UPDATE: I just got a call from Bob Collins, owner of T&A Alignment, and he tells me that replacing the “2001-2003 BMW 530i Radiator Coolant Overflow Tank (E39 Chassis Type)” fixed it — I am ready to roll!!! Woo-hoo!

I really don’t drive enough in the desert or everyday to know not to stress test the coolant system of my 2001 530i BMW “e39″ sedan, but now I know what not to do: Idle in noonday, historically high, 105F heat, AC blasting, while taking a business call on my cell because I was afraid to drive for fear that the West Nebraska cell phone service was going to be too spotty.

Well, the result was pretty catastrophic, or so I have been fretting for the last couple days. The above picture is taken in the first bay at T&A Alignment, owner Bob Collins.

Here’s the deal that I wrote down to post onto the BMW enthusiast forum, Bimmerfest, Overheat to Red and then Fail During Idle and Crack in Radiator Coolant Overflow Tank:

Of course I am already freaked out that this is a cracked cylinder head but let me just post what happened.  I am driving through Nebraska and got a call so instead of staying in the restaurant and taking the call, I jumped into the car and idled and had the AC running for 20 minutes in the noonday heat.  I noticed the AC was off and just the blower/fan and then noticed the temp was not in the middle, like always, but in the red, with the light on. All the way in the red. Instead of turning the car off, I started driving to get some air in it and it got worse, so I stopped the car, opened the hood, and there was coolant all over the inside of the hood/bonnet. The temp gauge went all the way to hot and turned off, actually. And stayed all the way right.  I had a rural mechanic come over and look at it and it had cooled but there was no coolant in the reservoir.  I drove 1/2 mile to the garage and their first diagnosis is a crack in the Radiator Coolant Overflow Tank, which I will replace, so they can do the test to see if it is, in fact, just that crack or if the pressure backup from a cracked cylinder head.  What is your intuition.  I know that I should not have been idling in 100F heat in the car with the AC on — and I also know that I should have turned the car OFF when I saw the overheat and left it there for at least 1/2 hour.  But I didn’t.  But I will do from now on.  What does your intuition say? Replace the Radiator Coolant Overflow Tank or the whole engine?

They’re going to check a couple things to make sure there’s structural damage to the engine — a real possibility — or if replacing the cracked Radiator Coolant Overflow Tank with the one that I ordered and had drop-shipped from 1A Auto (I had a feeling right away that Bob wouldn’t be able to find one so I made sure there was a plan B) fixes everything or will I need to take advantage of my 200 mile tow with AAA Premiere and have her towed to Tom Dinsdale BMW in Grand Island, Nebraska, for some more serious work.

Wish me luck!

And yes, indeed, I am still in Ogallala, Nebraska, where everyone’s really nice and friendly and the beds in the Comfort Inn are the comfiest because they all have pillowtops. I am sleeping like a very worried and neurotic baby.

Here’s a spy photo of a late-design, pre-production version of the next BMW M5 via Autoblog:

What do you think?  Here’s a gallery of more photos for you, too.

I spent the day at the Roswell, Georgia, BMW dealer with my friend S as he shopped for 7-Series BMWs and I must lodge a complaint as the owner of a 2001 BMW 530i “e39″ with a 3 Liter inline six motor.

The complaint is based on the two numbers after the series number of each car. For example, in the past, a 750i had a 5 Liter engine, a 328i had a 2.8 Liter engine, and the 318i had a 1.8 Liter engine. The engine displacement has always been kept in the two numbers after the 3, 5, or 7 Series number.

Now, as we test drove a 2011 BMW 740Li and a 750Li I discovered that the 2011 528i has my car’s engine, a 3-Liter inline-6, and is just sporting the 28 “out of tradition.” What? What’s more, the 740Li sports a twin-turbo 3 Liter 6, not a 4-Liter, and the 750Li sports a 4-Liter 8 and not a 5-Liter!  Even more, the 2011 BMW 335i is a 3-Liter inline-six with a twin-turbo and not a 3.5 Liter engined car.

