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BMW M5

Manufacturer	BMW M GmbH
Production	1985–present
Class	Mid-size luxury car/executive car
Layout	FR layout
Related	BMW 5 Series

The BMW M5 is a high performance version of the BMW 5-Series executive car built by the Motorsport division of BMW. First introduced at the Amsterdam Motor Show in 1984, the first incarnation of the M5 was hand-built utilizing the 535i chassis and a modified BMW M1 engine, being the fastest production sedan in the world at the time of its introduction.^[1] Subsequent iterations of the M5 have been built from each generation of the 5-Series platform, including the E34, E39, E60/E61, and most recently, F10, with the first orders to be delivered in late 2011.

Due to the longevity of its nameplate and undisputed position at the top of BMW's midsize lineup, the M5 remains one of the best known sport sedans, despite competition from Mercedes-AMG and Audi quattro GmbH.^{[citation needed]}

History of development[link]

The M5 was preceded in 1980 by the M535i, the third road-going automobile to emerge from the BMW Motorsport workshop. While the BMW 3.0 CSL and M1 had been limited-production, purpose-built sports cars, the M535i was a reworked 5-series sedan fitted with the M30B35 engine.

[edit] E28 M5 (1985–1988)

BMW E28 M5

Production	1985–1988 2,191 produced
Assembly	Garching, Germany Rosslyn, South Africa
Predecessor	M535i
Successor	E34 M5
Body style	4-door saloon/sedan
Engine	3.5 L I6 petrol engine
Transmission	5-speed manual
Wheelbase	2,624 mm (103.3 in)
Length	4,801 mm (189.0 in)
Width	1,699 mm (66.9 in)
Height	1,415 mm (55.7 in)
Curb weight	1,550 kg (3,417 lb)
Related	BMW 5-Series

The first BMW M5, based on the E28 5 Series, made its debut at Amsterdam Motor Show in February 1984. It was the product of demand for an automobile with the carrying capacity of a saloon (sedan), but the overall performance of a sports car. It utilized the 535i chassis and an evolution of the engine from the BMW M1. At its launch, the E28 M5 was the fastest production sedan in the world.^[1]

The first generation M5 was hand-built in Preußenstrasse/Munich prior to the 1986 Motorsport factory summer vacation. Thereafter, M5 production was moved to Daimlerstraße in Garching where the remainder were built by hand. In May 1987, the keys to the 1000th car were presented to Mr. and Mrs. Krampertz from Eichenau near Munich by Wolfgang Peter Flohr, the director of BMW Motorsport GmbH.^{[citation needed]} It is worth noting that production of the M5 continued until November 1988, well after production of the E28 chassis ended in Germany in December 1987.

The M5 was produced in four different versions based on intended export locations. These were the left-hand drive (LHD) Euro spec, the right-hand drive (RHD) UK spec, the LHD North American (NA) spec for the United States and Canada, and the RHD South African (ZA) spec.

The LHD, RHD Euro Spec M5s and the ZA spec M5s had the M88/3 powerplant which delivered 286 PS (210 kW; 282 hp) whereas the North American 1988 M5 was equipped with a variant of the M88/3 called the S38 B35 which was equipped with a catalytic converter, which, combined with slightly lower compression of 9.8:1 versus 10.5:1 for the M88/3 reduced the power output to 256 hp (191 kW; 260 PS). The S38 also differed from the M88/3 in that it had a dual-row timing chain as compared to the M88/3's single row timing chain. The S38 B35 was used in the NA-Spec E28 M5 and E24 M6. Late production catalyst equipped versions (117 examples) of the European M635CSi were also equipped with the S38 B35. Initially 500 were to be made for the US Market, BMW later increased production to as many as 1,370 units for the US and Canadian markets, although the generally accepted figure is 1,244 units sold.

The North American spec models are unique, in that technically they were all finished in Schwarz (black) with Natur (tan) interiors. The otherwise virtually identical Canadian spec M5s were also available with black interiors as an option, however a limited number of US Models were also equipped with black interiors

Rear view of US-spec M5

United States Vehicle Identification Numbers (VINs) range from 2791000-2792000 and 2875000-2875320. Car # 2791000 is not known to have been built, and not all VINs are known to have been used. The first few cars built in November and December 1986 were issued Federal compliance labels showing a 1/87 build date. As has been speculated earlier, physical confirmation of the VIN of the United States M5 kept in BMW North America's Mobile Tradition collection^{[clarification needed]} is a 287 series car, a later 1987 build date car.

While every North American spec E28 M5 was a 1988 model year car, production of North American specification M5s commenced in November 1986 and ended in November 1987. Excepting 96 units that were assembled in kit form at BMW's Plant in Rosslyn, South Africa, all E28 M5s were assembled by hand at BMW Motorsport in Garching, Germany.

With a total production of 2,191 units, the E28 M5 remains among the rarest regular production BMW Motorsport cars – after the BMW M1 (456 units), BMW E34 M5 Touring (891 units), and the BMW 850CSi (1510 units).

