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    News #BMW-M5-Edition-F10 models announced / #BMW-M5-F10 / #BMW-F10 / #BMW / #2016 / #BMW / #BMW-M5-Competition-Edition / #BMW-M5-Competition-Edition-F10 / #BMW-5-Series / #BMW-5-Series-F10 / #BMW-5-Series-M5 / #BMW-5-Series-M5-F10

    News of the introduction of special edition models generally means one of two things: either the model’s struggling in the market or it’s coming to the end of its life. In the case of the F10 M5 it’s the latter that’s prompted the release of a brace of special edition machines. The Competition Edition and the Pure Metal Silver Limited Edition both feature enhanced powertrains, bespoke detailing and chassis improvements.

    The Competition Edition will be available in all markets bar the USA while the Pure Metal Silver model had been designed purely for the American market and will not be sold elsewhere. If you fancy the look of either model you’ll need to be quick as the Competition Edition is limited to just 200 units while only 50 examples of the Pure Metal model will be produced.

    As you’d expect from its name, the Competition Edition is based on an M5 with the Competition package but for this limited edition it’s seen a power hike to the same level as the 30 Jahre model. Thus power is up to 600hp (a boost of 25hp from the normal comp pack) while torque is raised by 15lb ft to 516lb ft. Unsurprisingly, the Competition Edition is pretty rapid, knocking off the benchmark 0-62mph sprint in just 3.9 seconds, an improvement of 0.3 seconds over the 575hp comp pack model.

    Like the regular comp pack machines, the Competition Edition receives suspension improvements which includes stiffer responses from the springs and electronically-controlled dampers, along with thicker anti-roll bars. The Active M electronically-controlled multi-plate limited-slip differential has also been recalibrated to allow slightly higher slip angles before intervention.

    Externally the new model can be spotted by the 20-inch M Double-spoke 601M light alloy wheels as spec’d on the normal comp pack machinery, but for the celebratory model these are finished in high gloss Jet Black. A smattering of M Performance parts also give the game away as the new machine is endowed with a rear spoiler, rear diffuser and mirror caps, all manufactured from carbon fibre, and a gloss black kidney grille. Just two colours are available – Mineral white and Carbon black – with the ‘M5 Competition’ logo appearing on the side ‘gills’.

    The M5 Competition Edition comes with an extensive range of equipment including Adaptive LED headlights, Reversing Assist camera, powered bootlid operation, Comfort Access and sun protection glass. Inside, occupants benefit from front and rear heated seats, an electric rear sunblind and the Bang & Olufsen Advanced audio system. As standard it also comes with full black Merino leather upholstery with Opal white contrast stitching. Opal white is also used for the ‘M5’ logo that now appears on the head restraints of the M Sport multi-function seats, and for the piping of the anthracite floor mats. To accentuate the exclusivity of the car, the M Performance interior trim in carbon finish features the ‘M5 Competition’ logo along with the unique ‘1/200’ designation. And the price for all this? A cool £100,995 on-the-road.

    The cynical among you may be thinking that’s an awful lot of money to pay for an M5 that’s right at the end of its life, especially when you spend a little time with the on-line configurator. If you spec a normal M5 with everything the Competition Edition is equipped with you end up with a price of about £90,000 which means you’re paying in the region of £10k for a non-standard paint colour, 25hp and some M Performance carbon fibre accoutrements. Of course, it is a limited edition machine but it does seem like a lot to pay.

    The US-only Pure Metal Silver edition follows a similar path to the Competition Edition but features some additional items. It too has the 600hp/516lb ft engine upgrade and the Comp pack suspension changes but features the 20-inch M Double-spokestyle 343M forged alloy wheels rather than the 20-inch cast items that are usually foisted on the Comp pack models. We’ve never understood why the ‘Competition’ models are endowed with the heavier cast wheels – surely they should have the lightest items possible? The US-only machine also benefits from the fitment of an M Performance exhaust with carbon tips. While the Competition Edition receives two relatively run-of-the-mill colours, BMW North America has really pushed the boat out on its special edition as the Pure Metal Silver paintwork is a unique BMW Individual paint that features a special layering process. BMW states: “Due to the unique application process, creating a special light/dark effect, Pure Metal Silver is BMW Individual’s most exclusive paint job available.” The Pure Metal Silver Edition is on sale now and costs $131,895 – roughly the same as the Competition Edition.
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    Bob BMW
    If you happen to be in the fortunate position to spend upwards of £35,000 on a car then I implore you to take a good, long, hard look at a used #BMW-F10 / #BMW-M5 / #BMW-M5-F10 / #BMW / #2016 . I’d argue that this really is the stand out BMW bargain of the current model range and it’s seriously hard to ignore the staggering value for money that it offers. For your money you get an eminently practical four-door saloon that’s perfectly happy to potter down to the shops in full-auto mode yet has the capability to thrill like so few other machines on the road when the fancy takes you.


