4 view

The official 0 to 100 km/h (62 mph) acceleration figure is 4.7 seconds for the sedan,[47] however magazine tests have recorded figures down to 4.1 seconds.[48] The E60 M5 was the fastest 4-door sedan available at the time of its introduction.[49] Top speed is electronically restricted to 250 km/h (155 mph)[47] but could be raised to 305 km/h (190 mph) with the optional M-driver's package.[50] The M5 has recorded a Nürburgring lap time of 8:13.[51][52]

Upgrades over regular 5 Series models include a wider track, unique body panels, a colourful heads up display featuring navigation, control messages, speed, rpm and gear selection information, automated seat side bolsters, heated/ventilated seats and power rear curtain. The larger, flared front guards on either side also featured cooling vents, reminiscent of the 1970s BMW CSL. The wheels were of 19-inch diameter and the car has quad exhaust pipes at the rear.

During its five-year production run, 20,589 units were built composing of 19,564 sedans and 1,025 Touring. The biggest market was the United States with 8,800 cars (sedans only), followed by Great Britain and Ireland with 1,776 cars and Germany with 1,647 cars.[53]

The M5 model was designed by Karl John Elmitt[54] and produced at the BMW Plant Dingolfing in Germany. the E60 M5 did not offer safety features such as automatic radar braking or lane departure warning, which was offered on the E60 5 Series that were not the M5.


The BMW S85 is a 5.0 L (305 cu in) V10 engine which generates a power output of 373 kW (507 PS; 500 hp) at 7,750 rpm and 520 N⋅m (384 lb⋅ft) of torque at 6,100 rpm.[47][55] The S85 was exclusively used in the E60 M5 (and related E63/E64 M6) and is not based on any other engine.

There are three driver-selectable engine modes: P400, P500 and P500 S. P400, the default start-up mode, limits the engine to 294 kW (400 PS; 394 hp). P500 increases power to the full 373 kW (507 PS; 500 hp). The P500 S mode keeps the engine at the same power output as the P500 mode but adds a more sensitive throttle response.[56]

This engine is well known for its rod bearing failures. The S85 and S65 from the E9X series M3 share this rod bearing issue, and can lead to catastrophic engine failure if it is not addressed. Another major issue with this engine is the throttle actuators, which is usually attributed to the gears located inside the actuators, however, electronic failure of the actuators themselves is not uncommon.[57]


The M5 uses the SMG-III 7-speed single-clutch automated manual transmission, that performs gear shifts in 65–250 milliseconds, depending on the gear shifting mode.[58]

In North America, a conventional six-speed manual transmission was announced in October 2006.[66] The SMG-III remained the default transmission in North America, while the manual was available as a no cost option.[67][68] The six-speed manual M5 was marginally slower in certain tests, as the dynamic stability control could not be disengaged unlike the SMG version[69][70] (however this was later made possible and a retrofit was released for earlier cars).[71] In North America, the launch control for SMG transmissions is set at 1,500 rpm, instead of the 4,000 rpm used in other regions.

F10 M5 (2011–2016) [edit]

Motor vehicle

The F10 M5 was unveiled at the 2011 Frankfurt Motor Show and sales began in November 2011.[73] It is powered by a twin-turbocharged V8 engine, making it the first turbocharged M5 model. The gearbox in most markets is a 7-speed Getrag (now Magna) 7DCI600 dual-clutch transmission marking the first time an M5 has used a dual-clutch automatic transmission. A traditional 6-speed manual transmission was also available in the United States.[74]

Rear 3/4 view


The BMW S63B44TÜ engine is an upgraded version of the 4.4 L (269 cu in) twin-turbocharged V8 first introduced in the 2010 E70 X5 M, generating a maximum power output of 412 kW (560 PS; 553 hp) at 6,000–7,000 rpm and 680 N⋅m (502 lb⋅ft) at 1,500–5,750 rpm.[75] This results in an official 0 to 100 km/h (62 mph) acceleration time of 4.4 seconds and top speed (with the optional M Driver's Package fitted) of 305 km/h (190 mph).[76] The F10 M5 has a reported Nürburgring lap time of 7:55.[77]

