Used BMW M5 (F10) review
Produced from 2012 to 2015, the F10-generation of the BMW M5 had a lot to prove when it first launched.
Not only was it another model belonging to BMW’s famed sport sedan nameplate, but it had to succeed the famed E60-generation M5, which brought together a V10 engine in a luxury rear-wheel-drive sedan: a combination that could be possible from the horsepower rivalry between German brands in the 2000s.
Using the same body and platform as the F10-generation BMW 5-Series sedan, under the hood, the M5 marked a departure for BMW M models as a whole, as it utilised forced induction for the first time.
While the 4.4L twin-turbocharged V8 lacked the theatrics and higher rev range of the preceding naturally-aspirated 5.0L V10, it produced 552 hp, making it the most powerful production BMW at the time, and its 501 lb-ft of torque demonstrated it was more potent than the preceding E60 M5.
These could be enhanced further with an optional Competition Package, which increased power output to 567 hp, alongside revisions to the suspension and chassis setup, and the highest grade of equipment available on the F10-gen M5. In addition, all Australian-delivered models featured the Competition Package as standard, adding to their desirability.
Most markets, Australia included, received a seven-speed dual-clutch automatic (phasing out the single-clutch SMG gearbox), but exclusive to North American models, these were also available with a six-speed manual transmission.
A midlife update, aka LCI (Life Cycle Impulse), applied to models made from 2014 onwards. Key changes include slightly redesigned front kidney grilles, headlights, side indicators on the mirrors, revised three-spoke steering wheel design, along with a power increase for Competition Package models from 567 to 591 hp.
If those numbers aren’t enough, BMW also released a ‘30 Jahre’ special edition of the F10-gen M5 (limited to 300 units worldwide), building upon the Competition Package enhancements with power increased further to 600 hp, and it was the fastest production vehicle in BMW’s history at the time.
The F10-gen BMW M5 continued to rival other German high-performance sedans, consisting of the Mercedes-AMG E63 AMG (W212) and Audi S6/RS6, the Australian-engineered HSV E-Series (Commodore), as well as the Chrysler 300C SRT8/Dodge Charger SRT from the Americas, and the Japanese Lexus GS-F.
What goes wrong with a BMW (F10) M5?
Exterior:
Build quality of the F10-generation M5, much like the standard 5-Series, doesn’t attract a lot of issues, but this generation can still be susceptible to a few gremlins.
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The headlight control modules are known to fail on these, and often it can be mistaken for a bulb that needs replacing – more often, the entire module needs to be replaced, which can be expensive (with used ones harder to find).
Small reports of water ingress have been reported on these M5s, like other F10-generation 5-Series models. The rear boot area is a common area for this, and it’s crucial to check underneath the carpeting for any dampness, as electronic components like the fuel pump controller, sensors, and the battery (on some cars) are housed here.
All ‘30 Jahre’ models came with a unique Frozen Dark Silver metallic paint finish, but combined with the model’s rarity, owners’ communities highlight that this particular paintwork is far more expensive to remedy than the standard M5 colour options.
Certain M5-specific wheel designs can also be challenging to keep in their pristine state, whether it be to clean or, depending on how severely damaged they are, to repair.
Interior:
Intermittent issues can affect plenty of the electronically powered equipment, from glitches to being unresponsive altogether.
But more often, these issues may not require a full replacement of their associated components or a software update, as a main 12V battery running at a low voltage is often the cause – with plenty of faults resolved by replacing the battery.
The front floors are a common site for water ingress and contain a plastic drainage grommet underneath the footwell carpeting that can easily let moisture inside.
The factory iDrive systems found in this iteration of the M5, much like the regular 5-Series, are one of the older setups and are starting to show their age by now, especially the CIC-based iDrive system used in early pre-LCI cars.
It does feature Bluetooth connectivity, but one of the biggest complaints from owners is how inconsistent it is at connecting to devices. Both pre/post LCI update versions of iDrive also lack more up-to-date connectivity (CarPlay/Android Auto), but there are aftermarket solutions to retrofit these into the existing hardware.
Mechanically:
With the amount of torque and power it sends to the rear wheels, the right set of tyres is crucial to allow this car to drive at its best. Cheap or very worn tyres will easily trigger the already-sensitive traction control settings with the slightest amount of throttle.
But even the most experienced drivers may find handling the M5 more terrifying than enjoyable, given the power delivery from the twin-turbo V8 feels a bit out of sync with the existing 5-Series platform, combined with the firm suspension settings that make the whole car sensitive to any road imperfections.
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Though unlike more recent iterations (F90-generation onwards) that come with standard all-wheel drive (xDrive), the F10-generation M5 can still tolerate slight differences between front and rear tyre rolling diameters, allowing replacements only of the rear tyres without affecting the transmission/transfer case.