    Not only is it a staggering performer, it’s also absolutely packed to the gunwales with standard equipment – Professional sat nav, electronic dampers, Head-Up Display, four-zone air conditioning, full leather… the list is seemingly endless and many M5s will have also had their comprehensive list of standard kit added to by the first owner. As any new car owner will tell you depreciation is public enemy number one, but for the secondhand buyer it’s your best buddy – many of these cars have shed £50k from their list prices in three to four years making them staggeringly good value for money. Of course, an M5 will never return diesellike economy, road tax is a relatively hefty £490 a year, and insurance will no doubt be a few rungs up the ladder from a 520d, too. However, standard servicing won’t be quite as wallet-wilting as you might expect, especially if you’re prepared to shop around. Also the depreciation curve should have settled down slightly now as the worst hit has already been taken.

    So far the M5 has earned itself a reputation for being generally very reliable but we still reckon that for ultimate peace of mind you buy one either from a main dealer with an Approved Used Warranty or buy a BMW warranty for a car that isn’t currently covered. Yes, this all adds to the overall cost but just remember what you’re getting in return – a stunning four-door saloon with nigh-on supercar performance. Even if you only hold onto it for a year at least you’ll be able to remember when you owned the ultimate super saloon. We wouldn’t wait too much longer before doing it, though, as these are staggeringly complex cars and in a few years down the line when they’re throwing up multiple fault codes and potential repair costs are spiralling we don’t reckon many of us will be able to afford to run one without a warranty.

    As an all-round performer the car really has no peers and I often muse over whether I could get away with running one… surely Mrs H would just think it’s another large four-door BMW?
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    THE #BMW-F10 / #BMW-M5 / #BMW-M5-F10 / #BMW /

    Nothing to much to report on the M5 this month. It is inching ever closer to the end of its Service Inclusive pack at 60,000 miles and is performing beautifully. As winter weather sets in a bit more, I am as always grateful for the fantastic heated seats and sure-footed winter tyres. On dark wet mornings the amazingly bright adaptive headlights are a real boon, allowing me to see further ahead than the lights on any car I have ever driven. The wipers are excellent, too. Very rarely do they ever smear or fail to provide excellent vision. Despite all of this excellence, I find myself ready for a change and I’m increasingly looking at alternatives to the M5.

    As I have said previously, though, the problem is finding something that is as capable, comfortable and usable. There are numerous choices out there that are quicker but few that are anything like as comfortable or that one would be happy to leave in a car park for long periods of time. Equally, few cars have a level of tech that comes close to the M5. My wife has just taken delivery of a new MINI JCW. It has all the tech that I have on the M5, in a fantastically small package. Trying to find a non-BMW premium product that has great dynamic navigation, Bluetooth and iPod connectivity and a DAB radio is harder than you might think.

    Only the latest models on the market can offer these things and those that have the performance of the M5 are well over £100k. So I face the difficult but not unpleasant task of trying to find a replacement that can truly live up to the M5. I am left with the conclusion that there will have to be a compromise somewhere. That one has to lose some desirable facet of the M5’s make-up to replace it is a testament to the fact that it really is the ultimate all-rounder.

    THE F10 M5
    YEAR: #2012
    MILEAGE THIS MONTH: 464
    TOTAL MILEAGE: 58,965
    MPG THIS MONTH: 21.0
    COST THIS MONTH: Nil
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    F10 M5

    The month started off well with a trip to Goodwood, for the ‘BahnStormers event, which is one of the Goodwood Breakfast club events. I had chosen to leave the summer tyres on until after this, as the bigger wheels are more aesthetically pleasing on the M5. The mild temperatures through October had also negated the need for the winter rubber.

    When the day of the Goodwood meeting arrived, the weather, while warm, was wet and foggy. I had a slow but pleasant early morning drive over to Goodwood, and was one of the first to arrive. I had an enjoyable morning while ogling the tasty machinery turning up. There were some beautiful BMWs there among some more exotic items. My personal favourite was an #Alpina-B12 #BMW-8-Series – a very special looking weapon. I’ve visited a number of these breakfast club meetings, and have been lucky enough to be able gain a paddock car pass a few times. It’s always nice as a petrolhead to be surrounded by fellow enthusiasts, and these Sunday breakfasts always bring out some special cars, if you haven’t already been to one, I’d strongly recommend getting along to one next year.

    Before heading over to Goodwood, I had the car valeted, and the engine bay cleaned up at the same time. It was noticed that there was a lot of grunge on the front of the oil filter. However as the whole underbonnet area was filthy, it was difficult to identify if this was a particular problem, or just a place where dirt catches. However when the car was in having its winter wheels and tyres fitted, I asked the technician to have a look, just in case. Luckily, the ‘add one litre of oil’ request came on just as I was arriving at the dealership. With 58k on the clock, this could be my last free top up of oil, as the service inclusive pack runs out at 60,000. The tyres were swapped over, the oil added, and the car cleaned and returned within an hour.

    Dick Lovett BMW Swindon has been undergoing refurbishment for sometime now. I can’t wait for the new showroom to open, as while the facilities are adequate, a portacabin and a used car showroom are not up to BMW’s usual standards, and as a result, after about half an hour of hanging around, I was bored. The service team had looked at the oil filter and couldn’t see problem, but they cleaned it again, and I will pop in before the service pack runs out to see if it needs to be replaced. The small amount of muck on it in the picture had accrued in around 48hrs.

