BMW Faqs

For 2007, the BMW M has introduced a 6-speed manual transmission for the M5. This no-cost optional transmission has been developed for and will be offered exclusively in the North American market.

It is the perfect enhancement for those driving enthusiasts who want to enjoy the 500-horsepower V-10 engine with the level of driver-car interaction only a manual transmission can offer. Of course, as with any M car, the pedals are arranged to provide smooth and quick heel-and-toe downshifting.

The M5 equipped with the manual transmission features the same M Dynamic Mode (MDM) stability system as the Sequential Manual Gearbox (SMG) car. M Dynamic Mode enables enthusiastic track driving with greater longitudinal and lateral acceleration on dry road surfaces, however, with limited vehicle stability, corrections by the driver may be required.

Though based on the current 5 Series Sedans, the M5 is packed with engineering, technology, design and luxury that are all its own. Like all BMW automobiles bearing the “M” logo, it has been developed by BMW M, the BMW subsidiary for high-performance automobiles. The M5 is produced at BMW’s Dingolfing Germany, plant, 60 miles northeast of Munich.

In its general layout, the M5 and engine relates to, and was inspired by, BMW’s Formula 1 engines the company developed from 2000-2005, also V-10s. In fact, both engines’ major castings are done at the same BMW plant. Although unusual, a V-10 is a satisfactorily balanced configuration, requiring no balance shafts to make it acceptably smooth. Instead, the crankshaft incorporates two large counterweights.

Unique sound is a further attribute of the V-10. Even when idling, it sounds exotic; according to Motor Trend (December ’04). “The yowling twin-five snarl as you sear toward max revs is an experience that etches itself deep in your memory.

Like the 6-cylinder M3 engine, the M5’s V-10 was developed to exploit high engine speeds to achieve extraordinary performance. Its redline is 8250 rpm; its maximum power of 500 hp is achieved at 7750 rpm and its maximum torque of 383 lb-ft. is realized at 6100 rpm.

This strategy, which avoids extreme torque and instead allows the driver to extract super performance by “revving” the engine, facilitates the use of relatively light, low-mass reciprocating components inside the engine. This helps moderate overall vehicle weight and optimizes the front/rear weight distribution.

Also like the M3 engine, the M5 V-10 does not employ the Valvetronic system now found in BMW’s regular-production V-8 and V-12 engines as well as the N52 and the turbocharged N54 6-cylinder powerplants.

Though Valvetronic eliminates the energy-wasting action of throttles, it is not (yet) suitable for high-rpm engines. Instead, the M5 V-10 uses a typical BMW M valvetrain with 4 valves per cylinder actuated by “box-type” hydraulic lifters developed for motorsports. These are small, lightweight and extremely rigid, as they must be to survive an 8250-rpm environment.

They are also specially shaped for efficient valve operation, with an oblong cross-section, slightly curved contact surface and guiding tab to ensure a consistent position in their bores.