Specification[link]

• (European) – 286 PS (210 kW; 282 hp) M88/3 Engine with 10.5:1 Compression. European-Spec M5s were available with a myriad of options unavailable on USA-Spec M5s such as Water Buffalo leather and a Glass Moonroof. LHD cars were equipped with 185TR390 Metric Wheels made by Mahle with 220-55VR390 Michelin TRX tires. RHD Cars were equipped with 16x7.5 BBS wheels with 225-50VR16 Tires – these wheels were not shared with any other model. Air Conditioning was standard on UK Supplied M5s and optional on LHD M5s. It is also notable that very early European-Spec LHD M5s had VINs that started with "WBA" instead of the "WBS" designation to indicate BMW Motorsport. it is estimated that no more than 15 M5s were produced with a "WBA" VIN. European-Spec M5s were available in various colors and with or without leather upholstery. At least one UK specification car is known to have been produced with comfort seats.

• (USA/Canada) – (256 bhp (191 kW) in USA/Canada units) S38B35 Engine with 9.8:1 Compression. All US-Specification M5s were comprehensively optioned. Leather Door Panels, Leather Center Console, Full Trunk Carpeting, Air Conditioning, Power Windows, Power Sunroof, Power Seats, Cruise Control, On-Board Computer, Central Locking and Shadowline Trim were standard. The only option on a US-Specification M5 was electrically heated front seats which were standard equipment on Canadian-Market cars. All North American specification M5s were finished in Schwarz or Jet Black. Officially US Specification cars were only available with Natur (tan) leather interiors, however black was offered in Canada and a handful of US-bound cars were built with black interiors.

Performance[link]

At the time of sale, BMW quoted the following 0–60 mph times to give the impression that the E28 M5 did not outperform the more expensive and heavier E24 M635CSi.

• (Euro) – 286 PS (210 kW) – 0–60 mph – 6.2 s – Top Speed: 153 mph (246 km/h)
• (USA) – 256 hp (191 kW) – 0–60 mph – 6.5 s – Top Speed: 148 mph (238 km/h)

Tuners[link]

• Whilst BMW Motorsport did not build any special versions of the E28 M5, the German tuner Hartge produced the Hartge H35S-24, a 330 PS (243 kW; 325 bhp) version of the E28 M5. Main modifications over and above the standard E28 M5 were revised cams, a modified exhaust, modified Bosch Motronic ECU programming, and a revised (and lowered) suspension setup.
• Alpina limited their tuning efforts to the older M30 engine powered models. The Alpina B7 Turbo produced 250 kW (340 PS; 335 bhp) with 0–60 mph times of 4.7 sec and a top speed of 270 km/h (168 mph).

[edit] E34 M5 (1989–1995)

BMW E34 M5

Production	1989–1995 12,254 produced
Assembly	Garching, Germany
Predecessor	E28 M5
Successor	E39 M5
Body style	4-door saloon/sedan, 5-door estate/wagon
Engine	3.6 L I6 3.8 L I6
Transmission	5-speed and 6-speed manual
Wheelbase	2,761 mm (108.7 in)
Length	4,719 mm (185.8 in)
Width	1,750 mm (68.9 in)
Height	1,392 mm (54.8 in)
Kerb weight	1,670 kg (3,682 lb)
Related	BMW 5-Series

The E34 M5 is a continuation of BMW's M5 series, based on the 5-series. It was produced from 1988 to 1995, although sales in North America started in 1990 and ended in 1993. It was produced at BMW M GmbH in Garching, Germany and like the previous M5, was entirely hand-built. It utilized the 535i chassis which was produced at BMW's Dingolfing plant. Assembly was done either by a single M employee or a team of M employees and generally took about two weeks. The engines were also built by hand by BMW M technicians.^{[citation needed]} All of the E34 M5 powerplants were built to 5% of advertised output.^{[citation needed]}

The early E34 M5 used an evolution of the 24-valve straight-6 found in the E28 M5 and E24 M635CSi/M6. The engine was designated S38B36, with a bore of 93.4 mm (3.677 in) and stroke of 86 mm (3.386 in) for a total capacity of 3,535 cc (215.7 cu in). The added stroke is due to a new forged steel crankshaft, though the camshafts were also changed. Compression ratio was up slightly (10:1 versus 9.8:1). Other adjustments made included an electronically controlled butterfly valve in the intake plenum, which provided better low rpm and mid-range power. The engine also featured an improved flywheel, Bosch Motronic fuel injection, equal length stainless steel exhaust headers, and three way ceramic catalysts. Originally it had a displacement of 3.6 litres, and produced 232 kW (315 PS; 311 bhp), and 360 N·m (266 lbf·ft) at 4750 rpm. Cars sold in North America and Switzerland, due to a different catalytic converter, produced 229 kW (311 PS; 307 bhp).

In second half of 1991, the engine displacement was increased to 3.8 litres with the S38B38, except in North America and South Africa, which continued with the 3.5 litre engine, because that one had emission controls fitted. Power was now increased to 250 kW (340 PS; 335 bhp). Also in 1992, a five-door Touring version (estate/wagon) was introduced in LHD form, with 891 cars made.