The first thing the dealer did when we shot off in the 740LI was, “doesn’t feel like a six, does it?”  The tail doesn’t at all designate that the traditionally and historically naturally-aspirated award-winning BMW engines are now often turbo and twin-turbo-assisted, though this is not represented in the new alpha-numeric nomenclature.  Since “i” means fuel-injected and “x” means all-wheel-drive and “L” means long-wheelbase, shouldn’t “t” mean turbo or “b” mean biturbo?

Am I silly or are you as appalled as I am?

David Gelles and I stumbled upon this 80s-era E28 BMW M5 parked on the street in San Francisco and both fell in love. San Fran is the home of quirky, awesome, and rare classic cars.

I have been reading every month that BMW is losing its heart and spirit, losing its spirit of driving, its passion for naturally-aspirated engines and tight handling for turbos and assisted steering — going for heaviness, luxury, softness, sloppiness, and technology over its driving and sport heritage.

The R and RS Audis have taken away the motorsport badge from BMW and Mercedes’ AMG badge does heavy, fast, and luxurious much better than Beemer ever will.

I stopped buying 5-series cars at the E39 body style, last made in 2003, and consider the latest 5s and 3s to be derivative and lacking the heritage and inspiration — quickness and handling — that had made BMW the epitome of the driver’s car with maybe the high point being the BMW Z3 M car — a car that was so powerful and mad that it was fiercely irresponsible — in a good way — and offered so many horses and torque for its size that the driving shaft would sometimes just commit hari-kari.

Oh well, it looks like I will be buying “classic” from now on. To me, the only car that hasn’t lost its heritage is the Porsche 911.

Audi, congrats to you for stealing, eating, and keeping BMW’s lunch with your fantastic RS4, R6, and supercar R8 of Iron Man fame.

Sorry, BMW, I only say this because I love you and I very well expected to keep on buying 5-Series for life — but probably not any more — I hear the electronically-assisted steering on the new fives is a Bavarian heresy!

While I do miss my 1997 Land Rover Discovery, RIP, I have nothing but pride and excitement for my 2001 E39 BMW 530i, bought used from BMW. She’s fast, tight, quick, handsome, timeless, reliable, and not getting long in the teeth even after 89k miles and almost a decade since she was born. I just bought another two years of registration in Virginia on her and feel an explosion of pride every time the valet drives up. In fact, I am so besotted that I find myself checking out other E39 5-Series BMWs — it’s a handsome sedan. My ode to my 5.

BMW‘s official unveiling ceremony isn’t until Monday, but a few authentic shots of the all-new “F10″ BMW 5 Series are floating around cyberspace. These three low resolution images only give us a frontal glimpse of the upcoming 5 Series sedan, apparently as it does a dress rehearsal for its big show at the beginning of the week.

Our first sans-camouflage observation says it looks much like the 5 Series GT, its close sibling (nobody was expecting any radical styling departure anyway). Thanks to its “sport sedan” role, the new 5 Series four-door sports a slightly more aggressive flair to its front facade and side styling.

In case you were wondering, the little black buttons just ahead of the front wheels are side view cameras, just like those found on the 7 Series. We’ll reserve further judgment until Monday, when they pull the rest of the tarp off. Thanks for the tip, Brandon!

God bless Alpina for actually making an M7. I mean, there are loads of AMG S- and CL-Series that can push 200MPH, but no M7?  Well, here she is, the 2009 BMW Alpina B7 Bi-Turbo!

The 2009 BMW Alpina B7 Bi-Turbo will join the B6 GT3 race car on the stand in Geneva, and thanks to AutoZeitung, we’ve got a singular photo and some preliminary specs on the uber-sedan from Alpina.

