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    Utterly insane twin-supercharged V10 1 Series will rock your world

    Twin-supercharged V10 1 Series

    Does a 1 Series need a V10? No. Does it also need twin supercharges? No. This 1 Series has both those things. Deal with it. Words: Elizabeth de Latour. Photos: Speedyshots.

    We’ve had some pretty wild 1 Series feature cars in #PBMW over the past 12 months but we figured we’d save the best for last and go out with a bang, this being the final issue of 2016 and all. And bangs don’t come much bigger than a twin-supercharged V10 1 Series. Merry Christmas everybody. In south eastern Germany, a couple of hours drive out of Munich, lies the small town of Geiselhöring. There’s a railway station, timber yard, a pizzeria, and a supermarket; it takes a few minutes to drive from one end of town through to the other and out into the German countryside. It’s a pretty town with some lovely old architecture and you might catch a glimpse of it through your car window as you drive through Geiselhöring on your way to somewhere else. But this unassuming German town has a secret. I know this because, years ago, I travelled there for a festival of E30 M3s and discovered the secret for myself.

    Once upon a time, many, many years ago, a man named Karl Jungmayer, a man with passion for cars, for racing and especially for BMWs, established a #BMW garage which quickly gained a reputation for excellent service and superior BMW know-how. In time his son, Karl Junior, joined the family business and then his son, also named Karl, followed in the footsteps of both his father and grandfather and became part of the family’s rich BMW history and tradition. For a time, all three generations of Jungmayers, three men named Karl, were able to enjoy their love for BMW together, with Karl Sr. having amassed a spectacular collection of classic BMWs over the years and Karl Jr. adding to it with a burgeoning collection of his own. Sadly, time did what it does and Karl Sr. passed away a few years ago and, tragically, earlier in 2016, Karl Jr. lost his father after a long battle with illness. At 25 he is now the owner of his own workshop, a huge responsibility at a young age, but he also just so happens to be a BMW Master Technician. One glance at the cars he’s built for himself tells you this is a man who not only lives and breaths BMW but who also has the serious technical expertise to build a car as spectacular and utterly unhinged as this 1 Series.

    “I had a plan,” says Karl as we try to work out in what universe building this car seemed like a reasonable thing to do. “I wanted to take the smallest car from BMW, the 1 Series, and fit it with the biggest engine, the legendary S85 V10.” Simple. That would really be enough for most people, and we could wrap up the feature right about here, but for Karl that was just the tip of a very large V10-powered iceberg. “We made this little monster,” he says, gesturing at the five-door E87 1 Series that was chosen for the transplant, “but with 507hp it was not enough.” Sorry, we have to just pause there for a moment. 507hp really is enough. It was enough in the E60 M5. It was enough in the E63 M6. And it would have most definitely been enough in a small, light 1 Series hatchback. But we’re clearly in the wrong, here. So, if 507hp isn’t enough, what do you do about it? “When I saw the #G-Power-Bi-Kompressor kit I knew I needed it,” grins Karl. Yeah, that’ll do it. What you have to realise is that we’ve skipped over the six months’ worth of weekends that it took to fit the V10 into what started life as a 120d, with an absolutely vast amount of work required to make it fit. All that work was carried out under Karl’s company, #KJ-Performance . Karl says that the steering, sump, exhaust manifolds and drive belts all had to be modified, along with a lot more besides. Be under no illusion that this was anything less than a Herculean engineering task. You have to take our word for it that there’s even a V10 in the engine bay because you can’t actually see it. Bonnet off, it’s all about the superchargers. Supercharges. Two superchargers. They’re not small, either; a pair of ASA T1-313s, each one measuring over 20cm in diameter and weighing 5.5kg, each one rated up to 420hp. These are serious pieces of kit and they dominate the engine bay. And then there’s the massive chargecooler setup mounted on top of the engine and the stuff you can’t see, like the uprated injectors and completely custom exhaust system. And, of course, you can’t fit an S85 V10 with just any old gearbox, the two choices being the ZF Type G six-speed manual, as available in the US and Canada, or the seven-speed SMG III. Here Karl has opted for the latter, with SMG not only being better suited to the S85 but it’s also a far more impressive technical achievement to see this transmission mounted in a 1 Series.