The E34 M5 Touring was the world's fastest wagon when it was introduced.^{[citation needed]} It was BMW M Division's first wagon, but at the same time the last hand built M car made. Its 3.8L straight six was also the largest displacement six-cylinder engine of BMW's modern era. While none of these wagons were imported to North America, several have been imported since 1995 and have become a cult car among BMW Touring Enthusiasts. Only with the advent of the Audi/ Porsche RS2 Avant would the M5 Touring be challenged by another Q-ship station wagon.^{[citation needed]}

The M5 came with an unusual wheel design. From 1988–1992 the M5 featured the M-System wheels. These wheels were 8Jx17J, but came with directional bolted-on wheel covers. Under the cover was a black 5-spoke alloy wheel. The press was critical of the design, often claiming it gave the M5 the appearance of having "white-wall" tires. In 1992 BMW changed the design and a new cover was produced – the M-System II. The original intent of the M-System cover was to direct more air to the brake assembly to increase cooling. The cover actually integrated a fin assembly behind the cover. The M-System II covers, known as the "throwing stars" did not have as much capability to direct air to the brake assemblies. In May 1994, the M5 came with M Parallel wheels that did away with the cover.

Specification[link]

• HD91 (89–92 LHD Euro) I6-24v 3.6 litre – 232 kW (315 PS; 311 bhp) (only available with 5-speed manual transmission)
• HD92 (89–91 RHD Euro) I6-24v 3.6 litre – 232 kW (315 PS; 311 bhp) (only available with 5-speed manual transmission)
• HD93 (89–93 LHD US) I6-24v 3.6 litre – 232 kW (315 PS; 311 bhp) (only available with 5-speed manual transmission)
• HD98 (90–93 RHD SA) I6-24v 3.6 litre – 232 kW (315 PS; 311 bhp) (only available with 5-speed manual transmission) made in South Africa from CKD kit supplied from Germany.
• HC91 (91–94 LHD Euro) I6-24v 3.8 litre – 250 kW (340 PS; 335 bhp) (available with 5-speed or 6-speed manual transmission)
• HC92 (92–94 RHD Euro) I6-24v 3.8 litre – 250 kW (340 PS; 335 bhp) (available with 5-speed or 6-speed manual transmission)
• HJ91 (92–94 LHD Euro Touring) I6-24v 3.8 litre – 250 kW (340 PS; 335 bhp) (available with 5-speed or 6-speed manual transmission)
• 89–95 (ECE/GB/USA) – (no automatic transmission available)

Performance[link]

• 89–92 (Euro) I6-24v 3.6 L
  • 0-60 mph (97 km/h): 6.3 s
  • Top speed: 155 mph (250 km/h)(electronic limited)
• 92–95 (Euro) I6-24v 3.8 L
  • 0-60 mph (97 km/h): 5.9/5.7 sec*
  • Top speed: 177 mph (280 km/h)(electronic limited)
• 91–93 (USA) I6-24v 3.5 L
  • 0-60 mph (97 km/h): 6.4 s
  • Top speed: 155 mph (250 km/h)(electronic limited)

^* (available only with 6-speed manual transmission)

Special versions[link]

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.

E34 M5 Cecotto Edition[link]

In 1991, BMW asked two race drivers to design their "ideal" version of the E34 M5. Johnny Cecotto was one of the drivers and he wanted a host of luxury items fitted on the M5. Including Nappa leather trim for the steering wheel and heated seats. A total of 22 Cecotto E34 M5s were produced with options of having either Lagoon Green metallic (266) and Mauritius Blue metallic paint (287).

E34 M5 Winkelhock Edition[link]

The other racing driver was touring car ace Joachim Winkelhock. He wanted a lightweight E34 M5 and so some luxury items were removed. His ideal lightweight version M5 featured a smaller battery and the US-spec 81L fuel tank as well as reduced sound deadening and the deletion of some non essential interior items such as rear head rests and vanity mirrors. Recaro front seats and a suede 385 mm M-Technic II steering wheel, shift knob & parking brake lever. The seat design, suede-covered appointments & red seatbelts were similar to those on the Sport Evo E30 M3. A total of 51 Winkelhock E34 M5s were produced with the options of having Jet Black (668) with contrasting lower body panels in Sterling Silver metallic paint (244).

E34 M5 20 Jahre Motorsport Edition[link]

To celebrate BMW Motorsport 20th anniversary, BMW had built 20 specially equipped Euro-spec M5s in late 1992. These, based on the 3.8 L engine were only in Mugello Red (274) and had a number of aesthetic trim upgrades such as carbon fiber dash panels and special rear view mirrors. Unique seat center & door trim fabric was matched with Alcantara. Alcantara was also used on the steering wheel, shift lever & parking brake lever. Red seatbelts with "BMW Motorsport" were also included.

E34 M5 UK Limited Edition[link]

To commemorate the end of right-hand drive E34 M5 production, 50 examples of the E34 M5 Limited Edition were assembled between March and June 1995 in one of two unique color and trim combinations: Rosso Red metallic (369) with a Champagne extended leather interior and natural poplar wood trim (15 built) or Orinoco metallic (406) with a Bicolor 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. (Source: bmwmregistry)

Additionally, 20 M5 Touring models were assembled for distribution in Italy. These were finished in either Sterling Silver over Marine Blue leather, or British Racing Green over Tobacco leather. All were made in 1995. 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.