The B7 Bi-Turbo is essentially the M7 BMW forgot to build, packing a twin-turbocharged, 4.4-liter V8 putting out 507 hp and 516 lb-ft of torque. Alpina claims the B7 can run to 60 in 4.7 seconds and on to an electronically-limited 173 mph. We’ll have more details from the Geneva Motor Show next week, but expect a host of upgrades to join the engine mods, including uprated brakes, suspension components and a reworked interior to compliment the B7′s new body kit.

Via AutoZeitung and Autoblog

The Waiting Room of Merchant’s Tire, originally uploaded by Chris Abraham.

I sat in this charming waiting room today for three hours at Merchant Tires in Arlington waiting for my Euro Sedan to get three new shoes: Continental Touring tires. One of the tires was brand new from a flat but the other three were pretty much bald. Nice rubber for a nice ride. They did a good job and I got to catch up on all of my 4×4 and sports car mags. My mom rolls in my BMW when I am in Berlin and mom deserves brand new rubber for safety’s sake!

I dropped my car off at Capitol Hill Auto Service to have my routine service because I have heard such great things about them in the Hill.

They do great work, I am told, and we shall see. I have heard nothing but amazing things, anyway, and they’re less expensive than the dealer.

So, if you have a BMW, an import, or even a domestic car or truck, and you live on or near Capitol Hill, you should call Phillip W Fox, General Manager, 202-543-5155.

Capitol Hill Auto Service is located at 615 Independence Ave, SE, Washington, DC 20003, and they’re taking care of my car, Günther, a 2001 530i, as we speak.

Okay, radar detectors are not legal in DC. If one were to want a radar detector, one needs to go covert. The Beltronics RX-75 Radar Detector goes stealth and the PRO model offers laser jamming. Even through my e39 BMW 530i is a boring grey sedan, it is a fast boring gray sedan. Think I could get away with installing one?

“BMW has revealed the 2008 M5 Touring — a station wagon version of the BMW M5 sedan. It delivers 507 horsepower at 8,250rpm from a 5.0 liter V10 engine, all while providing up to 1,650 litres of cargo space. 0-60 in 4.6 seconds. Top speed is 200 mph.” Via Left Lane News via digg.

The cars dance and the BMW wins every challenge: better acceleration, tighter turning radius, superior styling, and that light grey leather interior our two cars share.

All of the 8 short films in the BMWFilms.com series, The Hire, are amazing. I searched and found a great place to get the DVD, which is no longer available from BMWFilms.com, and that is from eBay Seller ENJOIWEB.

Check the list of stuff he is selling. He is an awesome seller and I now own the DVD of all 8 films for $25 delivered.

So worth it! Of course, if you want to see it, just ask me. I won’t loan it, but I will come over and we can watch it together.

Okay, this is the last BMW driving porn for today. This is amazing. The too-good-to-be-true $250,000 BMW M3 GTR V8 does a “hot lap” around the famous Nurburgring track. There is a God.

You can really tell how heavy the BMW E60 M5 V10 is. You can also tell that it is fast and super capable. Egad!

I drove to work this morning behind a beautiful Mercedes-Benz CL-Class Coupé and think that a BMW 5-Series Coupé alternative would sell amazingly well, especially in the form of a BMW M5 Coupé — an M3 on steroids. The 6-Series is more like a Mercedes SL than a proper Coupé. Could you imagine?

BMW M5 Love via Wikipedia

E28 M5 (1984-1987)

Main article: BMW M5 (E28)

The first M5, based on the E28 5-Series, made its debut at the 1984 Amsterdam Motor Show. It was the product of demand for an automobile with the carrying capacity of a saloon (sedan), but the overall performance of a sports car. It utilized the 535i chassis and an evolution of the engine from the BMW M1. The M5 was handbuilt by Motorsport technicians and at its launch was the fastest production saloon (sedan) in the world.

The M5 was offered in four different versions. The first version was the Left Hand Drive (LHD) Euro Spec M5. The second version was the Right Hand Drive (RHD) Spec M5. The third version was the North American Spec (NA or so-called 1988) M5. The fourth version was the South African (ZA) Spec M5.