An Active M-Differential provides torque vectoring between the rear wheels, which are 19-inches in standard trim. Optional 20-inch wheels are fitted with 265/35/20 front and 295/30/20 rear Michelin Pilot Super Sport tyres. Standard brakes are 6-piston front calipers[78] with carbon ceramic brakes optional. The F10 M5 weighs 1,945 kg (4,288 lb), which is 90 kg (198 lb) more than its predecessor.[citation needed] The F10 M5 was praised for its improved gearbox and fuel economy; however, the engine sound, steering feel and increased weight were criticised.[79][80]

The M5 was produced alongside regular 5 Series models at the BMW Dingolfing Plant in Germany. Production ended in October 2016.[81]

From 2014, the BMW M5 Competition Package was introduced. The Competition Package increases peak engine power to 423 kW (575 PS; 567 hp) and has a revised suspension setup (bushings, springs, dampers, anti-roll bars) which lowers the car 10 mm (0.4 in).[82] In 2015, the power output of the M5's Competition Package was raised to 441 kW (600 PS; 591 hp) and 700 N⋅m (516 lb⋅ft)[83]

Special editions[edit]

To celebrate BMW M5 30th anniversary in 2015, BMW had built 300 special edition models, named "30 Jahre BMW M5".[84] All 300 cars came in BMW special edition paint in the Individual colour shade called the Frozen Dark Silver metallic. On the interior, "30 Jahre M5" is embroidered on the front door sill finishers and the seat backrests, and plaque bearing "30 Jahre M5" and "1/300" inscriptions is placed on the dashboard.

F90 M5 (2017–present) [edit]

Motor vehicle

The F90 M5 is based on the G30 5 Series and uses an all-wheel drive ("xDrive") powertrain, being the first time that an M5 has not been rear-wheel drive.[89][90] However the all-wheel drive system is biased towards the rear wheels. It can also be configured to send power to the rear wheels only, if the electronic stability control (ESC) is disabled.[91] The transmission is an 8-speed ZF GA8HP75Z automatic.

The exterior of the M5 was designed by Seungmo Lim.[92][93] The car was unveiled at the Gamescom in August 2017, to promote the launch of Need for Speed Payback.[94][95] The M5 was also shown at the Frankfurt Motor Show (IAA) in September 2017. The M5 is produced alongside regular 5 Series models at the BMW Dingolfing Plant in Germany.

The F90 M5 accelerates from a standstill to 100 km/h (62 mph) in 3.4 seconds,[96] and to 200 km/h (124 mph) in 11.1 seconds.[91] In imperial measurements 60 mph (97 km/h) is reached in 2.8 seconds and 100 mph (161 km/h) in 6.6 seconds The standing quarter mile is achieved in 10.9 seconds, making this iteration of the M5 a 10 second car.[97] The top speed is limited to 250 km/h (155 mph), and the delimited top speed is 305 km/h (190 mph) with the optional M Driver's Package.[91] Despite the added weight of the all-wheel drive components, the weight of the F90 M5 is approximately 40 kg (88 lb) lower than the previous generation M5.[98]

In December 2017, the F90 M5 set the Guinness World Records for "Longest continuous vehicle drift" and "Longest twin vehicle drift (water assisted)" on a wet skidpad, with distances of 374 km (232 mi) and 144 km (89 mi) respectively.[99] The F90 M5 recorded a Nürburgring lap time of 7:38.92 in a test by Sport auto.[100]

  • BMW S63 twin-turbocharged V8 engine

M5 Competition[edit]