    With winter weather now here, the switch to winter tyres seemed sensible, with the reduction in traction balanced by the better grip in the cold and on muddy roads. It still takes me a while to adjust my driving style to the different balance of the car on the skinnier rubber, and I have seen the traction control light flashing more than usual this month. Also needed this month was some extra screen wash, so five litres of BlueCol’s finest was also added.

    I still haven’t managed to have the old Tyre repaired, but did get round to taking a picture of the offending nail. Now with the car winterised again, I look forward to colder months with confidence, but equally cant wait for the spring to come, so that I can use more of the performance again.

    Tech data #BMW-M5-F10 / #BMW-M5 / #BMW-F10 / #BMW
    YEAR: #2012
    MILEAGE THIS MONTH: 1298
    TOTAL MILEAGE: 58,501
    MPG THIS MONTH: 23.87
    COST THIS MONTH: £33 (screen wash and winter tyre swap)
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    LONGTERMERS #BMW-F10 M5 / #2012 #BMW-M5-F10 / #BMW-M5 / #BMW

    Déjà vu! This month started like the one before – with another rear puncture. It was the left rear this time. BMW Swindon was, yet again, the only local supplier able to get a tyre quickly. As a result, after a flying visit to its premises I was another £300 poorer but back on the road. This time the culprit was a nail. It had passed through the middle of the tread, so the tyre was repairable. However it was coming towards the end of its life, so I kept it as a spare in case I pick up another rear puncture when the rears are significantly more worn. The handling certainly feels more balanced now that I’ve got two new rears on the car, so I’m not entirely unhappy with the situation, just a bit frustrated that I was unable to extract the full life from the previous set of tyres.


    Last month I cleaned and lubricated the bonnet catches. They certainly feel better this month, but are still a little sticky. I will continue to look for a permanent fix. While I was cleaning under the bonnet I noticed a number of oily build ups. I couldn’t tell if these are due to leaks or just accumulated crud from close to 60,000 miles of hard use. I have cleared the muck off, and will monitor it to see if it builds up again.

    As we head in to winter, it is time to refit the winter wheels. I have held off on this so far as the weather has been fairly mild and I do feel that the summer tyres are more aesthetically pleasing. On the subject of aesthetics, rather frustratingly the car has picked up another couple of parking scratches this month. One of these is significantly worse than the others: just behind the nearside rear door is a ding that goes back to the metal. This will not polish out, and is going to require a trip to the paintshop. I will get all the other little scratches sorted at the same time. While the source of the other scratches is somewhat of a mystery, this one was my fault, and came from a small sarsen stone about 12-inches tall. I was turning around in an unlit car park at night, and tagged the stone as I was pulling away. Given that it was invisible from the driver’s seat, I am actually lucky the damage wasn’t worse. My language after the hit though was colourful to say the least. I will report back on the repair when I have a chance to sort it out.


    DATA FILE #BMW F10 M5
    YEAR: #2012
    MILEAGE THIS MONTH: 1654
    TOTAL MILEAGE: 57,203
    MPG THIS MONTH: 22.4
    COST THIS MONTH: £300 (tyre)
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    This month started irritatingly, with a puncture. I was driving home from the supermarket, when the tyre pressure warning light came on and the Check Control on the iDrive showed the pressure going down quite quickly. It dropped from 2.5 to 2.2 bar when the warning popped up, it stabilised at around 1.9 bar, and I was able to limp home the last mile or so. The next morning, I was able to lift the car and remove the wheel. I quickly found the small but thick self tapping screw that had punched a neat 3mm wide hole straight through the inside shoulder of the tyre. I removed the screw, and what little air remained in the tyre rapidly escaped. I made several phone calls, and found that only BMW Swindon actually had a tyre in stock. So a 30-mile round trip, and £300 lighter I was back on the road. The old tyre had around 4mm of tread left, so I may need to replace the left rear soon as well. However if I can survive another month, I can put that cost off until after the winter, as the winter tyres will be going back on soon.

    While I had the wheel off, I took the opportunity to thoroughly clean it. I was going to have to put it in my wife’s car, and I knew she would prefer that I didn’t cover the interior with brake dust. I have been trying Wonder Wheels’ Hot wheels. It is very easy to use, and the results were some of the best I have seen. Putting the one very clean wheel on the car reminded me how good the car looks when it is clean, although I do quite like the hard used look as well. With that in mind, I treated the car to a full valet, clay bar, wax and polish. The results were stunning, the paintwork looked fantastic. All the small imperfections have gone, and it did look nearly as good as new. It did highlight to me the increasing number of small dents and scrapes that the car is gaining in the work car park though. Fortunately most of these are on the rear bumper, and as much as I want to repair these irritations, I am confident that it will probably get bashed again fairly soon.