The LHD, RHD Euro Spec M5s and the ZA spec M5s had the M88/3 powerplant which delivered 286 hp DIN (210 kW) whereas the North American 1988 M5 was equipped with a catalytic converter, which reduced the power output to 256 hp DIN (191 kW).

Specification

• (Euro) – 286 hp
• (USA) – 256 hp

Performance

At the time of sale, BMW quoted the following (relatively poor) 0-60 times to give the impression that the E28 M5 did not outperform the more expensive, heavier and top-of-the-range E24 M635csi.

• (Euro) – 286 hp 0-60 mph – 6.2 s. Top Speed: 153 mph
• (USA) – 256 hp 0-60 mph – 6.5 s. Top Speed: 148 mph

Special versions

• Whilst BMW Motorsport did not built any special versions of the E28 M5, the German tuner Hartge produced the Hartge H35S-24, a 330 PS (325 hp/243 kW) version of the E28 M5. Main modifications over and above the standard E28 M5 were revised cams, a modified exhaust, modified Motronic ECU programming and a revised (and lowered) suspension setup.
• Alpina limited their tuning efforts to the older M30 engine powered models.
• Alpina B7 Turbo 300-330hp (0-60: 4,7 sec, 168mph)

E34 M5 (1988-1995)

Main article: BMW M5 (E34)

The E34 M5 was produced from 1988 to 1995, although sales in North America started in 1991 and ended in 1993. It was produced at BMW M GmbH in Garching, Germany and like the previous M5, was entirely hand-built. It utilized the 535i chassis which was produced at BMW’s Dingolfing plant. Assembly was done either by a single M employee or a team of M employees and generally took about two weeks. It is rumored that the test drivers of the E34 M5 could determine who or what team made each specific M5, due to characteristic quirks of the handbuilt nature of the E34 M5. The engines were also built by hand by BMW M technicians. All of the E34 M5 powerplants were built to 5% of advertised output.

The early E34 M5 used an evolution of the 24-valve I6 found in the E28 M5 and E24 M635CSi/M6. Designated S38B36, the engine technically remains a 3.5 L, with a bore of 93.4 mm and stroke of 86 mm for a total capacity of 3535 cc. The added stroke is due to a new forged steel crankshaft, though the camshafts were also changed. Compression was up slightly (10:1 versus 9.8:1). Other adjustments made included an electronically controlled butterfly valve in the intake plenum which provided better low rpm and mid-range power. The engine also featured an improved flywheel, Bosch Motronic fuel injection, equal length stainless steel headers and three way ceramic catalysts.

The E34 M5 had a highly-tuned I6 engine called the S38B36. Originally it had a displacement of 3.6 L and produced 315 hp (235 kW), and 266 lb·ft @ 4750 RPM. Cars sold in North America and Switzerland which, due to a different catalytic converter, produced 310 hp (229 kW).

In may 1992, the engine displacement was increased to 3.8 L with the S38B38, except in North America, which continued with the 3.6 L engine. Power was now increased to 340 hp (250 kW) DIN. Also in 1992, a Touring version was introduced in LHD form only.

The M5 came with an unusual wheel design. From 1988-1992 the M5 featured the M-System wheels. These wheels were 8x17J, but came with a bolted-on wheel cover. Under the cover was a black 5-spoke alloy wheel. The press was critical of the design, often claming it gave the M5 the appearance of having “white-wall” tires. In 1992 BMW changed the design and a new cover was produced – the M-System II. The original intent of the M-System cover was to direct more air to the brake assembly to increase cooling. The cover actually integrated a fin assembly behind the cover. The M-System II covers, known as the “throwing stars” did not have as much capability to direct air to the brake assemblies. In late 1994, the M5 came with M Parallel wheels that did away with the cover.