    Strapping two superchargers to a V10 and then stuffing it all under the bonnet of a 1 Series is all well and good but what you’ve got now is a 120d with hundreds of horsepower that it was never designed to deal with in the first place. You need to get your chassis and transmission well and truly sorted or you’re going to have a pretty bad time. So, what did Karl do? Well you may or may not have noticed that the front and rear arches of this 1 Series are ever so slightly wider than on an ordinary 120d, 1cm at the front and 2.5cm at the rear, and that’s because the car’s been fitted with the front and rear axles from an E92 M3, brakes, suspension, the lot, along with an uprated front anti-roll bar, which means this 1 Series now has a fighting chance when trying to cope with the vast amounts of power and torque being churned out by the engine.

    Of course, building a monstrously powerful 1 Series doesn’t have to be all business and ensuring that a car like this looks as good as it goes is just as important as what’s under the bonnet. Karl’s definitely kept things subtle on the styling front, hinting that there’s something going on beneath the surface of this 1 Series but without shouting about what it’s capable of.

    The more aggressive front bumper is from an E82 135i Coupé, enhanced with the addition of a carbon fibre splitter. At the rear the roof spoiler comes from BMW’s aero kit and the single tailpipe definitely isn’t giving the game away. The only exterior modifications that let you know that this 1 Series is not to be messed with are the V10 badges beneath the side repeaters and the holes in the bonnet which have been covered with mesh and which sit right above each of the superchargers, helping to keep them cool. The wheels are #BBS-CH -Rs, 8x19” up front and 9.5x19” at the rear, and they look really good on the 1 Series, both in terms of style and size.

    The interior hasn’t been forgotten about and there’s plenty to get excited about here. Clearly not content with fitting M3 axles, Karl decided to fit the front seats from an E90 M3, along with a DCT steering wheel, the paddles ready to be integrated with the SMG gearbox. The SMG gear selector looks like it could have been factory-fitted while the iDrive now allows Karl to configure the SMG’s shift programme and the engine’s power mode, while the instruments are a custom combination of 120d and E92 M3 elements, with the gear selection displayed in the middle of the cluster.

    This 1 Series is an absolute masterpiece of engineering and an incredible achievement. The engine swap alone is mind-boggling and that’s before you factor in the superchargers and making it all work, and the SMG, and the M3 underpinnings. It’s a mesmerising machine and one that delivers on every level. No aspect of the car has been overlooked; it’s a performance #BMW through and through. Of course, it comes as no surprise to learn that a man who deemed a 507hp V10 to be insufficient for his 1 Series project is still not satisfied. “We need a new exhaust system for more power and we need more boost,” he says. Seriously!

    Engine bay is dominated by the twin chargecoolers, with the V10 somewhere beneath them, and those massive twin superchargers.

    DATA FILE #Twin-supercharged-V10 / #BMW-E87 / #BMW-1-Series / #BMW-1-Series-E87 / #BMW / #BMW-1-Series-V10 / #BMW-E87-V10 / #G-Power / #SMG / #BBS

    ENGINE AND TRANSMISSION 5.0-litre #V10 #S85B50 / #S85 / #BMW-S85 , modified steering, sump, exhaust manifolds, drive belts, #G-Power-SK-III-RS-Bi-Kompressor kit with twin #ASA-T1-313 superchargers and twin chargecoolers, M550d intercooler, uprated injectors, custom exhaust system with single tailpipe, seven-speed #SMG-III gearbox

    POWER 750hp, 530lb ft of torque

    CHASSIS 8x19” ET40 (front) and 9.5x19” ET35 (rear) #BBS-CH-R wheels with 225/35 (front) and 255/30 (rear) Continental ContiSportContact 5P tyres, complete axles with brakes and suspension from E92 M3 (front and rear), uprated front anti-roll bar

    EXTERIOR E82 #BMW-135i / front bumper, carbon front splitter, custom vented bonnet with mesh inserts, BMW aero kit rear spoiler, arches widened by 1cm (front) and 2.5cm (rear)

    INTERIOR E90 M3 front seats and DCT steering wheel, SMG gear selector, custom instrument cluster

    “I wanted to take the smallest car from BMW and fit it with the largest engine”

    Dash is a mix of 120d and E92 M3, while iDrive display allows configuration of engine and transmission

    “We made this little monster…but 507hp was not enough”
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    The Re-evaluation What better way to revisit the E60 M5 that taking a 25th Anniversary model for a spin?