These are not to be confused with the Alpina B10 E34 models which are manufactured by Alpina although there are performance similarities but there are significant differences in approach.

Motorsport[link]

The M5 has never been a popular choice for motorsport due to its size and weight. However, VDS Racing Adventures^[2] have used an E34 M5 in endurance racing, where weight and nimbleness is less important than in sprint racing. The car features many one-off components, including a wide-arch fibreglass bodykit, but the engine is based on the 3.8-litre S38 straight-six and is almost standard, producing approximately 350 PS (260 kW; 350 hp). It has also raced in the Belgium Belcar Championship, where it was runner up in 2001.

An E34 M5 was raced in the Australian 1992 Bathurst 12 Hour Production Car endurance race, placing 2nd overall, and 1st in its class. It was driven by former F1 champion Alan Jones, Neville Crichton, and BMW Touring car driver Tony Longhurst.

[edit] E39 M5 (1998–2003)

BMW E39 M5

Production	1998–2003 20,482 produced
Assembly	Dingolfing, Germany
Predecessor	E34 M5
Successor	E60 M5
Body style	4-door saloon/sedan
Engine	4.94L 90° V8
Transmission	6-speed manual
Wheelbase	2,830 mm (111.4 in)
Length	4,783 mm (188.3 in)
Width	1,801 mm (70.9 in)
Height	1,412 mm (55.6 in)
Kerb weight	1,826 kg (4,026 lb)
Related	BMW 5-Series BMW X5
Designer	Joji Nagashima

2002 BMW M5 Interior (US spec)

2002 BMW M5 5.0 S62 Motor

Unlike its predecessors, the E39 M5 was not handbuilt at the BMW M GmbH factory; in order to increase production, it was produced on the same assembly line as the normal E39 5-series at the Dingolfing factory in Germany. BMW believed that the 210 kW (286 PS; 282 bhp) 540i was powerful enough, but when Jaguar released the 272 kW (370 PS; 365 bhp) XJR, and Mercedes-Benz introduced the W210 E55, which had over 260 kW (354 PS; 349 bhp) BMW responded to the competition with a 294 kW (400 PS; 394 bhp) M5.

Introduced in 1998 at the Geneva Motor Show, production did not begin until late October of that year. A total of 20,482 E39 M5s were made from 1999 to 2003. BMW M produced three versions of the E39 M5, the European LHD and RHD versions, and the North American specification version.

The E39 M5 had a highly tuned V8 engine based on the M62 engine called the S62, which displaced 4.9 litres and produced 294 kW (400 PS; 394 bhp).^[3] The engine featured a 7,000 rpm redline, Double-VANOS, which varies the intake and exhaust valves timings for both cylinder banks, and individual throttle butterflies for each of the cylinders, allowing for a much faster engine response time.

All E39 M5s were equipped with a Getrag Type D six-speed manual transmission which provided the following gearing ratios:^[3]

• 1st gear: 4.23
• 2nd gear: 2.53
• 3rd gear: 1.67
• 4th gear: 1.23
• 5th gear: 1.00
• 6th gear: 0.83

It is the same transmission used in the E39 540i, but some changes were made to cope with the extra power the S62 engine produced. A reinforced clutch, rear differential utilising a shorter 3.15:1 ratio, and a limited slip differential with 25% maximum locking.

The E39 M5 suspension shared its basic aluminium-intensive MacPherson strut/multi-link design of the V8 engined E39 5 series. 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.

Like all V8-powered E39 models, the E39 M5 was equipped with a recirculating ball steering system. Overall steering ratio was reduced to 14.7 from 17.9. 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 faster throttle response. The E39 M5 is equipped with four-wheel vented disc brakes measuring 345 mm (13.58 in) in diameter in front and 328 mm (12.91 in) in diameter in the rear.^[3] On European-specification models, the rotors are of a "floating" two-piece design for reduced risk of cone distortion. Their lower unsprung weight improves ride quality and traction on bumpy surfaces as well. Anti-lock brakes, EML (fly-by-wire) throttle control and Dynamic Stability Control (DSC) were standard.

During its five years in production, there were some cosmetic changes in 2001 to include:^[4]

• Revised headlights incorporating illuminated "Corona Ring" design (incandescent plastic rings surrounding the headlights, often referred to as "Angel Eyes")
• Jewel tone Celis tail light design
• Park Distance Control sensors in the front bumper (previously in rear only)
• Thicker three-spoke M steering wheel identical to the one fitted to the E46 M3
• Grey instrument panel
• Improved solar sensor for standard automatic climate control
• Revised navigation/audio unit with larger (6.5-inch) monitor (Standard on US Spec 2001–2003)
• Rear head protection airbags added
• Second-generation M Mobility tyre repair system in place of earlier version
• Available M Audio System with special tweeters, Kevlar/carbon coaxial speakers and two subwoofers behind the rear console
• Alcantara headliner included with Extended Leather interior (previously only included with Complete Leather)

For the subsequent two model years, changes were limited to the addition of new exterior colors (from 9/01 production) and the upgrade to a DVD-based navigation system (from 9/02 production).