Specification

• 89-92 (Euro) I6-24v 3.6 L – 232 kW/315 hp (only available with 5-speed manual transmission)
• 92-95 (Euro) I6-24v 3.8 L – 250 kW/340 hp (also available with 6-speed manual transmission)
• 91-93 (USA) I6-24v 3.6 L – 229 kW/310 hp (only available with 5-speed manual transmission)
• 89-95 (EU/USA) – (no automatic transmission available)

Performance

• 89-92 (Euro) I6-24v 3.6 L – 232 kW/315 hp 0-60 mph – 6.3 s. Top speed: 155 mph (electronic limited)
• 92-95 (Euro) I6-24v 3.8 L – 250 kW/340 hp 0-60 mph – 5.9/5.7 sec*. Top speed: 155 mph (electronic limited)
• 91-93 (USA) I6-24v 3.6 L – 229kW/311 hp 0-60 mph – 6.4 s. Top speed: 155 mph (electronic limited)

* (available only with 6-speed manual transmission)

Special versions

• Cecotto Edition — A total of 22 Cecotto E34 M5s were produced with options of having either Lagoon Green metallic (266) and Mauritius Blue metallic paint (287).
• Winkelhock Edition — A total of 51 Winkelhock E34 M5s were produced with the options of having Jet Black (668) with contrasting lower body panels in Sterling Silver metallic paint (244).
• 20 Jahre Motorsport Edition — To celebrate BMW Motorsport 20th anniversary, BMW had built 20 specially equipped Euro-spec M5s in late 1992.
• UK Limited Edition — To commemorate the end of right-hand drive E34 M5 production, 50 examples of the E34 M5 Limited Edition were assembled between March and June of 1995.
• Alpina B10 Bi-Turbo — standart 3.4l with twin Garrett T25 turbo – 265kW/360hp, 0-60mph 5.1, 182mph – only 507 have made.

E39 M5 (1998-2003)

Unlike its predecessors, the E39 M5 was not handbuilt at the BMW M GmbH factory; it was produced on the same assembly line as the normal E39 5-series at the Dingolfing factory in Germany.

Introduced in 1998 at the Geneva Motor Show, production did not begin until late October of that year. A total of 20,482 E39 M5s were made from 1998 to 2003. BMW M produced three versions of the E39 M5, the European LHD and RHD versions and the North American specification version.

The E39 M5 had a highly tuned V8 engine based on the M62 engine called the S62, which displaced 4.9 L and produced 400 bhp (294 kW). The engine featured a 7000 RPM redline, Double-VANOS, which varies the intake and exhaust valves for both cylinder banks, and individual throttle butterflies for each of the cylinders, allowing for a much faster engine response time.

All E39 M5s were equipped with a Getrag Type D six-speed manual transmission with the following gearing ratios:

4.23(1), 2.54(2), 1.62(3), 1.23(4), 1.00(5), 0.83(6)

It is the same transmission used in the E39 540i but some changes were made to cope with the extra power the S62 engine produced. A reinforced clutch, rear differential utilizing a shorter 3.15:1 ratio and a limited slip differential with 25% maximum locking.

The E39 M5 suspension shared its basic aluminium-intensive MacPherson strut/multi-link design of the V8 E39 5 series. However, several changes were made by BMW M. Reduced spring height, 0.9 inch (23 mm) lower. A specific shock valving, thicker front and rear anti-roll bars, polyurethane auxilliary springs and steel balljoints.

Like all V8-powered E39 models, the E39 M5 was equipped with a recirculating-ball steering system. Overall steering ratio was reduced to 14.7 from 17.9 it featured a servotronic vehicle-speed-sensitive power assist that provides two levels of resistance controlled via console mounted Sport button. The E39 M5 is equipped with four-wheel vented disc brakes measuring 13.6″ in diameter in front and 12.9″ in diameter in the rear. On European-specification models, the front rotors are of a “floating” two-piece design for better heat dissipation. Anti-lock brakes were standard.