    Could a run out in an immaculate 25th Anniversary Edition of the E60 M5 change Mark Williams’s mind about the V10 bruiser? Words: Mark Williams Photography: Mark Williams/James Paul

    When was the last time you tried something and declared a yay or nay view only to then return some time later and reverse your opinion? It seldom, if ever, happens to me, but a recent opportunity to drive a very rare E60 M5 served not only as a chance to experience a fresh and fit S85 V10 but also to revisit a car against which I was rather cool upon first acquaintance.

    I drove an E61 M5 for October 2014’s issue of #BMW Car, and while the melding of power, poise, composure and connection was a powerful mix, especially when combined with the Touring’s practicality, something didn’t quite click during the test and I came away in awe of the S85 V10 and its epic reach, but feeling slightly short changed in that I had to really work the car in order to extract anything meaningful from it. A bit like a chocolate sundae where the good stuff is buried under four scoops of cream – by the time you’ve started the interesting layer, the moment’s gone.

    In contrast to today’s common-or-garden 30 Jahre M5 and the previous Competition Pack editions, the 25th Anniversary Edition is an extremely rare beast. Globally, for every example ever made there are around twelve 30 Jahre editions. And when was the last time you saw one of those on the road? BMW only made twenty-seven 25th Anniversary Editions (24 E60s and 3 E61s), only eleven of which exist in right-hand drive. One of those defected to Australia upon leaving the factory, which means that only ten of these machines exist in this country, assuming none have since been exported. So as rare M5s go, you’re looking at the definitive article. And thanks to the affable chaps at James Paul it’s mine for an entire afternoon. 29k miles, immaculate, and sitting here in front of me, under trees which dissipate the light such that it falls and flows over the Frozen silver paintwork, it looks strangely alluring.

    But if I’d already signed off the E61 as lacking a little something, why bother with the saloon version? Because I’ve always had this nagging doubt that I was missing the point before. And because the car stands as the last normally aspirated M5 and despite its paddle shift (or maybe because of it), will likely as not grow a following and gain increasing value in years to come. More of us are now reaching for our calculators, then reaching even further for the ‘man maths textbook’ and buying these beasts as prices are dropping. Which is what Lee Simms did, who got in touch with yours truly just after my YouTube review of this car went live. We’ll get to Lee’s impressions of The Beast a little later.

    So, let’s walk around it first and understand what separates this from the regular car. Externally, other than the paintwork, the answer is ‘very little’. Badging, vents, wheels, exhausts, sat-nav fin, boot lid spoiler et al are all as per the standard car. And that’s absolutely fine because there’s something about the E60 version of the M5 which is ageing rather nicely to my eyes, especially in the face of the (admittedly still elegant) F10 iteration which seems a size larger somehow. All twenty-seven 25th Anniversaries came in this Frozen silver shade, and whatever you think about the effect in photographs, I can confirm (subjective as it is) that in the metal the effect is quite striking. One doesn’t get that satisfying shine which comes from a good wash and polish of course but the responses from surrounding motorists (which range from bemused through to disapproving in a heartbeat) more than make up for it.

    Inside, apart from a few well-chosen items from the ‘Individual’ options list, such as the Alcantara headlining and black piano trim, plus a build plaque, the same ‘light touch’ applies in terms of Anniversary specific changes (for the UK market anyway. In Germany, a bi-colour black and Silverstone Merino leather finish was offered). Which means a plush environment, also in Merino leather, open-faced dashboard architecture and that simply awful HVAC system which requires you to press, turn, click and rotate several hundred times just to set the air direction. Argh! Not BMW’s finest hour. But otherwise this is a lovely place to be. Slathered in leather of course which will soon get nauseous on a very hot day, and I can confirm that black piano trim is a real blighter to keep clean, but otherwise it’s dead easy to get comfy in here and the multi-contour seats with adjustable supports inbuilt into the headrests combine with the supple full Merino leather to whisper wellbeing and luxury. Then you spy the embossed ‘M’ insignia in the headrests themselves, plus the subtle badging in the instrument cluster, the HUD flickers into life as you tickle the ignition awake and you remind yourself that this is a sports saloon first, luxury cruiser a very distant second.

    March 2007 saw the LCI refresh of the E60 range, and the ignition key was replaced with what has since become the ubiquitous start/stop button. So thumb that and after a brief and surprisingly languid-sounding starter spins the crank, the S85 awakes from its slumber. And here’s the thing, it settles down to a quiet and cultured idle, not at all the fairly busy sound which I recall from other (earlier) E6x M5s I’ve driven, including that Touring. I don’t subscribe to the description that this engine sounds ‘diesel-like’ at idle but I’m even less in favour of it now; this one sounds far smoother. An impression which is further reinforced when I drive an older, higher mileage example a few weeks later. One wonders whether BMW refined these motors, or at least the sound deadening, during the six years it was in production.