The BMW M5 Competition model was introduced in August 2018, with power increased to 460 kW (617 hp) at 6,000 rpm and torque remaining unchanged at 750 N⋅m (553 lb⋅ft) between 1,800 and 5,800 rpm.[101] The official zero to 100 km/h (62 mph) acceleration time was reduced by 0.1 seconds compared with the regular M5 meaning zero to 100 km/h (62 mph) takes 3.1 seconds in accordance with BMW. Other changes include stiffer springs, increased front camber, a 7 mm (0.3 in) lower ride height, revised wheels and a redesigned exhaust system with a particulate filter added.[102] In a test by sport auto the M5 Competition lapped the Nürburgring in 7:35.90.[103] Although advertised at 460 kW (617 hp) (measured at the crank) the M5 Competition in Car and Driver's dyno test showed 460 kW (617 hp) at the wheels, suggesting a higher output than advertised.[104]

Engine and transmission[edit]

The engine is an evolution of the S63 from the previous generation.[105] With a power output of 441 kW (600 PS; 591 hp) the new M5 has the same power as the limited edition "Competition Package" and "30 Jahre M5" models of the previous generation, while the torque has been raised to 750 N⋅m (553 lb⋅ft), 70 N⋅m (52 lb⋅ft) more than in the previous M5.

The transmission is the eight-speed ZF 8HP automatic transmission.[106] The F90 is the first M5 to use a torque converter automatic transmission (compared with the previous generation's dual-clutch transmission), which BMW states was chosen for its durability and because shift times are not significantly slower than a dual-clutch transmission.[107]

Special editions[edit]

BMW made a 400 units special edition for its debut of the F90 M5 with an individual Frozen Dark Red Metallic color with an individual smoke white interior and an individual Piano Black wood trim with a "1/400" inscription right below the iDrive control knob. BMW called it the First Edition M5 and oddly enough they were produced Mid-2018.[108]

To celebrate the 35th anniversary of the M5 in 2019, BMW had built 350 units of the "35 Jahre M5".[109] All 350 cars came in BMW special edition paint in the Individual colour shade called the BMW Individual Frozen Dark Grey II. On the interior, "35 Jahre M5" is embroidered on the front door sill finishers and the seat backrests, and plaque bearing "35 Jahre M5" and "1/350" inscriptions is placed on the dashboard.

M5 CS[edit]

The M5 CS is the first CS version of the M5, it normally is a version of the M3, M4 and M2. It weighs 1,866 kg (4,114 lb) which means it is 116 kg (256 lb) lighter than the regular M5. This is because of more use of carbon fibre and other lightweight parts. It only comes in two BMW individual colors which are Frozen Brands Hatch Grey Metallic, and Frozen Deep Green Metallic. It has a special trim called Gold Bronze. The engine power has been increased to 467 kW (626 hp)[110] but the top speed remains at 305 km/h (190 mph). The car will enter production in March 2021.


The F90 M5 facelift was unveiled in June 2020 for the 2021 model year. Major highlights of the facelift included revised headlamps and taillamps with the headlamps featuring a minimalist L shaped design for the daytime running lights. The front bumper and rear bumpers were also redesigned, now featuring an overall sharp design. The base model didn't receive any mechanical changes while the M5 Competition now has revised shock absorbers and tuning for the adjustable suspension system. The variant also gets a new "Track" mode which when enabled shuts off all driver aids and the infotainment system for a more focused driving experience. Five new exterior colours were added to the colour options which include Motegi Red, Brands Hatch Grey, Tanzanite Blue II, Individual Aventurine Red and Frozen Bluestone.

On the interior, the M5 now has a 12.3-inch infotainment display replacing the previous 10.25-inch unit. The system was also upgraded to iDrive 7.0 from the previous NBT EVO ID6. New features for the infotainment system include wireless Android Auto functionality, natural speech recognition, and BMW's cloud-based navigation that provides faster route calculations and more up-to-date traffic information. Two new upholstery options were added to the interior those being black leather and beige Alcantara upholstery. The facelift M5 was made available for sale in August 2020.[111][112]

M Performance Parts[edit]

The M5 can be fitted with M Performance Parts which are the ones used in the CS. These include a splitter, side skirts, spoiler, diffuser and carbon fibre parts.

