Used BMW M5 2005-2010 review

10

This was the last hot 5 Series to be powered by a normally aspirated engine – a manic 500bhp 5.0-litre V10

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The E60-generation BMW M5 may well be a car that you buy for the engine and nothing else – and for good reason.

The Formula 1-inspired, naturally aspirated 5.0-litre V10 makes an enormous 500bhp at a euphoric 7750rpm – a rev figure that might sound more likely for 1990s Honda Type R screamer than an 1830kg executive saloon (and indeed one that's often seen in black, looking more like a bank manager’s 520d than a supercar-scaring monster). 

This particular 5 Series isn't a car that you buy because of its ability to get to 62mph in 4.1sec – a frankly ridiculous figure for the time, but because of how it gets there. The intoxicating noise will encourage a heavy right foot and a delve into the iDrive system to find a route with more tunnels. 

The earliest cars are from 2005, and at £61,750 17 years ago, they came with almost all the bells and whistles possible: 19in alloy wheels (you can get those on a Volkswagen Golf these days...), head-up display and sat-nav, 11 shift modes for the SMG gearbox and even launch control. 

In 2007, the M5 was facelifted, and the easiest way to tell is by the LED running lights and tail-lights (but beware that some early cars have had them fitted retrospectively).

These are probably the ones you want, thanks to the uprated gearbox with upgraded pumps and hardware. Also note that the facelift was released in batches, so there could very well be pre-facelift cars registered late into 2007.

Alternatively, the easiest way to tell if the one you’re looking at is a facelifted car could be to look at the boot, as BMW didn't release the E61-generation M5 Touring until 2007. 

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From the factory, the M5 was fitted with what at the time we called “The Gimmick of 2004”. When you initially start it, the ECU reverts to a 400bhp default setting, and to access all 500bhp, you must press a button marked ‘Power’ on the steering wheel.

BMW said this was to “help in wet conditions”, but in practice it’s the ultimate show-off function for the delectation of your mates. Or children. Or dog.

Because, of course, the M5 Touring has 500 litres of boot space to match its 500bhp and, in this guise, is one of only two such cars ever fitted with a 10-cylinder engine (the C6-generation Audi RS6 Avant is the other). Only 222 right-hand drive M5 Tourings were made over just three years.

Sure, there's now a new M5 Touring to make this one seem less exclusive, but if you’re not bowled over by the asking price (likely to be over £100,000), this one can be had from around £30,000.

You may need another £30k for repair bills, because the high-revving V10 has plenty of documented issues. But generally speaking, if you avoid buying a car that has been run on a tight budget, you should end up with something more dependable than you might think.

Behind the wheel, the M5's balance and accessible performance helped to earn it a five-star Autocar road test verdict, and with the dampers set to soft, it has ample compliance to ride expansion joints pretty well.

In line with the supple ride, the cabin exudes 2000s German super-exec in being almost completely bereft of anything overtly sporty.

The only clues to the car’s potential are some strategically placed M badges, the shifters for the automated manual seven-speed SMG gearbox, body-hugging sports seats and a speedo that doesn’t stop until 200mph.

Running costs are, as you can imagine for a F1-derived V10, astronomically hiigh. A gentle cruise yields around 22mpg, but push it hard and expect the read out to be no higher than 10mpg. The small fuel tank doesn't help matters. 

But this isn't a car you buy for economy. With regulations, taxation, small-capacity engines and electric motors strangling enthusiasts’ efforts to buy cars of this ilk, now is a perfect time to buy an a used M5, whether it's a saloon or an estate. 

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RELIABILITY

Is the BMW M5 reliable?

This super-saloon's reliablity record is a bit of a mixed bag. While it's often reported that the M5 is a disater waiting to happen, there are many owners who highlight that is isn't strictly the case.

If the car is regularly serviced and geniuine replacement parts from BMW are used to repair it, the M5 shouldn't cause any real cause for concern.

Notwithstanding the views of owners, the V10 engine is very highly strung and requires regular maintenance to keep your mind (and bank account) at ease.

The Vanos pump and throttle bodies are all known for going wrong, but if you spot any early warning signs, it's best to get these replaced as soon as possible to assuage any futher issues from occuring. 

It's worth noting that BMW is an established brand with a large dealer and service network in the UK, so replacement parts should be readliy available. 