Performance[link]

The official BMW of North America statement (mentioned in the 2003 brochure) for the acceleration time from 0–60 mph is 4.8s. Official statements from BMW are typically conservative and many reviewers claim to have achieved this under 4.5 seconds and the less restricted European version is routinely clocked at 4.6 seconds.^{[citation needed]} It is electronically limited to a top speed of 250 km/h (155 mph),^[5] and was just .1 (1/10) of a second off the 0–60 time of the latest M5 model.

E39 M5 Touring[link]

Although an E39 M5 Touring was considered, and at least one prototype was constructed (in Titanium Silver with a Black Exclusive leather interior), BMW M decided not to produce an E39 M5 Touring due to financial considerations. In February 2010, as part of BMW's 25th Anniversary of the M5, they revealed this prototype M5 touring along with an E34 M5 Cabriolet, which also was never produced.

Flexible electronics design[link]

Since the start of production the entire in-car entertainment system (Radio Function, Navigation System, Television and Telecommunications systems) is based on a very flexible automotive computer system.^[6] As a result the E39 models can all be easily upgraded with the newest BMW technologies including BMW's Bluetooth System, the DVD based Navigation system, as well as BMW's CD changers that play MP3s^[7]

[edit] E60 M5 (2005–2010)

BMW E60 M5

Production	2005–2010 19,522 saloons produced 1,025 estates produced
Assembly	Dingolfing, Germany
Predecessor	E39 M5
Successor	F10 M5
Body style	4-door saloon/sedan, 5-door Touring (estate/wagon)
Layout	FR layout[8]
Engine	5.0L (4999cc) V10
Transmission	6-speed manual 7-speed SMG
Wheelbase	saloon: 2,889 mm (113.7 in), Touring: 2,880 mm (113.4 in)
Length	4,855 mm (191.1 in) 2008–present: 191.5 in (4,864 mm)
Width	1,846 mm (72.7 in)
Height	saloon: 1,469 mm (57.8 in), Touring: 1,512 mm (59.5 in)
Kerb weight	saloon: 1,855 kg (4,090 lb), Touring: 1,955 kg (4,310 lb)
Related	BMW 5-Series BMW M6
Designer	Chris Bangle

The E60 M5 was introduced in 2005. It has a 4,999 cc (305.1 cu in) BMW V10 S85 engine redlining at 8250 rpm, and developing a peak output of 507 PS (373 kW; 500 bhp) and 520 N·m (380 lb·ft) of torque. Unlike some other BMW engines which utilise Valvetronic to infinitely vary valve lift to eliminate the throttle plate, this engine has individual throttle bodies per cylinder. The E60 M5 was the world's first production sedan to feature a V10 petrol engine.^[9]

Other key features include a stiffened aluminum chassis^{[citation needed]} and a 7-speed SMG III sequential manual gearbox, also known as a single-clutch automated manual transmission. Front fog lights are unavailable for the M5, as the amount of air required to cool the brakes under spirited driving applications requires the spaces under the bumper, normally occupied by fog lights in other E60 cars, to be reallocated for air cooling ducts.

Despite the criticism of the Chris Bangle-designed chassis, the difficult iDrive interface, and the lack of smoothness of the SMG III transmission, the E60 M5 was the most successful M5, despite being on the market for one year shorter than the E39 M5. During its five year run, 20,548 units were built composing of 19,523 saloons and 1,025 wagons. 8,800 were sold in the U.S., all of the sedan variety. Great Britain and Ireland claimed 1,776 examples, followed by BMW's home market of Germany with 1,647 units, and 1,357 were sold in Japan. Italian enthusiasts claimed 512 units, and 339 examples were sold in Australia.^[10]

Powertrain[link]

The BMW M5, along with the E63/64 BMW M6, were designed to use the new Getrag SMG III single-clutch seven speed semi-automatic transmission. Gerd Richter, the head of BMW M, defended the decision to use a single-clutch sequential manual gearbox rather than a twin-clutch unit, saying "True, the dual-clutch system has a smoother automatic mode, and it performs seamless upshifts. For a 7-series, this may be the way to go. But an M car should always combine efficiency with emotion. That's why there are six shift speeds to choose from, from velvet glove to iron fist. That's why we cut the torque into seven slices. That's why we added special features like a hill holder, a designated drive program for steep climbs and descents, and a downshift assistant, which briefly dips the clutch to avoid destabilizing wheel spin."^[11] The SMG III transmission, while responsive at the track, has been criticized for its general lack of smoothness in everyday driving, and by 2010 it was considered outdated as most manufacturers were using dual clutch transmissions instead.^[12] Based on suggestions from the motoring press, BMW announced in October 2006 that a 6-speed conventional manual transmission would be available in North America, this became the base transmission in these markets while SMG III is an option.^[13] The 6-speed manual M5 was marginally slower, since the dynamic stability control could not be disengaged unlike the SMG version.^[12] This however, was changed with the release of a Service Bulletin in November 2007 for a retrofit allowing DSC to be disabled as well as the function being implemented into the introduction of the 2008 model year M5 as well as the M6.^[14] The SMG III includes the "Launch Control" feature. However, the US spec vehicles have a reduced RPM to prevent vehicle damage and abuse.