See also[edit]

Wikimedia Commons has media related to BMW M5.


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Sours: https://en.wikipedia.org/wiki/BMW_M5
Getaway in Brazil v1.0 - BMW M5, PORSCHER's, FERRARI's, MINI COOPERS +++
Lieutenant Colonel
Damage Inc's Avatar

Drives: 2017 M2

Join Date: Apr 2005

Location: Nashville

13 M5 vs. 535i for DD?

Not many folks cross shop these 2 cars.

My budget is up to $30k for a DD in Michigan. R8 in the garage for the fun/weekend car. I do lots of highway driving for work, and driving around the burb's. The car will not be garaged stored, driven in the snow, and gulp, run through a car wash (I only hand wash the R8).

I figure a 535i M Sport is a great option. About to pull the trigger on a 16 535i CPO for $29k black/black loaded up. 2 years warranty left. Brand new balanced tires. 32k miles on the clock exc condition.

Basically I drive the 535i for 2 years and all I pay is for an annual oil change and gas (in addition to depreciation of course). Solid german luxury sedan with low costs.

Then browsing around, I see 13 M5's w 60k miles in the low $30k range.

Dang, its very tempting.

I chose to pass on a 550i as the V8 has documented issues, and the MPG is much better in the 535i. And I actually prefer the BMW 6 over the 8 in a daily sedan (I'm a bmw purist I guess).

But an M5 is a different beast. But then I start thinking about the running costs on a 60k mileage 5 series let alone M car... and my goal is to spend $0 on repairs and running costs other than oil change/brake flush. But I'm willing to give a little extra for an M5. Looks like a Route66 is $3k for 5 years or up to 100k miles.

Does anybody have experience with comparing a 535i vs. M5 for daily driving?
Running costs annual?

I've owned many M cars over the years (see my sig). But I havent done much or any research on the F10 M5 since it wasnt on my radar.

My heart says M5 my brain says 535i.


G20 330i (DD) / Audi Q8 (Family) / R8 RWS (Thrill Ride)

Past Performance Cars: 01 M3, 05 M3, 06 M5, 08 M6, 08 M3, 11 M3, 15 M3, 911 C4S, 911 GTS, 17 M2, 14 R8 V8

Last edited by Damage Inc; 02-24-2019 at 08:48 AM.. Reason: sp

Sours: https://f10.m5post.com/forums/showthread.php?t=1586839

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  • N54: E60 M5 vs E60 535i
  • Click here to enlargeOriginally Posted by Jalopnik

    10 Reasons the E60 535 is Better Than an E60 M5

    In recent years BMW has somewhat muddied the water with respect to M cars. First they started making their standard cars available with option packages that made them appear nearly identical to their M equivalent. Then they started releasing M cars that bear the M badge but aren't M cars like the M235 but by and large the true M version of any car has always represented a marked improvement in performance over even the best standard version of the same car. The E60 M5 is no exception. So then my suggestion that the 535 is a better all around car might seem like sacrilege but indeed for most people a tuned (and that part is key) 535 is the better car for a myriad of reasons.

    Before we get into the hows and whys let me first put out some of the fire raging in the bellies of M5 owners the world over: your car is absolutely awesome and I say this as a previous owner of a 2006. The S85 V10 M5 was probably the last true 4 door supercar made. Nobody has a bigger appreciation for the sound of the wailing V10 or the instantaneous engagement of the next cog from the often criticized SMG transmission. Then there's the sheer madness of pressing the M button while accelerating just to feel the difference between 400hp and 507. Yes, the V10 M5 is a monster and given BMW's recent direction I think it's safe to say it will go down as the best M5 in history but unless you're road racing on the weekends and driving home from the track there's a better car out there. As a previous owner of an M5 I approach this as someone that's had both cars and has an appreciation for both, not as someone trying to justify their choice of the "inferior" car. So then why is the 535 better?

