Bmw M5 E60 2010
What are collectables?
These are cars of particular interest and therefore deserving of preservation. Not necessarily old, yet they exist in a defined quantity, either because the manufacturer has decided so, or because their production is stopped. Then, they take advantage of features that make them especially desirable: an engine, a chassis, a design, or a concept. Finally, they are likely to see their rating increase. An additional argument to collect them before everyone else!
Why is the BMW M5 E60 collectable?
The M5 E60 benefits from the only V10 ever produced in series by BMW. A fantastic block, resulting from its experience in Formula 1 and high performance. Plus, it sings beautifully at high revs, better than a supercharged engine ever will. In addition, this 5 Series benefits from top-notch undercarriages, while its design perfectly embodies BMW's Bangle period.
The beginning of the 2000s smacks of scandal at BMW. A wanted scandal: we let Chris Bangle, the design boss, renew the stylistic language of the brand. And the American did not go there with the back of the spoon. This gave the Series 7 E65 in 2001, quite awkward (let's be polite), then at the end of 2003, the Series 5 E60, much thinner and more balanced. Its look makes a lot of talk, so that the quality of finish, in sharp decline compared to that of the E39 it replaces, takes a back seat. Well done BMW!
Fortunately, the technical part, very advanced, constitutes an excellent case for high power engines. A year later, he was filled with a gem: the V10 S85, inspired by Formula 1. Because at the time, the Bavarian manufacturer powered the Sauber team, and the 10-cylinder V is the architecture imposed in the premier category of motor racing. This all-alloy block obviously benefits from the Double Vanos (a system varying the degree and the opening time of the valves) dear to BMW, aluminum pistons, 10 throttle bodies (one per cylinder) and two oil pumps.
This exceptional 5.0 l, naturally aspirated and equipped with 40 valves, weighs only 240 kg, and is twice awarded the title of Engine of the Year. It must be said that it develops some 507 hp at a fascinating speed of 7,750 rpm, and gives the M5 it drives extraordinary performance. Unfortunately, in Europe, it focuses exclusively on the SMG III gearbox, a single-clutch robotic unit, also reminiscent of F1. Americans are entitled to real manual control!
On the chassis side, the preparation is meticulous: the suspension / controlled shock absorbers assembly is strengthened and associated with rigid joints and no longer mounted on silentblocs, or even a much more positive camber, the tracks widened and the rims enlarged (19 inches ). In addition, everything is regulated from the driving position: responsiveness of the engine, the gearbox, the limited slip differential, the servotronic steering gear ratio and the hardness of the damping … In short, we concoct a car à la carte.
The bodywork is of course adapted to these running gears, sporting inflated wings. The shields are specific, while on the front fenders appear openings reminiscent of those of the sublime 507 of the 1950s. Billed at 94,800 € (115,000 € current), the M5 E60 benefits from very extensive equipment (GPS, leather upholstery electrically adjustable, dual-zone air conditioning, head-up display) offers supercar performance for half the price, especially with the Driver Pack bringing the top speed from 250 to 305 km / h. It's the fastest sedan in the world! And certainly the most dynamically efficient.
Subsequently, the evolutions will be limited. The BMW benefited from a slight restyling in 2007, which brought a rather unexpected Touring break, but not the Efficient Dynamics device of the less powerful versions, aimed at lowering fuel consumption. The M5 E60 (or 61 in station wagon) ended its career in 2010, produced in 20,548 units, including 1,025 station wagons. Nice success.
How much does it cost ?
Like many sports sedans, the M5 costs only a tiny fraction of its new price: there are healthy examples showing more than 200,000 km from 23,000 €. To go under 150,000 km, count € 27,000 and downright € 32,000 to stay under 100,000 km. The most expensive have ironed the 40,000 €, helped in this by the abolition last January of the tax affecting vehicles of 36 taxable CV and more (it penalized the M5 to the tune of 4,500 €). Very rare, the Touring requires an extension of 5,000 €.
Which version to choose?
Even if these are details, prefer the restyled versions, because they benefit from a better finish, an iDrive multimedia system with hard drive, or even USB sockets. In addition, the SMG box is more reliable from 2007.
Les versions collector
There, it will undoubtedly be the Touring break, very difficult to find, especially at low mileage. Then, a new M5 totaling less than 50,000 km will also be collector.
