BMW M5 (E60) | PH Auction Block
The V10 M5 will soon be in the collector's crosshairs. What a way to beat them to the punch...
A couple of weeks back, Matt Bird handed me the keys to BMW’s new 230i coupe (you can read his review on it here) for the long slog up to The Motorist for our most recent Sunday Service. Mainly because someone decided to reverse into my Fiesta ST, leaving a whacking great dent in the driver’s door that would stick out like a sore thumb against the pristine metal you lot bring along - but also for the fact that cruising at 4,000rpm for four hours each way can get a little wearisome.
It’s been a while since the ’30’ in BMW nomenclature meant the presence of a straight-six upfront, now signifying the most potent of the 2.0-litre, four-pot range. Of course, today’s turbos are so very efficient, with 230i’s 245hp and 295lb ft providing a decent amount of shove when needed. It’s just not very characterful, though. Not like a six-pot would be, even if it would have to be detuned to within an inch of its life to not step on the M240i’s toes. But that’s the downsized world we live in, folks. So let’s go back to a time to when ’30’ guaranteed you a six, ’50’ an eight and ‘M5’ a V10.
Yep, this magnificent E60 BMW M5 is currently open to bids and I can't be the only one who gets misty-eyed about Munich’s golden age of engines. Prior to the E60’s arrival, BMW delivered one of its greatest engines yet with the E46 M3’s S54 unit and was mulling the idea of dropping a V8 into its successor. The M5, meanwhile, was already powered by a big, grumbly V8 in the form of the superb S62, so it only seemed natural to chuck a couple more cylinders into the mix for the follow-up E60. That said, the S85 V10 was an all-new design, with links to the firm’s Formula 1 engine and a whopping 507hp available just below the 8,250rpm redline.
Just as F1-inspired was the paddle-shift gearbox, although while the transmissions used by Ralf Schumacher and Juan Pablo Montoya were cutting-edge sequential ‘boxes that could swap cogs faster than the blink of an eye, the M5 made do with a seven-speed automated manual (a six-speed H-pattern was sold in the States, but never made it over here, annoyingly). BMW SMGs have gone down in infamy for their slow and clunky shift times, and while the company tried to rectify that with adjustable modes for the E60’s gearbox, it isn’t exactly known for being buttery. However, drive it like a manual by lifting off with each pull of the paddle smooths things out no end. That being said, Everything M3s does offer a manual swap if you’d rather shift gears the old-fashioned way...
Not that you’d want to muck about with this example, given how spotless and original it is. Registered in 2007, this E60 has covered just 76,688 miles, all of them documented by stacks of service history. It’s completely unmodified, too, and had its throttle actuators replaced a couple of years ago for extra piece of mind. It really is a lovely thing.
Particularly in this combination of Silverstone II over matching Merino leather, the latter brightening up the M5’s interior nicely. Then there are the five-spoke allows, which are a nice change from the ubiquitous ten-spoke rims you often see on E60s. We’ll have to wait until next Tuesday to see how much it’ll go for - or you could get off the sidelines and drop a bid on one of the tidiest - and nicest spec'd - M5s we’ve seen in a long time.
Just about to tick over 222k miles. Solid as a rock and such an event to drive. More special by the day to own.
Sounds fabulous, looks fabulous. I have been lucky enough to own some nice cars - for what this offers it costs (comparatively) pennies to run.
80% of Ferrari FF / 612 experience, 20% of the cost, 5% of the stress, 1% of the (unwanted) attention
This along with the E28/E34 M5s are the only ones that I think can really claim to be supercars dressed as a saloon.
Last point - I think these are the equivalent of the W124 generation Merc. I'm talking about the E60 chassis in general. It will be a design classic in due course.
I was looking for a good E61 then bought a new 2021 RS6 already owning an RS7 and had it 9 months before selling it for almost what I paid during Covid. it was soulless and boring. This car is a drivers car, including the CR4P gearbox which you get used to. A little lift or paddle driving and its ace when singing at 8000rpm. Car does 3000 miles tops as I have others to drive and I love it. The car has just come out of full BMW warranty due to mileage and the cost of renewal being much more than 2 years maintenance.
As already stated, not cheap to run, but few cars have such an exotic powertrain - I had custom back boxes manufactured which really released the V10 bark at high revs. Still miss it despite the 12mpg average
Full version:
Hardly a 'grenade' - yes they need preventative maintenance, but find me a 500hp car that doesn't, in some form.
