30 years of the BMW M5

As 6 Series coupe and 5 Series sedan shared a platform, it was a relatively straightforward task for the M engineers to fit the 3453cc engine into the E28 body to come up with the simply-named M5.

Brandishing 210kW and 340Nm, the E28 M5 immediately usurped the 160kW (in Euro-spec, 137kW in the Australian market) M 535i as the pinnacle of BMW sedan motoring… but it was far more than a straight-line slugger.

The M5 was hand-assembled by a dedicated group of motorsport technicians, mating pre-painted bodies to the enhanced drivetrain. The suspension was specifically tuned with geometry and damper changes, along with thicker anti-roll bars, and a 25 per cent locking rear differential was added.

Sitting lower on larger, wider wheels that covered enlarged disc brakes all-'round, the E28 M5 was otherwise less overt in its appearance than the M 535i, despite the dramatic upshift in performance. If you wanted to shout about it, though, you could spec the M-Technic body kit to bring the M5 up to the M 535i's aesthetic punch.

Sadly for us, no E28 M5s were sold new in Australia, but it is believed that around six are in the country today, in various states of condition. The featured vehicle, owned by avid BMW collector Anthony Pearse, is one of only 187 Euro-spec right-hand drive vehicles built and comes with an M-Technic body kit. Inside, substantial leather melds with awesomely 80s touches, such as the pull-out control for the Blaupunkt stereo's graphic equaliser. Anthony kindly brought the E28 out of storage for our shoot, and more than once we catch him staring at it, smiling. "I forgot how much I love this car," he says simply.

As soon as the sophisticated six fires, the E28 overflows with presence. It feels a narrow car, but as we ably demonstrate there's no issues with interior space, four full-size adults piling in for the ride.

The E28 isn't quick by modern standards, but it feels alive like few other cars. There's immediate throttle response via those individual butterflies, and the sound as it works its way through the rev-range is operatic in its complexity.

The speed-sensitive power steering is of the recirculating ball configuration with a 15:1 ratio, and it's here that the E28 loses intimacy compared to later vehicles. The brake pedal also requires a decent shove, but allow for its age and the E28 M5 covers ground quickly and serenely, with oversteer a foot-flex away should you wish to indulge.

The E34 needed these advancements to maintain performance, in the wake of a 240kg weight increase, thanks largely to the increased dimensions and safety considerations in the move to E34.

If anything the E34 M5 was even more subtle than its predecessor, a look exacerbated by its original 'M System' two-piece wheels, which almost looked like hubcaps on whitewall tyres. Incidentally, these were the first 17-inch rims offered on a BMW.

Under the skin, however, improvements took a step forward. It shared the Getrag five-speed manual gearbox and 25 per cent locking rear diff with the E28, but the second-gen M5 was separated from its siblings with a 20mm reduction in ride height, 25 per cent stiffer spring rates and bespoke damping.

Controversially, self-levelling rear suspension was fitted, and the E34 M5 also retained a recirculating ball steering system, albeit with the ratio reduced from the standard E34's 16.2:1 to 15.6:1. Two power steering systems were offered, one similar to the E28's with engine speed-sensitive assistance, with an optional ZF-developed road speed-sensitive option, known as Servotronic, a system similar to that used in modern BMWs.

This time, Australian-delivered cars were available, and 70 were sold here in 3.5-litre form. Although BMW Australia did import and evaluation example of the later 3.8-litre, six-speed manual E34 M5, they decided against offering the improved variant for local sale.

Anthony Pearse has also kindly supplied his E34, with updated wheels and desirable full leather interior. It is currently for sale on the Carsales network

"Since I sold my E39, the E34 has basically been my daily driver," he says. "As an all-rounder, it's hard to beat."

It is perhaps the most comfortable vehicle of all to sit in, and the larger brakes have a more modern feel to the E28. The engine feels fractionally more responsive than its predecessor, and sounds wonderful through the upgraded exhaust. As a bridge between the almost analogue E28 and the later tech-fests, the E34 is superb.

BMW E39 M5 (1999-2003)
After the E34 M5 disappeared off the Australian market in 1992, it was a long wait before the next M5 arrived on local showroom floors. And, in the face of ever-increasing threats from Mercedes-AMG and Audi, it had changed its game substantially.

Gone was that motorsport-derived straight-six, and in its place a massive 4941cc quad-cam, 11.0:1 compression (up from 10.0:1), semi-dry sump naturally-aspirated V8 generating 294kW and some 500Nm, driving to the rear wheels via a six-speed manual gearbox. This engine was an enlarged and tuned version of the mass-production 4.4-litre V8 donk seen in lesser E39 5 Series cars, and for the first time in its life the M5 was produced alongside its siblings on the regular BMW production line.

It dimensionally dwarfed the original and additional safety and luxury equipment saw its kerb weight blossom to 1795kg, but still the E39 was comfortably the fastest M5 built to that point, eclipsing the 3.8-litre E34's 5.9sec sprint to 100km/h by 0.6sec.

The E39 M5 was the first 'M' car to use dynamic stability control, though it could be fully disconnected from the luxuriously equipped cockpit, with its heated, three-position memory leather seats. It also gained myriad advanced features through its production life including sat-nav, front and rear park sensors and rear passenger airbags.

Quad exhausts and satin-finished alloys hinted harder at the M5's underlying talents, which were more prodigious than ever despite the more humble origins. Its steering – still recirculating ball – housed the Servotronic variable assistance system but utilised a 14.7:1 ratio for more immediate response than the standard 5 Series' 17.9:1. Suspension was lower and stiffer, following traditional M norms, with larger anti-roll bars and specific damper settings.