    At the end of the month, another litre of oil was required to keep the 4.4 litre lump happy. While this was easy enough to add, I noted that the bonnet was a little difficult to open. The lever in the middle that releases catches either side of the bonnet was sticking. The catches are sprung to the closed position, and are pulled by a cable attached to the central lever in order to release the bonnet. The bolt that holds the lever, and the cable itself have corroded a little, and were sticking. The springs on the catches could not overcome this stiction. I sprayed some WD40 into the cable sheath, and around lever. This has helped a bit, but it is still not moving as it should. I will see if BMW can recommend a solution when the car is in having its winter tyres fitted.

    TECHNICAL DATA #BMW-M5-F10 / #BMW-M5 / #BMW-F10 / #BMW /
    YEAR: #2012
    MILEAGE THIS MONTH: 1679
    TOTAL MILEAGE: 55,549
    MPG THIS MONTH: 20.9
    COST THIS MONTH: £313.99 (Tyre £300, Oil £13.99)
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    Powerhouse #BMW-M5-F10 / #BMW-M5 / #BMW / #2015 / #BMW-F10 / #Evolve / #BMW-M5-Evolve-F10 / #BMW-M5-Evolve /

    We get to grips with Evolve’s awesome 750hp F10 M5. Does the F10 M5 need more power? Evolve thinks so and has endowed its demonstrator with 750hp and a series of choice modifications Words: Adam Towler. Photography: Gus Gregory.

    It seems like a good morning to leave all the traction and stability controls on. The rain has been falling steadily since dawn, and while it stopped briefly as we arrived at Evolve’s Luton headquarters, by the time I reverse the shimmering white F10 M5 out through the raised shutter door, it’s falling once again in determined fashion. And they say this M5 has 750hp? I’ve a feeling that certain ‘electronic brains’ are about to get rather hot this morning, my own organic version included.


    Visually and aurally, this M5 exudes the kind of menace perhaps expected of a saloon car that can exceed 200mph. In white, with Evolve’s own blackened headlamps (achieved after meticulous experimentation and effort), it appears more like a Stormtrooper’s helmet from the front. But it’s the wheels that really confirm this is no ordinary M5: whether they’re to your taste or not – and to be frank they wouldn’t be my choice – there’s no missing their intent. They’re BC Forged-NL30 21-inch items, shod with Michelin Pilot Supersport tyres measuring 255/30/21 on the front axle, and a barely believable 305/25/21 on the rear (running with #KW height adjustable springs all-round). If their size and relationship to the wheel arch hasn’t grabbed your attention, then the crystal burgundy/gloss black paint finish will do, especially as it alternates between the two colours as you walk around the car. A 305- section ‘rear’ is a lot of rubber to lay down on the road, but in these conditions I’ve a feeling it isn’t going to make much difference.

    It’s under the bonnet of this M5 that really intrigues me. This is no mere remap of the F10’s ECU; instead, both the inhalation and exhalation of the 4.4-litre V8 have been modified to greatly improve airflow. It starts with carbon fibre air intake mouths just visible behind the grille, but the bit you’ll really notice are the two giant carbon pipes that snake across the engine bay. Developed and manufactured by Eventuri (a sister company to Evolve), these turn the usual aftermarket cone filter through 180 degrees so that the wider part of the filter meets the air first. The actual filter element is mounted in a distinctive belltype housing that gradually and smoothly reduces in size until it meets the main pipe. Their development has been a thoroughly modern process: Eventuri began by 3D scanning the relevant areas of the engine bay, then worked out the desired shape in 3D CAD software, allowing them to optimise the shape of the intake system, maintain the appropriate cross section, while simultaneously avoiding everything else in the F10’s very busy engine bay. The prototype pieces are then manufactured on an in-house 3D printer, allowing very rapid development and small changes to be made. The initial testing is even carried out – for short periods only and with plenty of heat insulation material applied – with these printed plastics parts, and when the team are happy the finished article is then put into production in carbon fibre. The result, say Eventuri/Evolve, is tangible benefits in the power and torque on the dyno, and a patent pending for their work. If looks could gain horsepower alone, these would be worth 50hp easily. The V8’s boost has been raised to a peak of 21PSI via an Evolve Stage 2 remap, with the spent gases then escaping down Evolve’s cat-less downpipes.


    These three-inch pipes do without the M5’s regular primary catalytic converters, but retain the exhaust valve control (EVC) of the standard car. However, this is now connected to the Awron digital gauge fitted in the cockpit (where the driver’s air vent used to be), which means that the driver can manually select whether to have the valve open or closed.


    When the M5 fires up inside Evolve’s unit the cacophony is absolute, and it takes a while for Evolve’s Imran Arshad to convince me that it’s still running the standard exhaust. Those Evolve downpipes really give the V8 a brutal voice, but the added control the driver now has over the decibels is a really useful feature.

    There can be no doubt that 750hp and 700lb ft of torque are some very big numbers in a saloon car. In fact, they’re very big numbers in any sort of car. In this M5, they ridicule the kerb weight, giving the kind of instant snap of acceleration associated with a car at least a third lighter. To that end, the M5 soon shrinks around you, and it’s only when the country lanes get really tight do you remember this is actually a very large machine.


