I am new to BMW and have searched but can not find the facts.
What are the differences in engines between the 540 and M5?....ie-intakes,cams,pistons,crank and can any of the M5 parts fit the e39?

What is the difference between rear end gearing in the sport 540ia,540i,and M5?

What about the sport suspention vs. the M5's?

All facts would be great.....Thanks

Well the engine is completely different higher compersion more rev happy and a little more torque. The hole car is designed to me muchmore sporty.

http://www.bmwworld.com/engines/s62.htm

Well the engine is completely different higher compersion more rev happy and a little more torque. The hole car is designed to me muchmore sporty.

Actually, there are far more similarities than differences. It's much like comparing a Ford Mustang GT to a Cobra. Cosmetic differences between M5 and 540i sport involve mostly plastic bolt-on's. The 540i spare tire was replaced with a right side muffler.

Handling is very similar. M5 and 540i sport springs carry the same factory part#'s. M5 has slightly larger swaybars to deal with about 200lb added girth. The interior is tweaked, but M5 is hardly sportier than a 540i with the sport option.

The biggest difference between the two vehicles (by far) is due to:
1) engine displacement, induction and cams and
2) rear differential
3) exhaust configuration aft of cats

As a result, the M5 is 3/4 of a second faster thru the traps. Clutch is the same size and the transmission is the same. The M5 clutch is inadequate. The 540i radiator is weak.

The brakes on the M5 are a little better, but still single piston...many folks wind up replacing the M5 system with aftermarket BBK.

The struts and shocks on both vehicles are made by Boge and basically garbage.

The later 540i cars with staggered wheels have the same front wheel width as a M5, namely 8". The rear 540i wheel is 9" vs 9.5" for M5. Staggered width wheels are not desireable from a handling perspective, so the 8"/9.5" setup is no bonus.

LSCman thanks for the info....do you know what rear end gearing in the sport has vs the M5.
Thanks e30sd that link is just what I was looking for....great info.

sport 540ia 3.15
sport 540/6 speed 2.82
M5 3.15 LSD

The M5 is the only e39 in the US to get a LSD from the factory.

Doesn't an M5 have a 3.45 LSD?

LSCman thanks for the info....do you know what rear end gearing in the sport has vs the M5.
Thanks e30sd that link is just what I was looking for....great info.



no prob. i love posting that link everytime, cause the s62 is such a damn sweet engine. imagine that thing with solid lifters... :buttrock

Can the LSD pack be added into the diff.?...is the diff. the same part # as the M5's?

Diff upgrade is not cheap. A 540i quaiffe posi costs around $3K. An M5 posi upgrade will cost at least a grand more. The M5 upgrade involves new half shafts for 540i, unless you retrofit some oddball 15 year old 7 series bearing to the carrier assy to allow retrofit. Such an upgrade is not done often, so info is sketchy. You gotta really want posi to dump 25% of the car's value into one. Common sense usually prevails. If you want to drag race and impove 60' times, you should look at a Mustang or some machine with a solid rear axle assy. The 540i sport is for handling, not standing starts. Some folks trying to drag race M5 have broken the aluminum rear frame assy. Such duty is abusive in a car with good weight proportion (lot's of weight on the rear wheels). The car has lightweight suspension for good handling & it's an awfully heavy car for clutch-popping starts.

Actually, there are far more similarities than differences. It's much like comparing a Ford Mustang GT to a Cobra. Cosmetic differences between M5 and 540i sport involve mostly plastic bolt-on's. The 540i spare tire was replaced with a right side muffler.

Handling is very similar. M5 and 540i sport springs carry the same factory part#'s. M5 has slightly larger swaybars to deal with about 200lb added girth. The interior is tweaked, but M5 is hardly sportier than a 540i with the sport option.

The biggest difference between the two vehicles (by far) is due to:
1) engine displacement, induction and cams and
2) rear differential
3) exhaust configuration aft of cats

As a result, the M5 is 3/4 of a second faster thru the traps. Clutch is the same size and the transmission is the same. The M5 clutch is inadequate. The 540i radiator is weak.

The brakes on the M5 are a little better, but still single piston...many folks wind up replacing the M5 system with aftermarket BBK.

The struts and shocks on both vehicles are made by Boge and basically garbage.

The later 540i cars with staggered wheels have the same front wheel width as a M5, namely 8". The rear 540i wheel is 9" vs 9.5" for M5. Staggered width wheels are not desireable from a handling perspective, so the 8"/9.5" setup is no bonus.
Is it really a proven fact that M5 and 540i suspensions are the same? I'm just asking because I would like to change my 540i suspension to M5. Can you make it more specific?

1) The factory swaybars differ. M5 has 27mm/16.5mm while the 540i sport uses 25mm/15mm. Many M5 owners are switching to ACS or the sister Eibach swaybars...the same 28mm/18mm kit that fits 540i. Aside from paint color they are the same. ACS costs $800 and Eibach costs $400. There's an older swaybar design by Dinan that's an adjustable 17mm rear bar for about $200. It's kinda nice for dialing out understeer, if you have the factory front swaybar. The front swaybar is a very difficult swap requiring you to drop the front frame assembly.