    Stroke the throttle and the revs increase, and here comes the noise. I’ve described it in the past as mechanical cream, and there is a delicious metallic timbre to its voice, multi-layered and mournful. This is the kind of engine I’d envisage Bram Stoker working hard across the North Yorkshire Moors one night, dusk falling, wind cutting across the open country as he blasts through the fading light towards the coast, visions of demons on the storm-ridden horizon flashing through his mind and the wail from the exhausts mixing it all up into one feral shriek. And then of course he goes for a gear change and the spell is broken before he commits the idea to paper… Thankfully M5s didn’t exist in his day, otherwise we’d have never been able to read those imagery-ridden paragraphs of his seminal piece.

    SMG III was an excellent idea but by today’s standards it’s a tad uncouth. Rather like a tired child at a quiet evening restaurant, all it wants to do is complain and whinge when what you really want and need is obedience and for it to be less obstinate. It’s not uncooperative per se, but it is slow and dim-witted if you try to drive the car as an automatic.

    One needs to recalibrate your brain in order to recognise that left and right foot first have to go through a divorce, in as much as gear changes require a right foot lift whilst the left leg remains dormant, the torque reduction management role being taken up by the computer which controls clutch actuation. It takes practice at first, but effecting that slight lift as the paddle is clicked softens things out to a more than acceptable degree. But stab the paddle for an up change without easing off the power when you’re on a charge, and the resultant slap in the back feels like a 40 tonner has just collected you from behind.

    Still, this is all well and good. Rose-tinted specs combined with impressive power and luxury when compared to one’s own, rather more mundane BMW, may have a tendency to spice things up to a level which is rather more than ideal. Does the polish and shine fade after a few weeks or months or ownership? Lee Simms bought the car you see here, direct from James Paul (isn’t the internet a wonderful thing?), so I asked him to relay his experiences since purchase…

    “The car is a keeper for me as it ticks all the boxes, good for popping out with my wife, or having fun around some A-roads where it really comes alive. The running costs don’t even come into your mind when you’re on it. As for all the troubles, I’ve not had any issues with either the clutch or the gearbox. When it’s in auto it drives well and when it’s in manual it drives like a sports car. All-in-all it’s a car I’ve always wanted and it hasn’t let me down.”

    A lot has been made of the M5’s stoppers down the years, and indeed only recently has BMW started fitting its performance cars with performance brakes. That said though, the E60 M5’s brakes are powerful and adequate for daily use and on this example they pulled the car up in short, square order. Steering is sharp enough at the helm with good speed and a faithful response, which I seem to say all the time of BMWs but it really does apply to the majority of them.

    Handling wise you’re obviously aware of a stiffer chassis going to work across the occasional broken Tarmac around West Sussex (even if the ride does calm down appreciably on the open road) and experiencing the active side bolsters digging you in the ribs into and through the more challenging corners. It’s never anything less than animated, involving and having a layer of isolation removed when compared to the cooking versions. But buying a car like this and expecting a magic carpet is rather missing the point.

    As is the thorny subject of fuel economy. Let’s get straight to the bottom line. If you worry about the fuel consumption these things offer up, then you can’t afford it and at best, should consider a 545i or 550i of the same vintage, or better yet a 535d. The E60 M5 consumes fuel with absolute disdain and the test car managed a rather disgraceful 15mpg on test, less in the towns around James Paul’s base near Horsham. The 5.0-litre V10 drinks the stuff and the reward you get is that noise and that shove when you wind it up. But the payoff is having to fill it up at least once a week for most people.

    The power delivery was one area I criticised the E60 M5 for, the last time I drove one any proper distance, and it’s still the case today that nailing the throttle to the bulkhead and having to wait a moment for the crank to spin with meaning doesn’t sit well in a world which craves instant gratification. Invest in it though, find the time to wind it up, open up the stratosphere where this engine revs so freely and you do begin to see the point. You’ll be going like the absolute clappers by this point of course, but then you get nothing for nothing in physics.