The S85 is a very well understood motor, well catered for in the aftermarket in terms of 'failure' parts (apart from maybe Idle Actuators, but don't believe the hype about everything failing all of the time). Injectors are a good shout (I should know, find my thread in Readers Cars and you'll see), but keep on top of them and they're fine. Bearings, yep - S54, S62 and others suffer it too. It's not truly wallet busting, and a well trodden path on resolving the issue. Warm the car up carefully (again, remember, it's a 500hp V10 not some piece of s
t) and you're fine.The problem with these cars is, they're not that expensive for a 'normal' one (not the car in the OP, that's seductive in terms of condition and spec) so they've well and truly fallen into the 'fix things when they break' phase, rather than a fairly rarefied performance car, with complexities and nuances that need to be taken into account.
I adore mine, I've had it 7 months, and plan to keep it as long as possible. Every drive feels like an event, just firing up the engine is quite theatrical (and a bit dieselly like with VANOS and injector chatter!). Get it up above 5000 and all the day's worries fade away.
As someone said above, a fraction of the running cost of a super car.
If you want to own one on a shoestring budget then pain is all that awaits you my friend.
Its a 5L V10, do people expect it to be a cheap car to maintain? Most E6x cars dipped to lows of 10k however they were once a 70k car so you should always expect those running costs.
Internet horror stories are just that, go looking for them and you'll find enough to turn you off from most cars and keep you running around in pd golf.
As with any car, you buy based on condition, buy cheap and you buy twice. Like any car, you look after it and generally it will look after you, yes there are known failure points but I'd hardly call the car a wallet buster.
Someone mentioned rod bearings its plagued M cars since the early 00s, even up to the F90 M5, its nothing new, unfortunately people dont have mechanical sympathy.
North of 5k revs it is one of the best noises you will hear and it will put a smile on your face. Once known for being the fastest accelerating car after 100mph, BMW made something fantastic in 2005 and im glad there's enough of us who appreciate that engineering to own and run these while people remain scared behind keyboards.
How old was it? What was the service history? How many miles had it done?
I'd apply the same to all these hero engines, any single one of them might not post top trumps figures like the latest AWD 4.0 hot-v turbo hippo but f
k me they're so much more charismatic.No way these V10 BMWs don't become surefire classics. They just look better and better with time too, whereas the safe and conservative W211 contemporary E class just looks old and bland.
k me they're so much more charismatic.No way these V10 BMWs don't become surefire classics. They just look better and better with time too, whereas the safe and conservative W211 contemporary E class just looks old and bland.
I’m not saying don’t buy one, the engine is a masterpiece, but either buy one with all the jobs done or have your eyes open and a very healthy slush fund. If you’re not willing to accept the occasional three to five thousand pound bill, these aren’t something you want to own.
I already had mine booked in for preventative rod bearings and injectors when the SMG decided to crap itself and I need a new clutch too. All in, I’m on the hook for about eight grand. This is on a low mileage, scrupulously maintained car. Whoever owns it next should be in a good place for a few years after all that is done, and although it’s a big spend I went in with my eyes open and paid the right money for the car in the first place so it’s….. tolerable.
Buy at the right price depending on how many of the big jobs have been done, and accept the running costs for what they are, and it is a very rewarding car to own.
I m not saying don t buy one, the engine is a masterpiece, but either buy one with all the jobs done or have your eyes open and a very healthy slush fund. If you re not willing to accept the occasional three to five thousand pound bill, these aren t something you want to own.
I already had mine booked in for preventative rod bearings and injectors when the SMG decided to crap itself and I need a new clutch too. All in, I m on the hook for about eight grand. This is on a low mileage, scrupulously maintained car. Whoever owns it next should be in a good place for a few years after all that is done, and although it s a big spend I went in with my eyes open and paid the right money for the car in the first place so it s .. tolerable.
Buy at the right price depending on how many of the big jobs have been done, and accept the running costs for what they are, and it is a very rewarding car to own.
These, ultimately, are a better car for a DIYer who's very comfortable getting stuck in. Expensive if you pay a specialist to look after them.
These, ultimately, are a better car for a DIYer who's very comfortable getting stuck in. Expensive if you pay a specialist to look after them.
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