During its 5 years in production, there were some cosmetic changes, these include:

• Revised headlight design incorporating illuminated “Angel Eye” rings
• Jeweled tail light design
• Park Distance Control sensors in the front bumper (previously in rear only)
• Thicker three-spoke M steering wheel identical to the one fitted to the E46 M3
• Grey instrument panel
• Improved solar sensor for standard automatic climate control
• Revised navigation/audio unit with larger (6.5-inch) monitor
• Rear head protection airbags added
• Second-generation M Mobility tire repair system in place of earlier version
• Available M Audio System with special tweeters, Kevlar/carbon coaxial speakers and two subwoofers behind the rear console
• Alcantara headliner included with Extended Leather interior (previously only included with Complete Leather)

For the subsequent two model years, changes were limited to the addition of new exterior colors (from 9/01 production) and the upgrade to a DVD-based navigation system (from 9/02 production).

The E39 M5 is capable of accelerating from 0-60 mph in 5.3 seconds* and electronically limited to a top speed of 155 mph*, making it the fastest 4-door sedan in the world at that time.

* (factory sheet)

Specification

• (Euro) 5.0 L V8-32 – 294 kW (400 hp)
• (USA) 5.0 L V8-32 – 290 kW (394bhp)

Performance

• 294 kW (400 hp) 0-60 mph – 4.7 s. Top Speed: 250 km/h (155 mph) (electronic limited), 298 km/h (186 mph) (without electronic limiter)

E60 M5 (2004-Present)

The E60 M5 was introduced in 2004. It has a naturally aspirated 5.0 L BMW V10 S85 engine redlining at 8250 RPM and developing a peak output of 507 PS (373 kW, 500 SAE hp). Other key features include a stiffened aluminum chassis and a 7-speed SMG III manual transmission. The car weighed the same as the E39 of 1800 kg.

The BMW M5, along with the new M6, were designed to use the new SMG III electrohydraulic manual transmission. Therefore, they will initially only be offered with this new transmission. There was a relative uproar amongst the fans and buyer-base when this was announced—however, BMW announced the eventual availability of a manual transmission in North American markets.

Specification

• 5.0 L 40v V10 – 373 kW (507 PS)

Performance

• 373 kW (507 PS) 0-60 mph – 4.5 s. Top speed: 250 km/h (155 mph) (electronic limited), 330 km/h (205 mph) (without electronic limiter)
• Road and Track Feb 2006 tested 0-60 in 4.1 seconds.

Via Jalopnik

Hamann BMW M5 Edition Race from WorldCarFans.com

HAMANN, by trade a top-class tuning specialist for BMW vehicles, is crowning its tuning suite for this brand with its latest creation. It is daring to touch the top model amongst the Bavarian saloons, namely the M5, and offers now – besides the already known modifications – a „Wide Body“-kit for the king of the 5 Series.

HAMANN offers its clients three different engine tuning options. The high revving 5-litre V10 with 507 bhp and 520 Nm is limited to 250km/h as standard. By removing the engine limiter, the racy Bavarian can reach top speeds of between 300km/h and 320km/h, depending on the wheel and tyre combination. The second option is made up of a combination of removing the engine limiter and optimising the engine characteristics by reprogramming the standard engine computer. HAMANN manages to tease an additional 30bhp/26kW and 15 Nm out of the V10 engine. The “HM/M +60″ sport kit provides even better performance. The kit is made up of high-performance headers, metallic sports catalytic converters, a sports rear silencer, a sports air filter, an engine map optimisation and the removal of engine restrictions. As the name of the sports kit already suggests, the engine then provides around an additional 60bhp/44kW and can provide an extra 54 Nm of torque, meaning that a notably faster top speed of up to 320km/h can be reached.

“Standard“ or “wide body?? ?