The M5 features several Formula One inspired engine and transmission controls. There is launch control which allows maximum performance standing starts automatically. The Getrag SMG III single-clutch semi-automatic transmission has the option of changing to either automated or manual, as well as the speed at which shifts are completed (there are 11 shift programmes in total forming what BMW calls Drivelogic). Manual shifting can be done with either a console shifter, or the steering wheel mounted shift paddles, both of which are fitted to all SMG M5s. The console shifter is the type used on manumatic transmissions; tipping it backward (toward the "+") shifts up, while a forward tip (toward the "-") shifts down. The shifter can be moved to the left to access neutral and reverse. The car also features a "power" button on the navigation panel (labeled "M") which offers access to three modes: P400 (limiting the engine to 400 PS (294 kW; 395 bhp) for daily driving use), P500 (unleashes the full 507 PS (373 kW; 500 bhp)), and P500 S (for full power and sharper throttle response, selectable only from the "M Drive Settings" in the iDrive menu). P400 is the default start-up mode, the P500 modes are preselected using iDrive and then activated from P500 S using the "M" button.

Performance[link]

The E60 M5 took the title of the most powerful midsize sport sedan when released, over direct competitors the Audi RS6 (C5) (4.2L biturbo V8) and the Mercedes-Benz E55 AMG (5.4L supercharged V8).^{[citation needed]} All three vehicles are quoted by their manufacturers to reach 0-to-62-mph in a time of 4.7 seconds.^[15] Motor Trend's comparison test found that while the E55 AMG had a faster 0-60 mph time of 4.2 seconds versus the M5's 4.5 seconds due to the E55's greater low-end torque, the M5 had better driving dynamics.^[16] The E60 M5 Sedan is slightly slower than the E63 M6 Coupe, which is longer overall but has a shorter wheelbase, with the M6 also being lower to the ground and lighter.^[17][18]

The M5 has since then been overtaken by several newer rivals, specifically the Mercedes-Benz E63 AMG (507 bhp (378 kW; 514 PS) from a 6.2L V8), Audi RS6 (C6) (426 kW (579 PS; 571 bhp) from a 5.0L biturbo V10),^[19] and the second generation Cadillac CTS-V (556 bhp (415 kW; 564 PS)) which bested the M5's Nürburgring lap time.^[20]

• 0-100 km/h (62 mph): 4.7s^[21]
  • (0–100 mph: 10.00, Road & Track [2/06])
  • (0–60 mph: 4.1s, Road & Track [2/06])^[22]
• Top speed: 250 km/h (155 mph) with electronic speed limiter; 170 mph with electronic speed limiter on vehicles with the Dynamic Stability Control deactivation update; only on G.B. models German models not limited

^[23] 204 mph (328.3 km/h)(delimited)

• Power: 373 kW (507 PS; 500 bhp) at 7750 rpm^[23]
• Torque: 520 N·m (384 lbf·ft) at 6100 rpm

E61 M5 Touring (2007–2010)[link]

E61 M5 Touring

The E61 M5 Touring was introduced in 2007, only the second M version of the 5-Series Touring after the E34. It shares the same drivetrain with its saloon sibling, and serves as a rival to the Audi RS6 Avant and Mercedes-Benz E63 AMG Estate. The Touring was never offered for sale in North America.

The E61 M5 Touring weights slightly less than 2,000 kg (4,409 lb) and from the factory can reach 175 mph (282 km/h),^{[citation needed]} even though the car is electronically limited to 155 mph (249 km/h)^{[citation needed]} . Jeremy Clarkson, of Top Gear, said "the M5 is one of the most exciting cars made today. Only now, because this is an estate, your dog can come too.”

F10 M5 (2011–)[link]

BMW F10 M5

Production	2011–
Model years	2012–
Assembly	Dingolfing, Germany
Predecessor	E60 M5
Body style	4-door saloon/sedan
Layout	FR layout
Platform	F10M
Engine	4.4L (4395cc) V8 Twin-Turbo
Transmission	8-speed dual clutch transmission
Wheelbase	2,964 mm (116.7 in)
Length	4,910 mm (193.3 in)
Width	1,892 mm (74.5 in)
Height	1,451 mm (57.1 in)
Kerb weight	1,945 kg (4,288 lb)
Related	BMW 5-Series
Designer	Adrian van Hooydonk

The F10 M5 was released to the public at the 2011 Frankfurt Motor Show, and went on sale in November 2011.^[24]

The new M5 uses a variation of the S63 biturbo 4.4-litre V8 engine, called the S63B44Tü. Compared to the standard S63 as found in the X5 M and X6 M, the S63B44Tü produces 560 hp (418 kW) and 502 lb·ft (681 N·m) of torque.^{[citation needed]} The decision to turbocharge the M5 has not met with approval from all fans, some being disappointed that BMW seems to be moving away from traditionally low-displacement, high-revving naturally aspirated engines. Increasingly stringent international CO₂ emissions and fuel consumption regulations are cited as the reason for discarding the outgoing model's V10 engine; the new engine reduces CO₂ emissions by 25%. One other advantage of turbocharging is that it generates more low-end torque.