    Driving along on the secondary roads away from Evolve’s workshop, on the inside you’re aware of a distant, hollow sound as the revs rise. It’s a noise that I find hard to place, despite almost playing a tune on the throttle to try and provoke it. The best I can come up with is the sound of a train disappearing down a tunnel on the London tube, or a distant TIE fighter in Star Wars. With the window down, the sound of the turbochargers cooking up that extra boost is clearly evident, with a loud whoosh when more throttle is introduced. It’s an intimidating noise, and one that promises big things. It’s not joking, either.

    Curiosity leads me to be deliberately clumsy with the accelerator exiting a third gear downhill corner. Whoosh! The M5 bucks under the power, and the tail steps significantly out of line before the DSC system has a microsecond to detect what’s going on. Then it frantically reacts, recovering the car: if ECUs could sweat, this one would be wearing a John McEnroe headband right about now.


    The warning has been delivered. Be more aggressive and this car will break traction in fourth gear in these conditions. It’s clear that today I’m not going to be able to experience full bore acceleration, but if you’re sympathetic with the throttle you can manage the wheel slip down to only a mild constant agitation. Now more of the sheer pace of this car shines through. The way it piles on speed in 10mph increments is shocking, and every time I come off the throttle there’s a ‘crack’ released through the exhaust system that makes it sound more like a rally car than a super saloon. Response and the lack of turbo lag are both immediately notable, but it’s the sheer speed of the thing that nearly overwhelms. This is acceleration released in great torrents, that can enable overtakes on a whim, that shortens the straight sections between bends on a typical B-road until they’re barely noticeable.

    I had expected the ride quality to be non-existent having taken the wheel/tyre/suspension combination into consideration, but as long as the road surface is relatively normal and the car is left in a non-sport setting on the Drive Control, it’s not overly harsh. Predictably, what it does pick up much more of is surface irregularities, whether in increased tramlining or deterioration in the low-speed ride, particularly in an urban environment. As with the visuals, it’s an acquired taste, and given the excellence of the standard M5 setup I know how I’d have ‘my’ car.

    The Awron read-out is endlessly fascinating, giving a temperature or pressure for just about anything you can think of, and a lot more besides. One of the trends in modern cars seems to be to offer the driver as little information as possible – witness the large main dials on the F10 but the lack of secondary info. The Awron unit solves this problem for the more curious enthusiast driver in an instant.


    Cost-wise it’ll be expensive if you go the whole hog, but bear in mind the wheels and suspension aren’t must-have items. The Eventuri carbon intakes are £1758, the downpipes and Awron gauge cost £1790 and the ECU work is £1999. The KW suspension is £1116, while those wheels will set you back a notinconsiderable £4700 (all prices include VAT and fitting, bar the wheels which will need the price of tyres adding.) Nevertheless, given three-year old M5s are now available from £35,000, this is actually a costeffective way of getting a 750hp car, and traction limitations aside, all in a very useable package, too.


    Although it’s been hard to truly grasp the Evolve M5’s performance on this brief encounter, there’s no denying the extraordinary thrust this car now possesses. It’s not as though the standard M5 is slow: on paper, it destroys its forebears thanks to its combination of turbocharged torque and nearseamless DCT gear changes. But in this state of tune not only does it feel much faster, it also reveals a lot more of what might be termed, for want of a better word, ‘character’. From the whooshes and whistles to the pops and snorts, this engine now feels and sounds like the powerhouse it really is.

    If you like the standard M5’s demure and synthetic personality then that might come as something of a shock, but I suspect for most enthusiast buyers it’ll be a very welcome boost to the emotional bond they have with their car. However you look at it, an M5 with power and torque figures that begin with a ‘7’ is a delicious indulgence.

    CONTACT: Evolve Automotive Tel: 01582 573801 Web: www.evolveautomotive.com
    Response and the lack of turbo lag are immediately notable, but it’s the sheer speed that nearly overwhelms. Visually and aurally, this M5 exudes the kind of menace expected of a saloon car that can exceed 200mph.
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    2015 #BMW-M5-F10 / #BMW-F10 / #BMW-M5 / #BMW / #2015 / Editions. Headlined by the $185,000 Pure, new M5 variants keep the big-hitting super sedan fresh.

    Race tracks of ten make road cars feel small both in terms of their physical size but more so in terms of their performance. However, Sandown Raceway in Melbourne fails to tame the urge of the M5, nor does it mask the physical size of the imposing sports sedan. I’ve previously sampled an F10 M5 at Phillip Island, and not even that fearsomely fast circuit can mask the fury of the car. We’ve travelled to Sandown to sample two new editions of BMW’s V8 supercar. The Pure headlines the line-up with its $185,000 price, which represents a $44,500 reduction compared to the regular M5 and makes it the cheapest M5 since the $169K E34 generation (1990-95).

    In terms of what the Pure drops compared to the regular M5, the biggest item is the Competition Pack, but the Pure also misses out on the four-zone air-con (two-zone instead), TV function, sunroof, rear-seat blinds, soft-close doors and multi-function front seats with ventilation. In addition, the Pure’s leather trim doesn’t extend to the dash or full door-skin coverage, and the headlining is in fabric rather than Alcantara.