    For a full breakdown of what one needs to look for before purchasing an E60 or E61 M5, October 2015’s issue of BMW Car has a full Buying Guide including the all-important Vanos and gearbox facts and figures, plus warranty details and so on. Read it from start to finish if you’re considering buying one. It’s one of those cars where you need to do your homework thoroughly, and buy the best you can afford.

    For me personally the M5 still appeals to the heart but not to the head. The noise I adore, the feeling as it escapes surrounding road furniture under power in third gear and the epic reach when the S85 makes itself felt, is truly special in this age of broadband torque monsters and even the gearbox I have begrudgingly grown to respect and admire.

    But that’s the heart talking. The head says the fuel economy is just woeful, the spectre of big bills from the ‘box too strong to ignore, and the possibility that on a few cold mornings in winter it will be a recalcitrant, unruly and unhelpful companion render it a non-option. I love the idea of one, but I couldn’t bring myself to buy one. That said, I now have more love and respect for it than previously, and time exposed to its charms has resulted in understanding it a little more. It still bugs me a little that one has to work in order to extract the best from it, but I don’t necessarily think that’s an issue any longer; it just means the car demands to be driven. If you own one then hats off to you, continue to burn 98RON at an impressive rate, because big beasts like these are a thing of the past.

    THANKS TO: James Paul / Tel: 01403 823723 / Web:

    This is a sports saloon first, luxury cruiser a very distant second.

    Inside the 25th Anniversary machine is an expanse of black Merino leather which is a step up from traditional BMW fare; door sill plates tell you this is a rare beast as you step into the cockpit.

    ENGINE: Ten-cylinder, 90-degree V configuration / #V10 / #S85B50 / #S85 / #BMW-S85 /
    CAPACITY: 4999cc
    BORE/STROKE: 92.0/75.2mm
    MAX POWER: 507hp @ 7750rpm
    MAX TORQUE: 384lb ft @ 6100rpm
    0-62MPH: 4.7 seconds
    0-125MPH: 14.1 seconds
    0-1000M: 22.7 seconds
    WEIGHT: 1855kg
    ECONOMY: 19.1mpg
    TRANSMISSION: Seven-speed #SMG-III / #SMG
    BRAKES: Vented and drilled discs, 374x36mm, twin piston callipers (front), vented and drilled discs, 370x24mm, single piston callipers (rear)
    STEERING: Rack and pinion, variable servotronic
    WHEELS: 8.5x19-inch (front), 9.5x19-inch (rear)
    TYRES: 255/40 ZR19 (front), 285/35 ZR19 (rear)

    25th Anniversary badging is pretty minimal; plenty of luxuries come as standard with the M5; SMG III gearshift can make or ruin the car depending on your mood or driving conditions.
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    The E60 M5 is still a seriously fast car, and this all-black example is seriously menacing with it. Words: Elizabeth de Latour. Photos: Matt Richardson. The E60 M5 is an aggressive-looking machine and when dressed in all-black it takes Tarmac intimidation to the next level.

    The E60 M5 is arguably one of the biggest performance bargains about and while some brave pills might be necessary once you’ve looked into how much it can potentially cost to repair if/when it goes wrong, the prospect of owning a 5.0-litre V10 for a shade over £10k is one that’s hard to resist. While the E60 might not be the best built BM about and SMG doesn’t appeal to everyone, the S85 V10 is an incredible engine and in many ways the E60 M5 experience is probably 90% engine. At a time when turbocharging is dominating both the performance and economy ends of the automotive market, a large capacity, highrevving, naturally aspirated engine shines like a beacon of rebellion in a sea of conformity and, for Christian Elliott, it was a big part of what drew him to buying this E60 M5.

    “I’ve always liked German cars,” he begins, and he’s owned a few rather exciting examples… “I’ve had a Mercedes C63 AMG, CL65 AMG as well as a 997 Gen 2 911 GT3 RS but I’d always wanted an M5. I tried a few M3s and the F10 M5, which was very good, but nothing like this on the road – I love the V10, it’s all about the engine.” Christian bought the car from a friend, who had usefully done all the mods already, with it joining the aforementioned C63 AMG. “I kept the Merc as an everyday car, whereas the M5 is for car shows and road trips, something I can enjoy on special occasions. I took it to Le Mans and it got so much attention. It felt so good to drive there.”

    The E60 M5 is an exceptional machine out-of-the-box and while Christian’s friend didn’t go mental on the modifying front, there’s actually not that much you can really do without spending silly money. He’s done everything that Christian would have wanted to do had he bought the car stock.