    1. It is insanely, stupidly powerful - In stock trim the 535 is a pretty fun car. It's twin turbo 3 liter inline 6 puts out 300 horsepower at the crank or so BMW says. Much like all BMW turbo mills the 535 tends to be under-rated from the factory and generally puts down nearly it's crank rated horsepower number to the wheels. That was fast enough to make the 550i virtually obsolete. In fact, the 550i was 200lbs heavier up front which made it noticeably nose-heavy, got worse gas mileage and came in at a $10,000 premium over an equally equipped 535, all that for a car that was marginally faster. So the 535 right out of the wrapper is a pretty stout car. Now let's add onto that a tune to get the boost up. Suddenly you find yourself with a 400hp car. Hey that's fast! Yes, yes it is.

    It gets better. Let's add an intake to that and a few gallons of e85. Now you find yourself with a car that has a hair over 400 horsepower at the wheels or about 450 - 470hp at the crank and similar amounts of torque. This kind of power is obnoxious and it's in a car that doesn't suffer from the bloat of newer BMWs. In fact the 535 weighs around 3700lbs depending on how you option it. To put that in perspective, it's only about 100 lbs heavier than the equivalent 335. For some more perspective consider that at this point you're working with about 30 less wheel horsepower than an M5 in P500 mode (507hp) and over 100 more ft/lbs of torque.

    2. It's a faster street car - Torque is what moves cars. Torque is the reason Audi's new 4.0T A8 picked up a mere 50hp over it's predecessor yet chopped a full 1.5 seconds off it's quarter mile time. Turbo cars have a lot of torque and they generally have it over a much broader portion of their powerband. Now to be fair, the M5 has an amazingly flat torque curve for a naturally aspirated engine but at 380 ft/lbs of torque it comes up about 120 ft/lbs shy of a tuned 535 with an E85 mix which is sitting just a tick over 500. That is a butt load of torque available almost instantaneously in a car that's nearly 300lbs lighter due to it's lighter drivetrain. What this translates to in real life is a car that's faster than the M5 in just about any stoplight to stoplight encounter and pretty much any matchup other than a high speed roll race and even then, you need to be going really fast to see the M5's diminished straight line advantage over the forcefed 535.

    3. It's one of the best handling sedans ever made - This one probably requires the least selling. The E60 5 series has long been heralded as one of the best handling sedans ever, regardless of trim. The M5 takes things to a level of insanity that's best exploited on the track but a sport package 535 is no slouch. Take for instance the active suspension which gives you all the benefits of thick sway bars without any of the downsides. It accomplishes this by putting a hydraulic coupling in the middle of each sway bar. During normal driving the sway bars are effectively de-coupled and as a result you don't get the hopping over bumps or the rough ride generally associated with large bars but the moment you start slinging it through the turns the hydraulic coupler pre-loads the sway bar, effectively pushing against the forces acting on the outer side of the car. This results in a car that has almost no discernible body roll in a turn.

    In addition to that the sport suspension gets you a stiffer, lower suspension and wider tires as well as seats with side bolstering aggressive enough to keep you in check but kind enough to retract when the door is open for easy entry/ exit. Stick some good rubber on there and you have a street car that far matches or exceeds the abilities of just about any other modern performance sedan. I can't think of a car I've driven that is easier to drive or more predictable than the E60 5 series. There are cars that make great drivers look just ok and cars that make ok drivers look great. The E60 is the latter and you won't care because you'll be having too much fun. The fact that this is a 4 door sedan is really irrelevant. The E60 isn't only an amazing handling sedan; it's an amazing handling car. The M5 takes those abilities to a level of insanity best exploited at the track and indeed if your plan is to regularly subject your car to sustained road racing the M5 is by far the better car.

