The interior is similarly subtle, if offering more clues that this is something special: the red, purple and blue M tricolour on the three-spoke leather wheel, gearknob and seats; the rpm rev counter and mph speedo.
The E28 feels flexible rather than fast at first, but the straight six takes on a harder mechanical edge from rpm, the warm bassiness transitioning to a fizzy top end. With the engine singing and chassis working hard, the E28 comes alive, lb ft, soft suspension and modest tyres helping it slide far more fluidly than any E30 M3.
Body roll is nipped in the bud much more quickly than in an E28, but it feels significantly heavier, and the ride is busier; this car has the then-new electronic damper control, but the two calibrations are either very closely aligned or broken.
Inside, the leather seats are snugly comfortable, the driving position and pedals perfect, the layout surprisingly modern: a multi-function wheel; infotainment screen; lights on the rev counter that progressively extinguish as oil temperatures rise. Despite the excess of power, the E39 chassis feels far from overwhelmed. Combined with a generously long wheelbase and easily accessible torque, the E39 feels very rear-biased but easy to manage, even if its stability control is a bit health-and-safety.
It ensconces you in the best driving position yet, with even the shoulders of taller drivers falling well below the glasshouse, active bolsters squeezing your frame as g-forces escalate. Weight increases by just 35kg; thank aluminium from the firewall forward.
Even at a cruise it feels highly strung, the body control more resolutely tied down, the ride more jittery than before, the engine straining to be unleashed. At first those SMG gearchanges seem ridiculously ponderous and disappointingly unrefined; eventually you learn to ease the throttle during shifts, just like a manual.
It was also more comfortable, more quiet and easier to use around town than any of its predecessors. And yet, from its 4. That meant 0—60 took 4. Now to put that into perspective, a Ferrari F, which was more expensive, less practical and less refined was 3 miles per hour slower. Like its predecessors, the E39 had a recirculating ball steering system, a manual gearbox and the perfect weight distribution.
The result of this epic handling was that, at the Nurburgring in , the E39 set a lap record for saloon cars with a time of 8 minutes and 20 seconds. What the E39 does, is tick all of the M5 boxes better than any M5 that has come before or since. It combines the excitement and rawness of its predecessors while being softer and more refined. It manages to be as usable as its successors whilst not losing its soul to the pursuit of technology and speed.
It is the best ever M5 and therefore in my opinion the greatest car ever created. Do you agree, which M5 is the best in your mind? Comment below, what do you think? Tim Rodie. Ben Welham. Toofast Max. Rachael Hogg. Valentina Testa. Fun Stuff. Join In Want to add something? Comments 2 Popular Latest. Post sponsored by. I didn't. That same compliance and friendliness lives in this car's bones. Because I knew to expect that going in, it was something I loved from the first time I drove one.
The E39 M5 invites you to explore its limits, rewards you for doing so, and never punishes you for traveling rough roads at high speeds. The engine is even more charismatic and climactic in its delivery than I expected. The steering, which was criticized in its day for lack of feel, delivers far more information than the modern cars I'm used to.
And the noise… By God, the noise. With a custom-fabricated X-pipe and a muffler delete, the example I chose erupts under throttle with the fury of the End of Days. But lift off the throttle, stick it in sixth on an mph highway, and you'll hardly notice an engine is even there. No old used car I've ever driven has proven more suited to high-speed long-distance driving. My second concern has proven far more valid.
I have until now exclusively owned not just reliable cars, but stereotypically and incredibly reliable cars. Read through a list that includes the Lexus LS, Toyota 4Runner, Mazda Miata, and the Lincoln Town Car and you'd assume it was an exhaustive inventory of the world's most worry-free automobiles. Even the Porsche I bought was supposedly the cheapest to maintain, so long as you address one catastrophic design fault.
All of this was by design, not accident. Sticking with the easy-to-fix and rare-to-break stuff is the only way I know. When something breaks, I've usually bought low enough that I can sell the car busted for a profit or at least at break even.
Wading into the world of high-mileage BMWs would be quite the jump. I've been doing some extensive research as I'm looking for an LCI or 15 M5 this year, and have assembled what I think is a fairly detailed list although please note that some of these issues are rare. Don't These are just my rough notes of every issue I've found regardless of how uncommon it might be. Appreciate 2. Originally Posted by christianb5s4. Last edited by 94jedi; at PM.. Second Lieutenant. I too am looking at the F10 M5, and found this an interesting and useful read.
Like the M6, the M5 will be driven in the Spring and Summer. Or should I post this question in the tuning section? Good thread. Looking right now as well. Aside from the wild swing of values on the market, I haven't found anything major to sway me from an F10 M5 purchase. Your list is way more comprehensive than I found on my own, so bravo for that. I'm looking to get one still under warranty and likely purchase an extended warranty as well. I usually never do this, but I feel with these M cars, it can pay off big time if something even relatively troubling happens.
Originally Posted by schrickm5. Originally Posted by FRB. Originally Posted by 94jedi. Was the tune specific for the catless DP's?
If so, just keep the tune. Private First Class. Appreciate 1.
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