    As standard, the Pure is available with matt (Frozen) paint, though at no cost you can choose one of several BMW Individual colours. During the model’s mid-cycle update last year, #BMW-Australia opted to make the Competition Pack standard on locally delivered M5s. The Comp Pack bumped the twin-turbocharged 4.4-litre V8 engine from 412kW to 423kW (torque remained 680Nm), dropped the suspension by 10mmand quickened the steering by 10 per cent. The Pure does without the Comp Pack and, as such, makes 412kW at 6000rpm and 680Nm from 1500-5750rpm. Not that you’ll pick it from the driver’s seat, the Pure is a tenth of a second slower from 0-100km/h than the Comp Pack variant at 4.3.

    In addition to the arrival of the Pure edition, the M5 range has also been bolstered by two 10-unit limited editions – the Nighthawk (pictured) and the White Shadow (both $235,930). Like the ‘normal’ M5 ($229,540), the Nighthawk And White Shadow feature the Competition Pack. The Pure is not a limited-run model.

    After driving the Pure back to- Back with the more-powerful Nighthawk, I initially thought that I could pick the slight difference in power. Down Sandown’s long back straight, the Nighthawk was touching 235km/h while the Pure topped out at 226. There was a similar speed deficit on the front straight, leading me to think it was down to the power difference. Both of Sandown’s straights are preceded by 90-degree left-handers and the Pure was struggling to drive off the corners with the same conviction as the Nighthawk, leading to the lower peak speeds. All M5s variants are fitted with 20-inch alloys wrapped in 265/30 (front) and 295/30 (rear) tyres, but the Pure was running Pirelli P Zero rubber, while the Nighthawk was fitted with Michelin Pilot Super Sports. We found the Michelins delivered more consistent traction and better stability. Of course, $44,500 buys lots of tyres.

    + Cut-price Pure brings new level of ‘affordability’ to M5, so fast
    - Can intimidate Drive-My rating 4+

    Specification
    Engine 4395cc V8, dohc, 32 valves, twin-turbo
    Power 560 hp (423kW DIN) @ 6000rpm
    Torque 680Nm @ 1500rpm
    0-100km/h 4.2sec (claimed)
    Top speed 250km/h (limited)
    Weight 1870kg (226kW/tonne)
    Basic price $235,930 (Nighthawk)
    Consumption 9.9L/100km
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    2012 #BMW-M5-F10 / #BMW-M5 / #BMW-F10
    YEAR: #2012
    MILEAGE THIS MONTH: 1717
    TOTAL MILEAGE: 53870
    MPG THIS MONTH: 21.5
    COST THIS MONTH: Nil
    F10 M5

    Since the last report, the M5 has been parked up in an airport car park for ten days while the family went on holiday, and then flogged up and down the motorway early in the morning on a regular commute. It hasn’t missed a beat: it started first time after sitting in the car park and has enjoyed been stretched in the early morning. The down side of those early morning thrashings has been a slightly lower fuel economy.

    That said, you don’t run an M5 for fuel economy, you have one because it can find extra minutes on most drives. That ability has been much in demand this month, with several late night roadworks adding 20+ miles of back roads to my early morning commute. The M5 dug deep and still got me to work on time. The roadworks have highlighted how fantastic the sat nav is, although it can be confused by poor information from the traffic service. On some mornings, it believed the M4 was shut at the A34 junction, and tried to divert me via the A34 to get on to the M4.

    Sadly it was the A34 slip roads on to the M4 that were closed in both directions. This led to a 20-mile unnecessary diversion to get on to the motorway in the right direction. Not what I needed. It has led to me second guessing the usually excellent system. One morning I didn’t believe its traffic warnings, and ended up trying to get on to a closed M4. The M4 was shut from J13 to J5 and the back road diversion was far from userfriendly. Still the #BMW M5 devoured the A and B-roads as you would expect.

    The ability of the M5’s boot to swallow luggage for a family of four for ten days with ease never ceases to impress. The thought that has gone in to designing the usability of this car makes it a perfect fit for family life. As I have said before I am struggling to think of a replacement that is as flexible and special as the M5. I have been looking, but even with the fantastic deals that are available in the build up to the new registration, I haven’t found anything that would offer as much fun and usability without being a depreciation disaster. I think I will run the car now until the end of the extended warranty in March, unless something interesting comes along!
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    The greatest M-car? Is the ballistic 600hp 30 Jahre #BMW-M5-F10 BMWs finest hour? Crowning Glory. Just how good is the celebratory 30 Jahre M5? Is it the company’s best-ever supersaloon? The standard M5 is a brilliant machine but for the 30 Jahre version #BMW M turned everything up to 11 to create one of its finest ever achievements Words: Bob Harper. Photography: Dave Smith.

    As an exercise in mismanagement this ranked up there, almost on a par with anything Ricky Gervais’s David Brent could have come up with. It all started so well, with BMW’s undeniably sexy and brutally fast 30 Jahre M5 booked in for the week which would encompass a weekend in Devon plus the usually gamut of photo shoots, commuting and day to- day living. The first fly in the ointment was the cancellation of our weekend away in Devon – no blasts across Dartmoor in the M5 then. The second disaster was my wife offering up my services as removal man for the weekend and while the M5’s split folding rear seats do offer some excellent additional practicality the only way the items I needed to move would fit in the Five would be if I converted them into component form with the aid of an axe.