    4. It gets better gas mileage - In P400 mode (400hp) the M5 will net you about 12 miles per gallon in the city and 18 on the highway, assuming reasonable driving of course. The 535 in it's 400hp tune will result in 18 mpg in the city and 28 on the highway, again assuming reasonable driving. This is especially important when you consider the E60's painfully small gas tank. You're lucky to get 200 miles out of a tank of gas with the M5.

    5. It runs on corn - Let's say you happen to be close to a gas station that serves up E85 on it's menu and let's also say that you're the type of person that's looking for an additional 40 - 60hp. Toss in a few gallons of E85, set the tuner to auto-tune and there you have it. This takes you from the standard 400hp tune to roughly 450hp (depending on how much drivetrain loss you think there is). Here's a 535 putting down over 400 horsepower and nearly 430 ft/lbs of torque to the wheels on an intake, a tune and E85. All told, that's an investment of $600 above and beyond your purchase price of the car.

    6. It's more reliable - There's a few terms you learn when owning an M5: SMG and VANOS. You learn these terms because these items will fail or experience some kind of issue. It's not an if kind of thing, rather a when (at least in the case of SMG). And when they do fail your wallet will be thousands of dollars lighter. See, the M5 uses a rather unique transmission setup in that it's a full manual transmission with a traditional clutch only without a clutch pedal because you're slow and you're going to ruin the experience with your slow shifts and BMW doesn't want you ruining the experience. So every time you tell the car to go up or down a cog the computer tells a complicated hydraulic system to release the clutch, switch the gear and then re-engage the clutch and it does this in 60 milliseconds. To put that in perspective, semi-auto Ferrari boxes of the same vintage did it in 100ms.

    At the heart of this system is a pump that maintains hydraulic pressure. This pump fails and when it fails you lose the ability to shift gears. Your car will inform you that you're about to be $4000 poorer by displaying a red gear cog on the driver information display, affectionately referred to as the Red Cog of Death. Then there's the clutch which costs $4000 - $5000 when replacement is required and though it can last upwards of 100,000 miles, many fail well before that, especially when driven in congested areas where the SMG system tends to ride the clutch. All of the sudden you're wishing you had that clutch pedal.

    So then what about the 535? On stock turbos it's pretty much bullet proof. The most popular tuner (Burger Tuning's JB4) will default to stock boost levels if it experiences an over-boost situation and in my years of lurking on the forums I've yet to see mention of someone blowing their engine. The car isn't without it's problems though. Fuel injectors are a common failure point though not hard to replace. Carbon buildup is another easily remedied problem inherent to direct injection engines and the N54 is no exception here. Others might tell you the turbo 6 engines are notorious for failures of the high pressure fuel pump and the turbos. While it's true that early versions of the high pressure fuel pump were prone to failure, BMW has since released a revised pump with much improved reliability and they increased the warranty on the stock pump to 125,000 miles, regardless of your current warranty status. Turbos generally don't fail but the waste gates do rattle. BMW has also addressed this and again extended the warranty to cover existing cars. 83,000 miles of coverage there.

    Other than that, the only consistently failing component is going to be rear tires.

    7. It's cheaper to maintain - If you're daily driving your super-sedan and you're in a congested area like me (Los Angeles) you're going to eat through clutches more often on the M5 and when you do they're going to cost you about $4,000 to replace. Your rotors are going to cost you $400… each. These are the major differences but the small stuff adds up too. Differential fluid changes, spark plugs (10 of them), SMG service, the premium you pay to have someone that actually knows enough about the car to service it and basically everything that comes with owning an exotic 10 cylinder car. A lot of M5 owners get tricked by the low cost of entry (low $20,000's for a 2006 w/ higher miles) and then quickly discover that the car might cost them more to own than it did to buy.

    The 535 is going to require semi-frequent carbon removal from the intake as well as spark plugs. If you get the manual transmission you'll be dealing with clutch replacement costs as well but this really isn't a car that you want to get a manual in. The Sport Automatic Transmission is amazing and you won't be bleeding off boost between shifts.