What to watch out for?
Let those who swear by "Deutsche Qualität" not read the following, otherwise they will end up in PLS. Many have stigmatized the very expensive maintenance of the Maserati 3200 GT: that of the M5 is perhaps worse… Because if it is extremely efficient, the engine is also very delicate and requires ultra-rigorous maintenance. Every 80,000 km, we will change the connecting rod bearings (there are 10 of them), we will drain every 7,000 km, and this will not protect against valve breakage after 100,000 km, while the Vanos is experiencing failures (especially the pipes, or even the pump, the change of which costs around € 2,500), as does the electronics.
The robotic gearbox is not immune to damage to its hydraulic pump, but the clutch can last 100,000 km if Launch Control has not been abused. BMW nonetheless made corrections to the differential at the dealership. That it growls at low speed is normal, but if it remains noisy on the road, beware of it… For its part, the iDrive has had a lot of trouble, not all of which can be resolved by reprogramming.
The suspension and the brakes are not particularly fragile, but beware, these "performance" parts are much more expensive than standard parts.
In short, it is absolutely crucial to opt first and foremost for a scrupulously monitored car, maintenance being more important than the mileage displayed on the odometer.
Driving
It's a fact, the trim on mid-2000s BMWs looks crap, but they don't age that badly. Aboard the M5, above all, we particularly taste the remarkable comfort seats, combined with a perfect driving position. When starting, the engine makes some noise, but it is supple and docile, while the suspension filters out rough edges very well. Particularly if we have adjusted the shock absorbers to the softest. In short, the M5 is an excellent wagon, except that the SMG III gearbox changes oddly, sometimes unpredictably and suddenly.
Come on, we set the car to the most sporty, and we change universe. The direction is firm and very precise, the movements of the body perfectly contained and, in manual mode, the box gives satisfaction by its promptness of reactions. But the piece of choice is the engine. After 5,000 rev / min, it administers staggering acceleration, while starting to howl like in an F1, and continues this prodigy up to 8,200 rev / min. Fantastic ! What rage! Better, the chassis cash without flinching this fury of kW: the grip, the guiding of the trains and the general balance work miracles.
Let us add that an atmo unit has a big advantage over a turbo, especially at BMW: it does not saturate the rear axle with torque from 2000 rpm, which prevents the traction control from administering jerks. The braking, certainly powerful, is not insanely enduring, but it is enough for this racing wagon, which is satisfied with 12 l / 100 km in quiet driving.
L'alternative youngtimer
BMW M5 E28 (1984-1988)
It seems a bit old-fashioned when it comes out in 1981, the Series 5 E28. It must be said that fundamentally, it is an evolution of the E12, presented in 1972. Nevertheless, at the end of 1984, it recovers an exceptional engine, the M88 block of the M1 supercar! It becomes the first M5 of the name, and thanks to its 6-cylinder 3.4 l with 24 valves and two overhead camshafts developing 286 hp (or 9 hp than in the M1, thanks to the new injection), it points at around 245 km / h… It is the fastest production sedan in the world.
The adapted suspension, TRX tires, self-locking differential, reinforced brakes and ABS, all as standard, raise the road behavior to the adequate level, but at 388,000 F (nearly € 113,500 today), the M5 is very Dear. Fortunately, it offers standard air conditioning. In 1986, BMW modified the settings of suspension and anti-roll bars, then in August 1988, the M5 E28 retired, manufactured in 2,241 units, of which only 588 for continental Europe. From € 60,000.
BMW M5 E60 (2005), technical sheet
- Engine: 10-cylinder V, 4,999 cc
- Power supply: injection
- Suspension: McPherson struts, coil springs, pilot operated shocks, stabilizer bar (front), multi-link axle, pilot operated shocks, stabilizer bar (AR)
- Transmission: 7 robotic propulsion gearbox
- Power: 507 hp at 7,750 rpm
- Torque: 520 Nm at 6,100 rpm
- Weight: 1,755 kg
- Maximum speed: 250 km / h (305 km / h optional, manufacturer data)
- 0 to 100 km / h: 4.7 s (manufacturer data)
> To find adverts for a BMW M5 E60, go to the website of The Central.
Source: https://www.byri.net/2021/04/07/bmw-m5-e60-2004-2010-the-family-car-powered-by-formula-1-from-e-23000/
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