While the X5 M and X6 M currently offer only six-speed automatic "Steptronic" transmissions, a dual clutch transmission will be used on the F10 M5 in place of the Getrag SMG III single-clutch seven-speed semi-automatic transmission used in the previous E60 M5. A manual gearbox option has been confirmed for the US market only.^[25]

The car features standard blue-painted brake calipers and 19 inch multi spoke wheels; 20 inch split 5 spoke wheels will also be available at launch.

In an effort to lower the curb weight of the new M5, BMW partnered with SGL group, a carbon fiber manufacturer.^[26] Despite this, the F10 still weighs more than the E60 model.

Official information[link]

On 15 June 2011, BMW released official press information about the F10 M5.^[27] Most of the unofficial information found on the internet was proven to be correct, for example that the car is powered by the upgraded S63 engine, which produces 560 hp and 680 Nm of torque. The high-revving V8 produces 560 hp at 6000 to 7000 rpm and redlines at 7200 rpm. Maximum torque is available from 1500 to 5750 rpm. Acceleration from 0 to 100 km/h (62 mph) is 4.4 seconds and top speed is limited to 250 km/h (155 mph), which can be increased to 305 km/h (190 mph) with the optional M-Drivers-Package. The car weighs 1945 kg, which is 90 kilograms more than the previous E60/61 model. Average fuel consumption is claimed to be 9.9 litres, which is 31% less compared to 15.0 litres from the V10 powered M5 E60. Other details mentioned in the report include an Active M-Differential with torque vectoring between the rear wheels and optional 20-inch light alloy wheels fitted with 265/35/20 front and 295/30/20 rear Michelin Pilot Super Sport tires.

The F10's official world debut occurred at the Frankfurt Motor Show in September and later in North America at the LA Autoshow on 18 November. The new 2012 BMW M5 also made an appearance before September at the M Festival at the Nürburgring 24 Hours endurance race in Germany on 23 June, the Goodwood Festival of Speed, and has been shown to select members of the M Driving Experience at the Salzburg Ring in Austria. The car has a reported lap time of 7:55 around the Nürburgring race track which matches the lap time of the Ferrari F430.^[28]

First reviews[link]

The F10 M5 is praised by journalists, admiring the car's performance and handling. Day-to-day driving is also supposedly much better than the E60 M5, with the gearbox and fuel economy cited specifically for their improvements over the old model. Concerns have been raised regarding the steering feel and weight, but the car has, once again, received overall praise for being the best performing super saloon currently on the market; an accolade retained throughout the five model generations.^[29][30]

See also[link]

Wikimedia Commons has media related to: BMW M5

• BMW M3
• BMW M535i
• BMW M6

Notes[link]

References[link]

• Arthur St. Antoine. "Magnum Force". Car and Driver (April 1992): 47–56. 
• "BMW 5-Series and M5 Reviews & News". JB car pages. http://www.jbcarpages.com/bmw/5series/. 
• "Evolution of the BMW M5". http://expensive-world.com/evolution-of-the-bmw-m5/. 

External links[link]

• BMW M5 Official BMW M5 Site

Tiff Needell

Born	(1951-10-29) 29 October 1951 (age 60)
Formula One World Championship career
Nationality	British
Active years	1980
Teams	Ensign
Races	2 (1 start)
Championships	0
Wins	0
Podiums	0
Career points	0
Pole positions	0
Fastest laps	0
First race	1980 Belgian Grand Prix
Last race	1980 Monaco Grand Prix
British Formula One Series career
Active years	1979
Races	8
Championships	0
Wins	0
Podium finishes	1
Career points	7
Pole positions	0
Fastest laps	0

Timothy "Tiff" Needell (born 29 October 1951 in Havant, Hampshire) is a British racing driver and television presenter. He is best known as a former co-presenter of Top Gear and current co-presenter of Fifth Gear.

Biography[link]

Needell attended Ottershaw School followed by City University, London where he achieved an Honours Degree in Civil Engineering. Hired by George Wimpey & Co, his day job was as a Structural Design Engineer.

Racing career[link]

Needell first raced at a driving school at Brands Hatch in 1970. He progressed to Formula Ford, his progress assisted by the use of a Lotus 69 FF he won in an Autosport magazine competition.^[1] He later sold his Lotus and used the money to buy and race an Elden Mk10. Needell's Formula Ford period culminated in his acquiring a Crossle 25F with which he won the Kent Messenger FF Championship after competing for only half of the remaining season. This success landed him a partly paid drive in the Formula Ford 2000 Championship in a Hawke chassis provided by McKinstry Racing. Needell was completely dominant in that car and series which provided him with the springboard into Formula 3. The remainder of the 1970s saw Needell as a front runner in the British Formula 3 series and then in the Aurora British Formula One championship. In 1979 he was unable to graduate to the F1 World Championship due to the lack of the correct licence, but he was back in 1980, driving two Grands Prix for Ensign, qualifying for the Belgian Grand Prix at Zolder. However, he had an engine problem and did not finish the race. He subsequently failed to qualify for the Monaco Grand Prix.

