BMW M5

A change in leadership is nigh in the exclusive segment that brings together ultra-dynamic business saloons with track-oriented drive and chassis technology. The new BMW M5 is poised to build on the tradition of its predecessors and once again redefine the performance experience available in a four-door car. Displaying the conceptual harmony, state-of-the-art technology and astonishingly dynamic handling for which BMW M cars have become renowned, the fifth-generation BMW M5 stirs the passion of keen drivers for top performance and blends it, in inimitable style, with the universal qualities of a top-class premium saloon. The most powerful engine ever fitted in a series-produced model from BMW M GmbH, the innovative Active M Differential - which optimises power transfer to the rear wheels - and model-specific chassis technology developed on the back of extensive racing expertise all secure the BMW M5 a dominant position in the high-performance saloon market.

The new BMW M5 is a high-performance sports car whose exceptional dynamic potential is geared squarely to the demands of track use yet which also sets a new benchmark in everyday driving with its supreme touring comfort and innovative equipment features. It also sets the pace in its class in terms of efficiency. The car's history of success in a segment founded more than 25 years ago by the original BMW M5 is set to continue in thrillingly contemporary style.

Under the bonnet of the new BMW M5 lies a newly developed, high-revving V8 engine with M TwinPower Turbo (consisting of Twin Scroll Twin Turbo technology, a cross-bank exhaust manifold, High Precision Injection petrol direct injection and VALVETRONIC fully variable valve control), maximum output of 412 kW/560 hp at 6,000 - 7,000 rpm and peak torque of 680 Newton metres (502 lb-ft) between 1,500 and 5,750 rpm. The instantaneous power delivery and sustained thrust familiar from M cars are the key to acceleration of 0 - 100 km/h (62 mph) in 4.4 seconds (0 - 200 km/h/124 mph: 13.0 seconds). Average fuel consumption in the EU test cycle stands at 9.9 litres per 100 kilometres / 28.5 mpg imp (CO2 emissions: 232 g/km). While output has increased by around 10 per cent and maximum torque is up by more than 30 per cent, the new BMW M5 burns over 30 per cent less fuel than its predecessor .

The significantly improved balance between the performance-focused M experience and the car's fuel consumption stems from the exceptionally impressive efficiency of the new V8 engine and from far-reaching Efficient Dynamics technology including the Auto Start-Stop function in conjunction with the standard seven-speed M Double Clutch Transmission Drivelogic. In order to channel the engine's imposing power development into inspiring performance characteristics, the new BMW M5 boasts chassis technology - including electronically controlled dampers, M-specific Servotronic steering, a stability control system with M Dynamic Mode and high-performance compound brakes - developed on the back of racing expertise and tuned to the output profile of the powerplant.

BMWSuperBikes.com • View topic - Final Drive Oil Change Procedure

7) Carefully lower the final drive housing as far as it will go by very gradually extending the length of the adjustable strap. At a certain point, the final drive will not drop any further. Make sure the the strap is snug at this point so as to not excerpt any undo pressure on the final drive pivot joint. For this operation, the hugger need not be removed as it clears all obstacles as the housing is rotated downwards. 9) At this point, very carefully slide the universal joint and associated shaft rearward in order to facilitate rotation and dis-assembly of the final drive male spline from the universdal joint female splined bore. Use great caution and care here so as to not slide the assembly rearward any more than necessary. You DO NOT want the forward drive connection coming apart! Mine required a movement of approximately 1/2 ~ 3/4". Very slight rotational rocking of the joint helped in separating the male / female splined connection. 15) Carefully raise the final drive trying to engage the final drive male spline into the universal joint female splined bore. Each time you try this and are unsuccessful in getting the two (2) to engage, very slightly move the universal shaft assembly reaward if it had been moved from the initial dis-assembly location. Once the joint can be assembled, lower the final drive only enough to re-insert the rubber boot / bellows. 19) Fill the drive housing with the lubricant medium of your selection. I used 'Royal Purple' Max-Gear 75W90 full synthetic. When filling, the oil will be level with the bottom of the sensor opening when filled to the correct amount. This affords the most efficient lubrication of the internal components as the gears roll down through the oil bath and then back out. Completely submerging bearings in oil is often not down in high stress applications as cavitation issues can arise. To fill from empty, you will need approximately .23 L of oil. 20) Once full, first insert the previously removed O ring into the counterbore for the sensor and then carefully slide the speed sensor back into its port. Before doing this, apply some gear oil to the speed sensor barrel to help facilitate re-assembly and reduce sliding friction against the O ring. With the senor all the way inserted, hand tighten the one (1) bolt holding it in location. Drop me a post with any questions. I'll do anything I can to help. The job seemed as though it was going to be seriously bad though it really wasnt'.

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