    So when Friday afternoon came around and going home time loomed large I offered the keys to Munich’s finest to Features Writer Simon, and saw him move faster than I’d previously witnessed – he almost ran out of the door just in case I suddenly changed my mind. After a weekend of tedium in my Passat estate lugging chests of drawers around London it came as little surprise when snapper Smithy and I rendezvoused with Simon at the crack of dawn along the M4 the following Monday that he had a grin across his face like a Cheshire cat and a large handful of receipts for super unleaded – he’d certainly been enjoying himself.

    I let him continue to enjoy the high life as we sauntered down the M4 to our photo shoot location in the Brecon Beacons and catching a glimpse of the 30 Jahre’s LED daytime running lights every now and then in the rear view mirror rising and falling as he went on and off the throttle demonstrated what an eye-catching visage the hot Five has. I know Simon’s following me so isn’t likely to want to overtake, but nevertheless I still want to move out of the M5’s way when it comes up behind me – the gaping air intakes, stealth paintwork, discrete #BMW-M5 badging and those twinkling LED lights combine well to give the car a very aggressive face. It might as well have a neon reverse script ‘move over’ sign in its gaping central maw that’s currently sucking in the cool air to keep the V8 twin-turbo motor cool.

    We arrive at our location without a hitch and it’s my first chance have a proper look around the M5 and it doesn’t disappoint. Simon’s not always one to be effusive over a test car but he hardly stops babbling about its various charms. Perhaps one of the most impressive nuggets of information he imparts is that on this morning’s 170-mile run to Wales it’s averaged 29 miles to the gallon which is pretty good going for any large petrol engined saloon, let alone one packing this much horsepower. We do need a quick recap though to see just what this machine has that singles it out from your everyday M5.

    The M5 30 Jahre Edition, to give the beast its full title, was introduced last year to celebrate 30 years of M5 production and it was limited to just 300 examples, all finished in Frozen Dark Silver, and just 30 of which were destined for the UK market, so about as rare as a modern day BMW gets these days.

    Mechanically the big news was the fact that this machine was to be the most powerful production BMW ever produced with a stonking 600hp and a ‘bahnstorming 516lb ft of torque, with the additional 40hp and 14lb ft coming from some ECU tweaks and an increase in charge pressure. This power upgrade also made the 30 Jahre the most accelerative BMW ever produced, with the 0-62mph time dropping to a scant 3.9 seconds, a 0.4 second improvement over the regular M5, and a pretty amazing feat for a machine that weighs just a smidgen shy of two tonnes.

    More or less the rest of the car’s mechanical specification came from the Competition package for the M5 which while it offered a power upgrade was perhaps more concerned with sharpening the M5’s already capable chassis. So for the 30 Jahre we have a set of springs and dampers that have been finely honed and mildly firmed up which has resulted in a 10mm drop in ride height. Some criticism has been aimed at the ‘normal’ M5’s steering for being less communicative than of old so for the Frozen Silver missile M has recalibrated the standard fit M-specific Servotronic steering with more direct mapping and in order that the rear end can be brought into play a little more readily there have been tweaks here too, with an additional control unit for the Active M Differential for better traction and a recalibrated DSC to give what BMW describes as ‘sporty handling.’

    There’s plenty of additional kit fitted as standard and plenty of bespoke 30 Jahre items but before we get into those and getting the static pictures in the bag I need to give the car a drive before we get busy with sponges and chamois. This is a machine I’ve been itching to sample since I first saw it and I have to have a quick blat up the road, just to form some initial impressions. Thumbing the starter button brings a wonderful whuuumpf from the exhaust as the big V8 erupts into life but it soon settles down to a gentler melody. As per the regular M5 there are both auto and manual sides to the dual clutch transmission so I select the quickest auto setting and pootle off up the road. I’m not quite sure what I’m expecting but the first 500 meters demonstrates that this isn’t going to be the uncouth, barely tamed muscle car that some might expect from a 600hp supersaloon. In fact, at normal speeds, and if you treat the throttle pedal with respect it’s so calm, composed and discreet that you could almost be driving any 5 Series.

    I have an exploratory run up the road and once I’ve confirmed that it’s clear it’s time to put the hammer down for the first time. The ferocity of the 30 Jahre’s acceleration takes me by surprise – you really are forced back into your seat as the V8 bellows its approval and in the blink of an eye the seven-speed DCT is swapping ratios with just enough of a thump to know that it’s happening yet in a far more sophisticated manner than folk used to the previous generation’s SMG transmission would be expecting.

    The speed with which the numbers on the head-up display are increasing is somewhat frightening and with the rear end firmly squatting into the Tarmac the road just seems like it’s being dragged under the car and spat out behind it while the exhaust snarls and barks enthusiastically. With the speedo firmly buried in the zone marked ‘licence loser’ I call on the monster stoppers to wash off the majority of the speed which is something they do with alacrity all day long, thanks to the Carbon Ceramic set up with which this machine has been optionally equipped.