HAMANN adorns the exterior of the M5 with aerodynamic components. For example, a front spoiler, which is attached to the standard front spoiler, helps to create greater downforce. Alternatively, this can also be achieved by a new, sportier front spoiler, whose built-in ellipsoid fog lights lend the “face?? of the BMW more character. The sides of the M5 are edged with subtle side sills, which make the saloon appear even more powerful. Characterised by a diffusor the HAMANN rear panel with cut-out for the HAMANN 4-pipe-rear silencer teem with sportiness. The roof is crowned by a roof spoiler, which also helps to ensure that the M5 remains firmly on the road at high speeds. Further downforce is generated by the rear spoiler that is harmoniously integrated into the vehicle contours. Who prefers race car-like optics, can order the twin-rear spoiler instead. More dynamic than the standard-fitted mirrors are the sports mirrors offered by HAMANN for all left-hand drive cars, which are electrically adjustable and heated, and optionally also electrically folding. All parts, except the front apron, HAMANN offers also in carbon-kevlar.

Who thinks, a stronger car should leave a stronger mark in the rear mirrors of other road users, can ask HAMANN for the wide body-modification „EDITION RACE“, which extends the vehicle’s body. The kit consists of an EDITION RACE front spoiler (including upper beam headlights), ER side sills as well as ER fender extensions to be mounted at the front and the rear. Thanks to this body-kit, the M5 comes close to the DTM race car-looks and let´s the vehicle appear more muscular. For fans of motorsports the EDITION RACE-kit is definitely the first choice.

Four stainless steel tailpipes, each with a 76 mm diameter, are a sign of the HAMANN 4-pipe sports rear silencer. Its sound – which is enough to give you goosebumps – emphasizes the sheer power of this saloon. But beware – the risk of acoustic addiction is extremely high!

A suspension lowering kit with progressive-action suspension springs is used for lowering the body. This brings the HAMANN-M5 30 mm closer to the tarmac at the front and 25 mm lower at the rear. Anyone who paid attention during physics can imagine just what is required to slow down a vehicle travelling at high speed. The HAMANN engineers have certainly done their homework and have given the BMW a sports braking system on the front axle. It is composed of 2 slotted and inside-vented brake discs, 380 mm in diameter and 34 mm thick, 2 HAMANN eight-piston fixed calliper brakes in red (other colours are of course available on request), special brake pads, flexible steel brake pipes and adaptors, plus the complete fastening hardware. Fitted with braking equipment such as this, nothing stands in the way of pushing the dial on the speedometer past the 250 km/h mark.

Customers are spoilt for choice when it comes to the HAMANN range of wheels. The tuning specialists from Laupheim offer no fewer than five wheel types in 19 to 21 inch versions: the single-piece wheel rim “HM2??, the single-piece light alloy wheel “Anniversary I?? (which has the appearance of a composite wheel) and the composite wheels “PG2??, “PG3?? and “EDITION RACE??. Last mentioned is the crown of HAMANN´s range of 21 inch light alloy wheel designs. Especially for the wide body-version of the M5, HAMANN recommends the rim “EDITION RACE” for the front axle in the dimension 9.0 J x 21 available with size 255/30-21 tyres, for the rear axle in 10.5 J x 21 with size 295/25-21 tyres. Needless to say, HAMANN also offers sets of shims and anti-theft systems with lockable wheel bolts for the rims.

The tuning specialist from Laupheim also offers various accessories for the M5. For instance, by fitting an interior set made from carbon for the dashboard and centre console, customers can add a touch of racing car atmosphere to their cockpits. This effect is augmented by various aluminium components. For example, HAMANN offers a driver’s footrest made from this light metal, a hand brake lever and the complete set of pedals to match. An exclusive set of floor mats bearing the HAMANN logo in silver is also part of the interior range. Needless to say, HAMANN will also customise any M5 according to each customer’s specific requests. By way of example, extravagant leather upholsteries in various colours are possible. As are extensive multimedia conversions with DVD, TV or Playstation, for example.

Further information: www.hamann-motorsport.de