    8. It's cheap to buy - Take for instance this 2008 for $16,500 or this other 2008 for $17,000, both with the necessary sport package and both with reasonable miles. If you want to get into a 2008 M5 you're looking at a premium of about $10,000. The hard part here is finding a nicely optioned 535. While the M5's are all pretty much optioned to the gils, the 535 was technically the mid-level 5 series and thus they are harder to find with all the bells and whistles. They are out there though and you won't pay much more for a loaded one than you would for a stripped one so hold out.

    9. It has an awesome secret transmission - Tick the box for the sport package and you're half way there. Tick another box for the sport automatic transmission and you've gained entry to one of the best automatic transmissions out there. In auto mode the 6 speed ZF gear box is buttery soft but kick the shifter over to the left and press the sport button and you're dealing with an entirely different beast. Upshifts are firm and instantaneous, downshifts are preceded by a blip of the throttle and you have full control over the gear you're in. Want to bounce off the rev limiter in 2nd? Go nuts! I came from a 550i with the 6 speed manual gear box and want for nothing with the auto. I never find myself missing the manual transmission. Pro Tip: SAT/ Sport Auto Transmission is only available in rear wheel drive versions of the car with the sport package and is identified by the presence of a "Sport" button directly beneath the gear shifter as well as a shorter, stubbier shifter.

    10. The tuner is the coolest thing ever - Most tuners are dumb. You plug them into the OBD II port, upload a flash and drive the car. What happens happens. Burger Tuning's JB4 tuner is not dumb. It installs between the vehicle's harness and computer and is left in the car. You control it through the steering wheel buttons and interact with the instrument cluster which becomes your menu system. Almost every aspect of the tuner is controllable through the steering wheel controls but that's not all. Here are a few other things.

    It reads your codes and displays them through your instrument cluster
    Change tunes on the fly. Go from your 93 octane tune to your race fuel tune to your E85 tune all on the fly. There's even a valet tune that disables the turbos and limits RPM.
    It auto tunes itself. Throw some e85 in the tank, stick it in map 5 and go for a few wide open throttle 3rd gear pulls. The tuner will constantly determine what the maximum amount of boost is that it can safely run so if you couldn't get to a gas station with E85 for this fill-up don't worry. The tuner will detect this and knock you back down to safe boost levels. Seriously, how cool is that? Answer: really, really $#@!ing cool.
    Shift Lights! Set your desired RPM and your turn signal indicators will light up when you hit it, telling you to shift.
    It's safe! When you start the car it will remain at stock boost levels until the oil temperature reaches 160 degrees. Go too far above boost targets and it reverts you back to stock boost levels. I can't remember seeing a stock turbo car with an engine failure and you can go far on the stock turbos.

    There's a slew of other stuff but you get the point. The JB4 tuner is what makes this car a contender.

    Is it always the better car? No. The S85 M5 is probably the closest you can get to driving a 4 door super car and for the prices it commands used it is a tremendous value so long as you're realistic about the cost of ownership. If you're the type of person that finds themselves taking their daily driver on a race track on a regular basis the M5 is the better car. In fact, in just about everything beyond flat out acceleration the M5 is indeed the better car. It's just that the standard E60 is such a great car to begin with that you need to consider that you might be paying tens of thousands of dollars more for a car who's abilities you'll never fully exploit.

    So which is the best one to buy? Unlike the M5, the 535 can be had in many flavors. Sport and non-sport packages, a wagon, xDrive, M-Sport, etc. From a driver's perspective the best version of the car is the rear wheel drive sedan with the sport package and sport automatic transmission. Xdrive (all wheel drive) versions of the car don't get the sport suspension even if you have the sport package and drive entirely too soft. Likewise with the non-sport package rear wheel drive cars which are also too soft for really spirited driving. If you're also looking for the M5 look make sure you get an M-Sport model which gives you larger wheels, M5 style front and rear bumpers and side skirts.

    Sours: https://www.bimmerboost.com/

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