    Returning to our photo spot I can’t wipe the grin off my face and my only thought seems to be to get the pictures taken as quickly as possible so I can slip behind the wheel once more. Once we’ve cleaned the M5 I make myself busy spotting all the parts that are specific to the 30 Jahre. Up front the kidney grille surrounds are finished in dark chrome, as are the side gill surrounds on the front wings which also contain a 30 Jahre M5 badge, as do the sill trim covers, and if this car was sporting a standard exhaust the quad tips would also be in the black chrome finish. The wheels are the lighter weight items that are also fitted to the Competition pack M5 and M6 and while they certainly help in reducing unsprung weight a tad, personally I think aesthetically I prefer the standard 20-inch alloys – these ones just look a little bit too ‘bling’ for my taste.

    Inside the M5 there have also been plenty of changes with M Sport multi-function seats upholstered in Individual Black alcantara and full Merino leather and swathes of alcantara adorn the head lining, centre console trim and door trim panels as well as the rim of the multi-function steering wheel. There are more 30 Jahre logos too – the ones embroidered into the backrests of the four seat backs look classy and well executed, the one that’s stuck onto the dash trim in front of the passenger the polar opposite, appearing cheap, tacky, and on this 6000- mile example already starting to peel ever so slightly at one corner. It’s an utter anathema on a £90,000 motor car – would it really have broken the bank to have a proper plaque à la Alpina?

    Dash sticker apart it looks and feels a million dollars, but then it should do – the 30 Jahre Edition costs £18,000 more than the standard M5. For your money you get the paint, the bespoke interior, mechanical upgrades, 20-inch lightweight alloys and a smattering of items that are optional on the standard car fitted as standard, such as a Harman Kardon sound system, Adaptive LED headlights, Comfort Access, Driving Assistant and split folding rear seats. Of course there’s still an extensive options list and ‘our’ car has an additional £22,000-worth of kit fitted, with two big ticket items accounting for the majority of that cost, the £7395 Carbon Ceramic brake set up and a BMW M Performance exhaust at an eyewatering £6890. Ouch.

    With the static and detail pictures in the bag it’s time to give the M5 a little work out for the action pictures and driving up and down the same piece of road several times for the camera allows you to push a little harder on each run and try out the car’s different modes. It’s devastatingly quick in full auto, but I soon flick over to the manual side of the gearbox which gives you the feeling of becoming a little bit more involved in the driving experience and soon I’ve dialled in the Sport setting on the suspension and gone full-on Sport Plus for the power delivery. The steering though remains in Comfort mode as I still prefer this to the heavier Sport settings.

    Where the car felt wonderful before it now becomes fully alive and is utterly mega. The throttle response is now razor sharp with the slightest pressure on the pedal bringing more performance and in this setting the fully-titanium exhaust really sings, becoming more strident, louder and offering up more crackles and ‘brummph’ noises on each full-bore gear change. The suspension seems ever so slightly more focussed than in the regular M5, and the steering, dampers and revised differential really feel like they have been hewn from the same piece of material, combining so well to give you huge levels of confidence in the car’s ability. All the while the V8 offers up a perfect muscle car soundtrack, egging you on, safe in the knowledge that the Carbon Ceramics can haul you back down to saner speeds time after time. As an all-round package this car really has it nailed.

    On the cover we posed the question as to whether this was possibly ‘The greatest M Car?’ It’s a tough question to answer, and comparing machinery from different eras is so subjective that it’s almost impossible to come up with some valid conclusions. That it’s faster is a given, as is the fact that it grips harder, too. It’s certainly the most rounded machine the company has ever made – ungodly fast at times, yet quiet, refined and cosseting when you want it to be – as the consummate all-rounder it’s virtually without peers. And for me it’s the pick of the current M-car range. And it’s for that reason I pull rank and toss Simon the key to my Passat, point the M5’s nose towards the east and disappear in a flurry of wheel spin with the glorious exhaust note ricocheting off the hills. A glance in the mirror reveals a face looking so utterly dejected that I almost feel guilty for stealing Simon’s weekend plaything. The M5’s like that, it gets under your skin, goading you on to go for one last drive. If there was just one tank of unleaded left on the planet I’d be filling the 30 Jahre’s tank and heading for Wales and the removal van duty would have to wait for another day.

    The fully-titanium exhaust really sings, becoming more strident, louder and offering up more crackles and ‘brummph’ noises on each full-bore gear change.

    TECH DATA #2015 #BMW-M5-30-Jahre-F10 #BMW-F10 #S63B44 #S63B44TU #S63
    ENGINE: V8, 32-valve, twin-turbo
    CAPACITY: 4395cc
    MAX POWER: 600hp @ 6000-7000rpm
    MAX TORQUE: 516lb ft
    TOP SPEED: 155mph (limited)
    0-62MPH: 3.9 seconds
    PRICE: £91,890 (OTR), £113,710 (as tested)

    It’s certainly the most rounded machine the company has ever made – ungodly fast at times, yet quiet, refined and cosseting when you want it to be.
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