Engine: The oil pump for Vanos (BMW’s variable valve timing system) is a common point of failure in the M5’s V10. Located in the oil pan and under significant pressure, it can wear quickly and fail catastrophically if left unchecked.

If you see an oil pressure warning light, or indeed a Vanos warning light, the Vanos unit itself or the pump could be on the way out. Budget £1500-£2000 for the replacement of each.

The engine’s 10 throttle bodies are controlled on two banks by as many throttle actuators. Owners have spent upwards of £1000 on replacing failed actuators, because if you need to replace one, the other must be replaced too. You should also have the throttle position sensors replaced, because both are directly linked.

As sore a subject among M5 owners as any, the engine’s rod bearings have been known to fail within 60,000 miles.

Supporting and connecting the rods to the camshaft, the rod bearings are under such pressure that they're likely to wear out sooner than expected; owners and garages say their replacement is essential before 70,000 miles.

Gearbox: The SMG automated manual gearbox has a hydraulic pump that's known to fail and cost owners upwards of £5000 to put right.

Brakes: Owners suggest the large discs stopping this 200mph, 1955kg estate car will wear out after
30,000-40,000 miles. To have a set replaced will cost around £1800.

Electronics: Being so cutting-edge for its day, the M5 used electronics that contained glitches that at the time hadn't been ironed out.

Owners have reported issues with the alternator consistently failing due to voltage spikes and the iDrive system freezing on its home screen. A new infotainment system costs around £700.

An owner’s view

Rebecca Rothenberg: “The 200mph dog carrier! To the casual observer, it’s just a regular estate. For those who know, it’s one of BMW’s finest, if slightly flawed, creations.

"The engine dominates completely and there will never be another like it. Running one without a warranty can result in some very large bills, but as long as it's maintained properly, you can have relatively trouble-free motoring.

"The biggest negative is fuel: you will become very friendly with your local petrol station and the tank is so small that it will barely do 250 miles on a long run. But who cares when you have a V10?”

Also worth knowing

The M5 Touring (codenamed the E61) was for a short period available with diamond-cut alloy wheels that were also used on the M6 coupé of the period.

On the estate, they were smaller in diameter at the rear to accommodate its standard-fit air suspension, but they were a rare option. Replacing them is therefore difficult.

Owners recommend changing
the oil every 3000 miles using Castrol Edge 10W60.

To tax, it’s £415 per year if the car was registered before 23 March 2006 and £735 if it was registered after that date. 

DESIGN & STYLING

M5 e60 wc 799

Like its predecessor but unlike earlier M5s, the E60 was built on the regular 5 Series production line, despite featuring a modified floorpan to accommodate a bigger exhaust system and rear subframe reinforcements.

The 5.0-litre V10’s crankcase and cylinder heads were produced at the same foundry that turned out components for BMW’s Formula 1 engines.

Despite its two extra cylinders, the V10 weighed the same as the preceding E39-generation M5’s V8. The relatively short 75.2mm stroke (bore 92mm) gave us an early indication of this engine’s character, even if you didn’t know that its colossal 500bhp (100bhp more than the E39's maximum) wasn't available until 7750rpm or that the rev counter’s red zone didn't begin for another 500rpm.

But the 10 individual throttle butterflies and BMW’s Bi-Vanos variable valve timing ensured that the V10 lump was more than just a high revving screamer. Although it needed a substantial 6100rpm on the dial before the full 383 lb ft of torque was unleashed, a hefty 331 lb ft was available from 3500rpm.

The secret to producing those figures while complying with Euro 4 emissions regulations was partly down to the engine management system, which also controlled the seven-speed SMG robotised manual gearbox. 

Operated by the console-mounted lever or via paddles behind the steering wheel and capable of shifting 20% faster than BMW SMG units of yore, this 'box not only provided manual and fully automatic gear selection - as well as launch control, for a perfect standing start - but also offered 11 gearchange programmes, each with different shift speeds.

The suspension and Servotronic steering could also be altered via the Electronic Damper Control (EDC) button, which you could switch between Comfort, Normal and Sport.

With all this choice, it was as well that a function called MDrive allowed you to store your favourite gearshift, damper and stability control (DSC) settings, programmed via a button on the wheel.