In 1988 and 1989 he competed in the British Rallycross Grand Prix in a Metro 6R4 prepared by Will Gollop's motorsport team. He achieved a good result in 1988 finishing 4th in the B-Final in what was his first rallycross event, however, the 1989 event was cancelled due to heavy fog after the practice sessions.

Needell made his first appearance at the 24 Hours of Le Mans in 1981 driving a Ibec-Hesketh 308LM alongside Tony Trimmer. They failed to finish and again in 1982 this time paired with Bob Evans and Geoff Lees in an Aston Martin Nimrod NRA/C2. However the following year Needell finished 17th driving a Porsche 956. In 1985 Needell briefly led the 24 hours driving the Aston Martin EMKA C84/1 and would eventually finish 11th. His best result at Le Mans was 3rd in 1990. He then had a couple of years in the British Touring Car Championship with Nissan, before returning to sports cars in 1995, driving a Porsche at Daytona and a Jaguar XJ220 at Le Mans. He then drove the Lister Storm for 3 years, reaching 3rd overall at Daytona in 1997 before gearbox problems dropped them to 19th. In 1998 he finished 2nd in the GT1 championship and won the Silverstone Golden Jubilee Trophy race.

Since then, Needell's racing career has mainly consisted of racing tin-tops (hard-topped cars), with varying levels of success in sports cars, historic racing and touring cars. He achieved particular notoriety after an accident with Nigel Mansell at the 1993 TOCA shoot out race at Donington Park.^[2]

Television career[link]

Needell is best known in the United Kingdom as a television presenter and motoring journalist, in particular in association with the BBC TV series Top Gear which he started co-hosting in 1987.^[3] In 2001, when the BBC cancelled Top Gear (the show was brought back in 2002), Needell and the whole cast defected and signed with Five to produce and host a new motoring show named Fifth Gear. He does however, still contribute to Top Gear magazine. Needell has also co-presented 'MPH' at Earls Court in 2003, 2004, 2005 with Jeremy Clarkson and Richard Hammond and in 2006 with Jeremy Clarkson and James May (because Richard Hammond was recovering from his accident). He also appeared very briefly in the 2005 Top Gear Comic Relief special, Stars in Fast Cars. In 2009 he appeared on James May's Toy Stories featuring the building of a Scalextric around Brooklands. In 2011, he appeared on Top Gear, driving the Ariel Atom V8 in a race against a BMW S1000RR around the Top Gear Test Track. The segment was done in humour, with James May supposedly driving the Atom V8, only for it to actually be Tiff.

Needell says his highlight to date is "accidentally, ahem, ignoring the strict instructions Ferrari issued about not touching the traction control on their half million pound Enzo..." He has also done this on Fifth Gear while reviewing the Bugatti Veyron as well as the Mercedes-Benz SLR McLaren, joking that his finger slipped after showing viewers the letter from Mercedes-Benz requesting he leave the traction control on.

He was one of several people suspected of portraying the elusive masked racing driver The Stig on the current format of Top Gear.^[4][5] The true identity of The Stig was eventually revealed as being Ben Collins but in late 2010 Needell returned to Top Gear after a nine-year absence to train Slumdog Millionaire director Danny Boyle.^[6] In the same episode Jeremy Clarkson referred to Needell as the "Emergency Stig"

Other work[link]

He has an occasional column in the car magazine Auto Express.^[7]

Needell has lent his voice to the first and second games in the 'TOCA Touring Car series' for British video game developer Codemasters. His voice is also featured in the 'Ferrari Challenge' and 'Le Mans 24 Hours' video game for racing game developer Eutechnyx. He also features in the video games Race Pro and GTR Evolution racing an Aston Martin DBR9. Additionally, he is the voice of the Road Angel road safety device and GPS speed camera alert system, as well as the face on their advertising campaigns. He was the launching announcer for the high speed Rita roller coaster at Alton Towers, as well as narrating several Discovery Channel documentaries.^[8]

Thruxton Circuit has an exclusive deal which enables customers to pay £145 for three laps of fast-paced driving and drifting with Needell. The laps are filmed from within the car and feature his commentary and conversation with the passenger.^[9]

It was confirmed in the February 2012 issue of Evo magazine that Needell will be part of the contribution team going forward in 2012.^[10]

Personal life[link]

He lives in Wiltshire with his wife Patsy and his three sons, Jack, Harry and George.^[11]

His younger brother Chris is a team manager for Barwell Motorsports team racing Aston Martin DBRS9.

In November 2006, Needell was cleared of 'failing to supply details in relation to a speeding ticket', and the accompanying speeding offence by Pontypridd magistrates. He was defended by Nick Freeman, otherwise known as Mr. Loophole,^[12] who also defended former colleague Jeremy Clarkson on a similar case.

He is a football fan and supports Southampton. He is also an active user of Twitter.^[13]

He also works as an after dinner speaker.^[14]

Complete Formula One results[link]

(key)

References[link]

External links[link]

• www.tiff.tv - The official website of Tiff Needell
• Fifth Gear website
• Tiff Needell on Twitter
• interview on Mitzi TV, "Baby You Can Drive My Car"