    Naturally, you can’t possibly own a V10 without attempting to extract a little more power from it, and popping the bonnet reveals, alongside the rather fetching red engine cover, a K&N Typhoon induction kit with a pair of free flowing air filters replacing the bulky standard air boxes, allowing the insatiable #V10 to get its fill with the heat shields ensuring hot underbonnet air is kept at bay. Peer through the grilles and you’ll also see a pair of RPi scoops, which further help to direct cool air straight to those massive air filters and, at higher speeds, create a ram effect for even more power. Running freeflowing filters instead of the standard air boxes has another beneficial side effect – more noise, and that’s definitely a good thing where V10s are concerned.

    Speaking of noise, take yourself around the back of this M5 and you’ll be faced with the massive, 120mm (that’s nearly 5”) quad oval tips of the Eisenmann Race exhaust system and if you think it looks intimidating, wait until you hear how it sounds. Stock, the M5 is pretty quiet, as you’d expect from BMW, with just enough of that V10 music for most when you get on the throttle but if you’ve bought your M5 for special occasions when you want it to put a massive smile on your face, you want noise and the Eisenmann Race delivers. This is the loudest setup the company offers and it certainly doesn’t scrimp on the volume – just idling and moving around for the photos the noise coming out of the back of the M5 was incredible and then, before leaving, we asked Christian to perform an emergency start for us and at full throttle his M5 makes an unholy noise. To call it ear-splittingly loud would not be an understatement and we could still hear the car long after it had disappeared from view. It’s the kind of sound that makes you want to run out and buy an E60 M5 and, whilst we don’t think we could live with it day-to-day, it’s exactly the kind of sound you want from a V10.

    As far as looks are concerned, the E60 was a shock after the E39 but it’s ageing well and in M5 guise it’s still got all the subtle aggression of a sharply dressed doorman. Black gives the M5 a sense of menace and this has been further enhanced with the addition of… even more black. There are black roundels, black grilles, carbon front and side splitters, carbon-wrapped side gills and rear diffuser and then there are the very large and very black wheels.

    On its stock 19s the M5 looked okay but there’s a lot of body above the rear arches which immediately creates a challenge and also makes the rear wheels look smaller than the fronts. The only solution is to go big and, whereas its predecessor’s wheel size sweet spot was arguably 19s, the E60 can comfortably swallow seriously big wheels without them looking silly.

    Case in point, the Corniche Challenge 21s on this car. The seven-spoke design is an interesting one – it’s a deep concave wheel but at the edges the spokes start out flat before angling inwards. It makes them look heavy and hard-edged; an aggressive wheel for an aggressive car and the thick multiple spokes work well. This E60 M5 has also been treated to a serious drop and all that’s been used to achieve that is a set of #H&R lowering springs, but considering how well it sits (with the arches a whisker above the tyres), there’s no need to go the whole hog with coilovers if you just want the car a bit lower.

    In stark contrast with the blacker than black exterior, the interior is blindingly bright, the white leather paired with brushed aluminium trim and the steering wheel roundel has also been swapped for a black one to match those on the outside.

    Christian’s M5 might not be the last word in out-and-out modified machinery, but it’s always good to see someone taking on the mighty E60 M5. Sadly, despite his clear love of the car, it has since been sold due to a move from the spacious countryside to good old London, which means no cars at all in fact. For a little while, at least. “I don’t know how long I can cope without a car,” he laughs, “I would 100% buy another E60 M5, I absolutely loved my time with it, but I’d also love to buy and modify an F10 M5 at some stage.” Whatever the motoring future holds for Christian, we can’t imagine this German speed addict will be able to resist the lure of another M car before too long…

    Bright interior offers stark contrast to the exterior.

    DATA FILE #BMW-E60 / #BMW-M5 / #BMW-M5-E60 / #BMW /

    ENGINE AND TRANSMISSION 5.0-litre V10 #S85B50 / #S85 / #BMW-S85 , red engine cover, #K&N-Typhoon / #K&N induction kit, #RPi scoops, #Eisenamnn Race exhaust with quad 120mm oval tail pipes, standard seven-speed #SMG-III gearbox / #SMG -III

    CHASSIS 9.5x21” (front) and 10.5x21” (rear) Corniche Challenge matt black wheels with 255/30 (front) and 295/25 (rear) tyres, spacers, #H&R lowering springs.