And only with the DSC switched off could you then enjoy the E60's M differential. Much like the torque-sensing diff fitted to the smaller M3, it was capable of producing a full 100% locking action, making the M5 a drifter’s delight.

Interestingly, the M5 went without three of the 5 Series options most controversial to keen drivers: run-flat tyres, active steering and Dynamic Drive electronically controlled anti-roll bars.

Like the standard 5 Series, the M5’s body used aluminium forward of the front bulkhead, and this combined with other aluminium components meant the M5 weighed only 35kg more than its predecessor, at 1830kg.

INTERIOR

m5 e60 0912ab

Freed of the troubling ride that undermines lesser 5 Series models, it was easier to appreciate the M5’s cabin for its excellent design. 

For some, the twin binnacle instrument display might was a little messy (the second binnacle housed the infotainment screen), but this was a subtle cabin, with flourishes limited to the asymmetric centre console, the expensive-looking sweep of brushed aluminium spanning the fascia and the swooping door handles capped in the same material. 

Crisply styled and most beautifully built, it was a refreshing contrast to the wood and leather appointed Jaguar XJR and the fussier finish of the Mercedes-Benz E55 AMG.

It was hard to fault the driving position or the wonderful sports seats, too, their side bolsters clamping you in place as you turned the key. If that didn't heighten the anticipation, nothing will.

Of course, it wasn't without faults. The gearshift was occasionally jerky in town and the iDrive infuriated some drivers, despite its growing ubiquity.

Although it was far simpler than when it first appeared on the larger 7 Series, we found locating the desired functions needlessly difficult, due to some seemingly illogical menu groupings.

Regularly used functions were easier to learn, but a simple task such as altering the cabin’s airflow distribution via the climate control was unnecessarily complicated.

Broadly speaking, the cabin was much like other 5 Series models': much bigger than the E39's but not as big as the W211-generation E-Class's and really only suitable for four owing to the unyielding centre rear cushion.

ENGINES & PERFORMANCE

M5 e60 Touring 2007 564

Twist the ignition key and instead of the titanic wail and flurry of revs you might have expected from a F1-derived engine, the V10 settled to a slightly rattly 525d-style idle. That placed 400bhp at your disposal, but press the button marked ‘Power’, located next to the gearlever, and you got an extra 100bhp. 

Another button to the rear of the console quickened the shift times for maximum acceleration. And to ensure a rapid standing start, select first gear with the gearlever, hold it forward to engage launch control - which dialled up optimum revs for a perfect, wheel-spinning getaway - and then release the lever. 

In theory, you should have been on your way to the fastest possible sprint, but in reality there was too much slip, especially in colder conditions. 

Building the torque against the brake might not have been great for life of the clutch, but it certainly yielded the best numbers: 60mph came in 4.6sec, 100mph in 9.8sec and 150mph appeared in an astonishing 21sec. 

AMG’s supercharged E55 could match it to 60mph, but by the ton it was trailing by 0.6sec, a gap that had grown six-fold by the 150mph mark. 

Each of the seven gears engaged with such a ferocious thunk at the 8500rpm limit that you feared for the engine mounts - especially with the throttle buried and the gearshift speed set at its swiftest power and noise building rapidly past 6000rpm as the Bi-Vanos system optimised the valve timing.

The performance was nothing short of spectacular. Yet that same adaptable valvetrain allowed the V10 to happily pull tall gears from low revs, should you change gear yourself.

The full auto mode was usable, but it was bit too keen to change up on a slow-shift speed setting: the manual option was more satisfying.

It also allowed you to manage the occasionally jerky progress of the auto mode, which, though smooth-shifting by robotised shift standards, is was no match for Volkswagen’s DSG dual-clutch system.

It was a shame that the brakes weren't as arresting as the engine. Repeated stops revealed fade that became noticeable with really heavy road use. But apart from a little initial pedal travel, they offered as much feel as you’d wish for. 

RIDE & HANDLING

M5 e60 Touring 2007 556

We often said that run-flat tyres and active steering spoiled the fundamentally fine road manners of the standard E60 5 Series, so the fact that M division had no truck with such items was more than a little telling.

Shorn of these features, the M5 provided an object lesson in high end chassis and steering development. From the way it tackled the sort of tight B-roads that would test a Lotus Elise to the way it rode your average British high street, the M5 impressed massively and proved deeply satisfying.

