BMW M5 E39

The E39 5-series lay claim to the title ‘the best car in the world’ even before the 400bhp M5 version arrived in 1999 but, when it did, it was hard to argue against it. Stunningly fast but with full-sized saloon practicality, a good used E39 M5 still makes perfect sense today.

By the time the E39 5-Series was coming to the end of its life in 2003, it still remained the best car in the medium-sized executive class. It had reigned supreme for seven years, ever since its ‘smoothed off E34’ face had appeared in 1996. Nothing could top it; not the Mercedes E-Class, nor the Audi A6, not even the Jaguar S-TYPE.

Frankly, even in 520i trim, the thing was pretty much invincible. But, just to make sure, BMW unleashed the 4.9-litre 400bhp V8-engined M5 on the world in 1999. This is the mythical ‘car that can do everything’ – it can seat five, it can cruise, it can lap ‘the Ring’ and it can destroy supposed performance cars. If any car captures the ‘Q’ car ethos better than the E39 M5, we’ve yet to know about it. It’s one of the greatest cars ever built.

Specifications

The M5 is often referred to as a 5-litre, but as its capacity is 4,941cc, that’s not technically true. Still, that matters little as the 32-valve V8 develops 400bhp at 6,600rpm and 369 lb-ft of torque at a mere 3,800rpm. The mix of mid-range flexibility and high-end power means it can disguise its 1,795kg bulk; the M5 does 0-62mph in 5.3 seconds and hits the BMW standard 155mph limiter with ease. Think of its rivals – E55 AMG, X308 XJR, RS6; they were all forced induction. The M5 did it all naturally.

Keen spotters will have to be alert to distinguish a genuine M5 from a 530i Sport, as subtlety was the key, but some M giveaways are present. As well as the first M5 to benefit from a V8 instead of a straight-six, the E39 is the first to have quad exhaust pipes at the rear. Massive 18 inch smoked alloy wheels are unique to the M5, while on the boot lip there’s a discreet spoiler. The front and rear bumpers are also different to any other 5-Series, with a wide lower airdam and oval foglights being the telltales at the front. So, those differences and a few M badges apart, it’s pretty much 5-Series saloon all the way (sadly, there was never a Touring version of this beast).

To keep it all on the straight and arrow, the M5 has firmer springs and dampers compared to the 540i saloon, and is 1mm lower at the front and 10mm lower at the rear. It possesses DSC and a 25% LSD. It channels all the S62 V8’s potency through a heavy duty six-speed manual Getrag gearbox. The brakes are also suitably uprated, with huge ventilated discs all round, but they do operate via single piston sliding calipers, which can lead to fade if used hard on a regular basis. However, that aside, the M5 is well equipped for the task of going very quickly, which is does rather a lot.

On the road

What can we say here that truly encompasses the car’s abilities? It is simply one of BMW’s very best driver’s cars ever, and coming from a company with a whole back catalogue of exciting motors, that’s saying something. Indeed, even with the E60 V10 version now here to supersede the E39, a lot of BMW fans actually prefer the more organic drive provided by the older M car, feeling that the new one is ruled too much by technology.

Don’t bother trying an M5 if you don’t like changing gear, by the way. There are neither auto nor sequential semi-auto options; and the ‘box/clutch on the E39 is a pretty hefty affair. Some owners have reported that driving it in stop start traffic or around town can be a tiresome affair, but yet others say the clutch is fine. Whatever, be prepared for the fact that it’ll never be quite as relaxed as an auto AMG or XJR would be.

The engine, though, is a masterpiece, and as it develops 284 lb-ft from 1,000rpm and 354 lb-ft at 2,000rpm, you shouldn’t really need to stir the stick to get the big M to respond to heavy right foot inputs. Motorway performance is pretty astonishing – 50-75mph in fourth takes a mere 4.8 seconds, 5.9 in fifth. You won’t be bothered by TDi hatchbacks, that’s for sure. And should you feel like tracking it, the M5 will happily oblige – you just might want to get an AP Racing six-pot caliper upgrade for it first.

Market impressions

The E39 is nothing like as rare as the hen’s-teeth E28, and it’s much more common than the E34 predecessor as well, so like any big luxury saloon it has taken a hit on depreciation. They were £52,000 new in 2003 but barely four years down the line only the most exceptional examples will fetch over £25,000. They’re hardly collectors’ items, but that means two things – one, they represent possibly THE bargain of the 21st century, and two, they’re perfectly usable day-to-day, without worrying about reliability or residual values.

There was a facelift for the E39 in general and the M5 in 2001, when the car received tidier ‘Angel Eye’ front headlamps, wider kidney grilles and neater bumpers. There are plenty of these M5s about, so go for one of them if you can – early 1999 models had a few teething problems that were gradually ironed out over the years by BMW, but the general consensus is that post-facelift cars are less troublesome.

As a premium, top end product, the M5 came with plenty of good kit, like dual-zone climate control, xenons, leather and a 10-speaker hi-fi system. But the real added value for an M5 comes from the communications pack, which – for £3,095 from new – added professional navigation, Bluetooth phone preparation and an onboard monitor with TV and text functions and trafficmaster systems. M5s with these on are worth over £1,000 more than similar examples without it.

It’s also best, we feel, to avoid the wood trim models. M Power cars are not supposed to be luxobarges, so brushed aluminium trim is much nicer inside. Watch for lurid two-tone leather interiors which can be a bit extreme for some tastes. Best colours for resale are Le Mans Blue, Silverstone Blue and Carbon Black; Imola Red looks amazing but apparently isn’t popular with buyers.

Conclusion

Faults, flaws and fixes

It’s a big motor, the M5, so expect it to be hard on brakes, tyres and suspension bushes, with the front lower balljoints taking some hammer too. Listen out for any clonking noises from the front, and any excessive play in the steering rack – that’s another expensive fix if it needs replacing.

Early 1999 cars had problems with the bi-Vanos system of valve timing, so listen for rattling from the front on start up. There was also a problem with piston rings not bedding in on early cars during running in, leading to excessive oil consumption, but since February 2000, modified rings mean that’s no longer an issue.

Indeed, it seems the later the better with the E39 M5, as BMW ironed out all the minor flaws. There are some minor electrical glitches reported with the seats and door locks, but apart from the normal wear and tear a big super saloon exerts on its more fragile components, the M5 is pretty solid. The smoked finish alloy wheels are hard to match if you kerb one, and they’re expensive to replace too, so take care when parking!

The long and short of it is don’t expect to run an E39 M5 on a shoestring – the quoted 20mpg economy is a bit optimistic, tyres are a fortune per corner and if by any chance you can find one of the last ones with an extended BMW warranty, all the better; it’ll give you some peace of mind. Happily, though, servicing costs at a main dealer are actually less than its little brother, the E46 M3. At the end of the day, an M5 won’t be cheap to run but it will be more affordable than a lot of cars offering similar ballistic performance.

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