    EXTERIOR Black grilles, carbon-wrapped side gills and rear diffuser, carbon front and side splitters, black roundels, face-lift red rear lights, smoked side repeaters.

    INTERIOR White leather, brushed aluminium trim, black steering wheel badge.

    Menacing 21” Corniche Challenge wheels are the perfect size for the E60 and really fill the arches.
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    Wiesmann makes some of the finest BMW-powered creations around and the V10-engined MF5 was its wildest offering.

    Wiesmann has been creating bespoke, exotic and extravagant supercars using BMW underpinnings for quite some time now and the company’s hand-built offerings are truly something to behold. With styling reminiscent of old British sportscars, they have an inherent charm, while the meticulous German engineering and attention-todetail combined with the BMW mechanicals mean that you can enjoy a slice of grade A auto exotica without the associated running costs.

    The MF5 has existed in a couple of incarnations, with this being the previous generation hard-top model powered by the 5.0-litre S85 V10. With 507hp on tap and weighing just 1380kg, the GT MF5 was simply incredible: 0-62mph took just 3.9 seconds and the top speed stood at 192mph, making this a genuine supercar. It certainly had the looks to match, too, with a ridiculously wide stance, huge arches, massive mesh grilles and a high-rise rear wing and while there was a huge range of wheels available, the black-centred 20s on this particular example made it look positively evil. It also had a supercar price tag – you’d have needed £160,000 to buy one, and that’s before options…

    The beautifully finished all-leather interior, assembled in-house at #Wiesmann ’s saddlery, could be had in any colour, making for some dodgy interiors, but you couldn’t knock the quality, attention-to-detail or sheer number of cows involved in the process. Tucked into the tiny yet comfortable cabin, gripping the really rather small steering wheel, you quickly realised just how otherworldly fast the MF5 was, what sensational steering it had and just how complete a car it felt. Hand-built it may be, but with 300 hours going into the production of each car, you’d swear you could tell where every single one of those hours had gone. And then there was the noise, a V10 wail of such volume and violence that it would leave you stunned every time you put your foot down. The GT MF5 has since got faster, with the switch to the S63 twin-turbo V8, but the V10 version is without doubt the wildest machine ever to emerge from the company’s factory and a true dream machine.

    The #2009 - #2011 #Wiesmann-GT-MF5
    Engine: #BMW #S85 5.0-litre V10
    Transmission: Seven-speed #SMG-III
    How many: 58
    What is it: Bespoke German supercar
    Words: Seb de Latour. Photos: Matt Richardson.
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    You might think that a 507hp V10 would be enough but, as this M6 goes to show, a little bit more can go a long way. The V10 M6 is an awesome machine but there’s always room for a little improvement. Words: Elizabeth de Latour Photos: Paddy McGrath.

    The lure of a used V10 #M5 or M6 is almost impossible to resist. Prices are low, cylinder count is high and value for money is off the scale. Yes, SMG divides opinion; yes, fuel economy is dire; yes, range is poor; and, yes, the running and potential repair costs are painfully high. But come on, it’s a V10! Once you get above eight cylinders things start to feel really special. V8 BMWs, and V8 cars in general, are ten a penny but a V10 anything is much more rare and a lot more exotic. A V10 is a supercar-style of engine; it’s Italian exotica; it’s #F1 ! And the fact that now you can get a V10 in a fast German executive machine which is actually affordable is something to be celebrated – especially if someone then decides to modify their V10 M5 or M6.

    Kristjan Koik is one such man, the sort of man who buys an #E63 #M6 and decides that, yes, it’s quite good but it could be, you know, better. Estonian-born Kris cut his motoring teeth on a Lada of all things but has been into BMWs for about 15 years now, with a couple of E30s under his belt before having a fling with a modded Impreza STi. He then moved to the Emerald Isle where he got a taste for two-wheeled machinery, before marriage nipped that particular pastime in the bud and he returned to four wheels and BMWs, namely a modified #E46 M3 and this M6. “I bought the car in July 2014 from a dealer in UK and imported it to Ireland,” says Kris. “It was in absolutely immaculate condition. Since all my cars for the last couple of decades have been modified to some extent then the M6 was not going to stay stock for long. Once my lovely wife gave me the green light, I took the opportunity and bought all my dream mods before she could change her mind,” he laughs.