And although it's unusual to talk about ride comfort before handling on a car as driver-focused as the M5, it was this facet of the car’s character that was perhaps the most astonishing.

With the EDC damper control in comfort mode, the M5 rode better than almost any other model in the range. A 520i on standard 16in tyres offered better small-bump absorption and didn't produce the slight slap the M5’s fat tyres made over sharp edges.

Yet the M5’s damping was so perfectly judged that, for comfort, it was the best of the 5 Series range. 

There was a fraction more body roll with the dampers in their softest setting, but that did nothing to diminish the sense that the car shrinks around you, making you more than willing to drive it hard.

Beyond the wonderful damping, which told you exactly what was occurring below via the excellent seats, you had the conventional, hydraulically assisted rack-and-pinion steering to thank for that. It combined the response and accuracy of BMW’s active rack with the feedback of a fine conventional arrangement.

And just 2.3 turns between lockstops endowed the car with a keenness to turn that felt at odds with its size. 

More than that, the steering provided real messages from the front tyres, and more effectively than you got from its predecessor. 

Tweaking the EDC added weight to the helm and tightened the body control, but at the cost of the relaxed gait. And the minimal wheel travel in sport mode made it suitable for race circuit quality surfaces only.

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Our advice was to leave the EDC alone and fiddle with the DSC’s three settings instead. 

Partially disengage it, or better still deactivate it altogether and, once you'd breached the incredibly high grip levels, you had access to one of the finest drifting tools we'd come across - although you would have been going very, very quickly.

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MPG & RUNNING COSTS

BMW M5 E60 used buying guide

For all its sensible, practical four-door credentials, M5 ownership is certainly an indulgence, more so today if buying a used example. 

For buyers attracted to the M5’s performance rather than its practicality, a Porsche 911 or BMW M3 might be more sensible – especially when we consider the M5's dismal economy. 

That being said, the M5 Touring estate is the perfect compromise, with a 500-litre dog-friendly boot to match the 500bhp motor under the bonnet. 

Gentle touring will only yield around 22mpg, while owners making full use of the performance are more likely to achieve a mere 12mpg, or even the 7mpg if driving on a track. 

The M5's frustratingly short range came as a result of a 70-litre petrol tank that was ludicrously small given the car’s thirst and its mile-mashing qualities; a sub-300 mile range was poor to say the least. 

VERDICT

M5 e60 Touring 2007 566

The M5 wasn't just a good sports saloon and estate: it rased the standard well above its rivals. Unlike its one-dimensional AMG and Audi counterparts, it had such depth of character that you could drive one for months without fully experiencing all its qualities.

Despite a power output that would have been considered absurd in a saloon, you didn't need to skills of an F1 driver to exlplore its dynamic repertoire – although it amply rewarded those who had them. 

It could, of course, play the family hauler, the business express and the supercar to a level that it was almost impossible to imagine before it arrived. And just the noise of the engine made you smile.

It wasn't without flaws its guzzling fuel consumption a particular drawback - but otherwise it was such a complete, beguiling car, you could easily put it up there with the best cars ever made. Which means £30,000 for a used example today seems like exceptional value for money. 

Jonathan Bryce

Jonathan Bryce
Title: Editorial Assistant

Jonathan is an editorial assistant working with Autocar. He has held this position since March 2024, having previously studied at the University of Glasgow before moving to London to become an editorial apprentice and pursue a career in motoring journalism. 

His role at work involves running Autocar's sister title Move Electric, which is most notably concerned with electric cars. His other roles include writing new and updating existing new car reviews, and appearing on Autocar's social media channels including Instagram, TikTok, and YouTube.

Sam Phillips

Sam Phillips
Title: Staff Writer

Sam joined the Autocar team in summer 2024 and has been a contributor since 2021. He is tasked with writing used reviews and first drives as well as updating top 10s and evergreen content on the Autocar website. 

He previously led sister-title Move Electric, which covers the entire spectrum of electric vehicles, from cars to boats – and even trucks. He is an expert in new car news, used cars, electric cars, microbility, classic cars and motorsport. 

Sam graduated from Nottingham Trent University in 2021 with a BA in Journalism. In his final year he produced an in-depth feature on the automotive industry’s transition to electric cars and interviewed a number of leading experts to assess our readiness for the impending ban on the sale of petrol and diesel cars.

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