Unfortunately, the supplied E39 M5 was a last-minute withdrawal for our shoot, however Anthony Pearse has just sold an Australian-delivered example.

"The E39 is a special car," said Pearse. "It's such a great tourer, feels far more modern than the earlier cars and is really comfortable, but it also has so much grunt – any gear, any revs – and sounds like a muscle car."

BMW E60 M5 (2004-10)
Making a link to its Formula One partnership with Williams made a lot of sense for BMW M; consequently the fourth-generation E60 was designed with a massively sophisticated, high-revving V10 engine. It was also logical to incorporate a paddle-shift robotised manual gearbox, transferring the technology of F1 to the road.

The bespoke 12.0:1 compression, 4999cc naturally-aspirated V10 sang its way to a 373kW power peak at a dizzying 7750rpm, giving the E60 M5 supercar-humbling pace. Torque was up only 20Nm over the E39, giving 520Nm at a high 6100rpm and demonstrating this marvel's appetite for revs.

The clutchless 'SMG' gearbox contained seven gears and could be adjusted for shift speed via a switch on the centre console. When combined with automatic and manual modes, a dizzying 11 shift options were available. Indeed, the E60 was governed more than ever by electronic settings, a power button needing engagement before the full force of the V10 was unleashed.

Otherwise, a comfort-biased 300kW mode was employed. 'M Drive' allowed storage of the driver's preferred gearbox, damper, throttle, stability control, steering and engine power settings, available via a button on the steering wheel.

The now-common M Variable Differential also made its M5 debut, the E60 also moving to a rack-and-pinion steering arrangement with a further advanced Servotronic assistance system and – another first – variable ratio steering response.

Despite all the tech and still-wider, longer dimensions, the E60 M5 actually weighed slightly less than its predecessor (by 15kg) and could dispatch the benchmark 0-100km/h sprint in only 4.8sec.

All this adjustment meant the E60 could be either pussy cat or panther, depending on the driver's mood.

John Ristell's stunning E60 purrs on approach. A lovingly cared-for example with only 24,000km on the clock, it "drives like a new car," he explains. As the owner of an advanced driving school, John is well-placed to discuss the car's split personalities; and the perceived issues with the automated manual gearbox.

"If you drive it in auto mode and expect it to behave like a torque converter auto, then it is flawed… but that's not what the car's about," he explains. "With time you learn to finesse the shift with throttle position, but I prefer to drive it as a manual… that's when it works as it should."

There is a delay in the drive take up, akin to a clutch being fed-in, but allow for that and the E60 move away smoothly enough. Despite high peak rev outputs, it can also do the low-speed thing with a refinement the others here can't get close to. On the other hand, open the car's performance envelope via the M Drive button, and the acceleration becomes savage, accompanied by a Lamborghini-baiting wail through quad exhausts.

BMW F10 M5 30 Jahre (2014)
It's no secret that we are big fans of the latest M5, particularly in its limited-edition 30 Jahre specification.

In short, there are only 300 of the powered-up uber-saloons available world-wide. Under the bonnet lies a 4.4-litre, twin-turbocharged V8 that produces 441kW (up from even the M5 Competition Pack's 423kW) and 700Nm torque. To put this into perspective, it more than doubles the E28 M5's power and torque peaks and though it weighs 1870kg, its 3.9sec 0-100km/h time bests the original by 2.6sec.

The F10's seven-speed dual-clutch transmission is lightning-fast while being much smoother than the SMG unit found in the E60 and its combination of high grip and abundant power can leave its driver breathless...

In the context of its ancestors, however, there's something contrived about the latest car, from its alien engine note to the feeling of its electronic brain overly flattering the driver's ability. It's an awesome way to cover ground, but even next to the E60 – let alone the E28 – its dilution of character in favour of massive forward motion and 'reasonable' fuel consumption means the F10 feels the least magical of all.

History Repeating
This wander through 30 years of BMW M Division history has revealed much… and it's more about the differences felt over 30 years of development than the similarities.

Of course, the E28 feels the purest of all; built by hand, narrow, lithe and lively, it sparkles like few other machines.

A move to the E34 sees weight balloon and size increase, with the first nods to technology and mass-market consideration that will become a theme of the M5's lifetime. In the E34, however, the still hand-built character, revvy six-pot and manual gearshift match with the improvements to road manners to create the nicest blend of all M5s present. If only the E39 was available; the E34 may have had a fight on its hands.

Stepping up into the E60 is like a different world, one where technology is favoured over tactility. Once you're comfortable with the drive settings, gearbox and sheer size of the E60, one shrill of the V10 at redline is enough for you to forgive it anything.

Why was it only the US market that had a six-speed manual option, though?

Finally, the 30 Jahre has stepped into full-on tech fest mode, somehow capable of deploying most of its 441kW through only the rear wheels. It steers, stops and accelerates better than any other M5, and that is enough for most people.

Perhaps it is the respective engine notes that most define what each M5 is about. The early sixes create a multi-layered mechanical symphony that is as genuine as their undiluted driving experiences. The V10 is also multi-layered, almost apologetic at low revs before turning demonic to signify its multiple personalities.

Finally, the F10's turbocharged V8 is almost clinical in comparison, but can carve up a road with that same surgical precision, belying its weight in the process.

If speed matters, the F10 is the obvious choice, but it's the magical E34 that has a place in my fantasy garage.