    The car was handed over to CA Technologies and, over the course of four weeks, underwent something of a transformation. Now, the V10 isn’t exactly short of power with a factory figure of 507hp (but typically around 485-490hp in practice) but if something is worth doing, it’s worth doing properly and Kris though it would be a shame not to have a crack at getting a bit more power from the S85. Despite being a highly-strung engine there is still a bit of latent power that can be extracted with the right selection of modifications. Step one was a remap, which added around 15-20hp. A solid start. CA Technologies also installed a Macht Schnell Power Pulley kit, which mainly improved low-end response and power. The combination of those two alone made a noticeable difference to performance. On the intake front, Kris opted for an Evolve Eventuri system, which not only looks exceedingly sexy with its carbon intake shrouds but delivers on the performance front, too. According to Evolve, the intake system has been designed to deliver improved throttle response, more torque, improved drivability and more power. Those intake shrouds ensure that the twin high-flow air filters receive cool air from outside of the engine bay, fed by a pair of nose-mounted MAY #2015 47 scoops that force air straight into the intakes at high speed. Not only does the kit deliver a healthy increase in power, another 12-15hp, it also makes an awesome noise, which is probably the second most important thing, especially where a V10 is concerned. And speaking of noise, there’s plenty more of it at the rear end thanks to the Eisenmann exhaust system CA installed with its massive quad oval pipes. If you’ve not heard an #S85 V10 running a high-flow intake and performance exhaust then let us tell you, it makes for one hell of a noise. That noise probably accounts for 95% of the V10 ownership experience and we can guarantee that whenever Kris puts his foot down all his troubles are instantly forgotten, bludgeoned into oblivion by a wailing wall of V10 noise.

    Chassis-wise, Kris hasn’t bothered with an all-singing, alldancing coilover kit, opting simply for a set of Eibach Pro-Kit springs which offer a little bit of a drop, just enough to get those arches filled, and more control out on the road than the standard springs offer. With all the extra power on tap, a brake upgrade was a wise move. Kris opted for a StopTech BBK up front with sizeable six-pot calipers finished in striking yellow and clamped onto 380mm pistons with uprated StopTech pads and braided hoses at the rear.

    When it came to the wheels we reckon that, generally speaking, concave wheels are the way forward for the M6 and Kris clearly agrees: “I went for Vossen CV3s. Along with the StopTechs they are my favourite modifications on the car.” We agree. The CV3s look awesome on the big Six. The design is simplicity itself, so clean. These 20s are 9” wide up front and 10.5” at the back and they are mounted on a 75mm stud conversion kit with a set of 10mm spacers to get the stance just so.

    Inside, there are lashings of carbon fibre, with a matching, chunky Carbontech flat-bottomed steering wheel and, in terms of the exterior styling, Kris has kept things nice and simple, choosing to just accentuate the M6’s natural aggression. That’s all this car needs really. Black front and side grilles are a given and there’s a carbon front lip that helps make that front look even lower, while at the back there’s a gorgeous Vorsteiner carbon diffuser, while the angel eyes have been upgraded with a set of Umnitza Orion halos. These subtle additions have made all the difference making the car look athletic and muscular.

    Kris has taken one of BMW’s most exotic performance machines and added a little extra spice that has just given it the edge in terms of looks and performance. “I think it’s now the perfect combination of sportiness and luxury,” Kris concludes. “The M6 is here to stay.” And with that intoxicating V10 at his beck and call, who can blame him?

    DATA FILE #BMW #M6 #E63 #SMG
    ENGINE & TRANSMISSION: 5.0-litre V10 #S85B50 , remap, Macht Schnell power pulley kit, Evolve Eventuri intake system, RPi scoops, Eisenmann Sport exhaust with quad oval tips, seven-speed #SMG-III gearbox.
    CHASSIS: 9x20” (front) and 10.5x20” (rear) Vossen CV3 wheels in silver with 255/35 (front) and 285/30 (rear) #Michelin Pilot Super Sport tyres, #Eibach Pro-Kit springs, 10mm spacers, 75mm stud kit, StopTech BBK with six-piston calipers in yellow and 380mm slotted discs (front), StopTech uprated discs and pads with braided hoses (rear).
    EXTERIOR: Black grilles, Vorsteiner-style carbon front lip, Vorsteiner carbon rear diffuser, Umnitza Orion angel eye kit.

    INTERIOR: Carbon Tech flat-bottomed steering wheel.
    THANKS: CA Technologies International, Dorset; Autoenhance, Essex.
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