2) The factory shocks and struts differ slightly, if you compare 540i sport or 6spd to M5. Factory BMW-Boge struts and shocks aren't that great. They quickly deteriorate on both cars. Damping rates drop and they begin leaking...usually around 50K. The difference in damping rate between the two cars is very small, due to 200 avg weight differential and 2mm more swaybar. Koni struts and shocks are a good upgrade for both the M5 and 540i & they cost about $700 for a set. A nice improvement can be made by dialing in some negative camber with K-MAC upper strut mounts.

3) Spring rates are IDENTICAL between a loaded 540i Sport II and a modestly-equipped M5. The M5 springs are NOT stiffer or higher performance. The weight of the car will define which spring part# gets installed in it. For example, a loaded 2001 540i and M5 with few options will be shipped with identical springs. Earlier 540i cars are sport I pkg and their rear springs are about 5-10% softer rate to work better with non-stagger wheels. If you're using staggered wheels, the sports II springs are better. If non-stagger, go with sports I or sports II. The sports II will simply reduce understeer a bit. The spring tables are in BMW ETK software. Tell me what year and options & I can recommend springs. There are about 8 different springs sold for M5 and 540i sport, based upon chassis weight. About 6 of them apply to both vehicles. As you can imagine, the heaviest M5's and lighest 540i cars carry their own part#'s, since chassis weights will not overlap between these cars.

4) If you get some take-off M5 suspension parts and put them on an earlier year 540i ('97-'98), it'll likely sit too high. These years of 540i cars were the lightest ones sold (no vanos, fewer airbags etc). The weight differential between the typical loaded M5 and early, base 540i sport approaches 325 lbs. Even later year 540i cars are lighter than "most" M5's. Folks that try this parts swap are usually dissappointed.

5) Aside from swaybars, there's no significant upgrades on the M5 suspension, compared to a 540i sport. The only difference is free spring length, which affects ride height due to chassis weight differences.

In conclusion, if you have the sport option on your 540i, you're best option is to install bigger swaybars and Koni shocks. For optimal handling, you might be better off with factory 540i sport springs. The only decent aftermarket street springs for handling are Eibach's. They lower the car about 1/2" but they are still linear spring rate for predictable handling. Their rate is close to stock sport. All other aftermarket springs are for slamming...they are highly progressive and handle poorly, compared to stock sport. Too many folks take blown out Boges off their car with 70K miles and replace them with fresh Konis and progressive H&R's. They feel a remarkable improvement in handling and attribute it to the springs. Hey...it's the shocks....believe me.

wow, this thread is great! I just bid on some m5 suspesion parts (shocks/springs) on ebay. It says they have 7k miles on them. Based on the info here it would be a mistake to do this swap even if it only costs $200.00. Would you agree lscman?

I have Koni's, an upgraded rear sway and lowering springs, all Dinan. The car does handle much better, but with a stiffer ride. The understeer I had before is pretty much gone now. However, since I can never leave well enough alone, do you guys think it would be worth the huge labor charge to install a larger front sway? Labor is what kills you with the front. I've heard most people stop with the rear and don't worry about the front, because of minimal gains in handling. The Dinan front sway is 27mm compared to the stock 25mm.

It says they have 7k miles on them.

We've all heard that before....hope you can verify, good luck.

Based on the info here it would be a mistake to do this swap even if it only costs $200.00.

Assuming you have a 540i sport, the purpose of such a swap would be to freshen up a high mile car with low mile parts & to obtain a pair of bigger swaybars that would cost you $190 new, thru Pacific BMW. If your car is a '98 or older, the M5 springs will make it sit a good inch higher than stock. The stock spring rate at the wheel is under 150 lb/in, so a slight decrease in weight will raise the car a lot. It may sit high like a 525i auto & look silly. The labor effort is huge. I would not spend those manhours installing used factory shocks and struts. That's just me.

I have Koni's, an upgraded rear sway and lowering springs, all Dinan. The car does handle much better, but with a stiffer ride. The understeer I had before is pretty much gone now. However, since I can never leave well enough alone, do you guys think it would be worth the huge labor charge to install a larger front sway? Labor is what kills you with the front. I've heard most people stop with the rear and don't worry about the front, because of minimal gains in handling. The Dinan front sway is 27mm compared to the stock 25mm.

Almost nobody buys the overpriced Dinan front swaybar since the factory 27mm M5 bar costs around $100.

If your car handles neutral now, a 27mm front swaybar will cause your car to understeer (again). If you are using the middle or outer adjustment holes on the rear Dinan bar, you could install a bigger front bar and move to inward holes to maintain balance. I've heard that some racers have found the 25mm front bar offers better balance. The bigger bar overworks the front tires in many cases. I would not assume that a bigger front bar is better. It will surely reduce body roll/lean, but it may not improve lap times or handling. The goal is NOT to make the car flat in corners. Such a goal is only necessary for cars with poor suspension geometry. The BMW sticks nice with a plush, compliant suspension. It isn't a Shelby. .....Just some thoughts.

Almost nobody buys the overpriced Dinan front swaybar since the factory 27mm M5 bar costs around $100.

If your car handles neutral now, a 27mm front swaybar will cause your car to understeer (again). If you are using the middle or outer adjustment holes on the rear Dinan bar, you could install a bigger front bar and move to inward holes to maintain balance. I've heard that some racers have found the 25mm front bar offers better balance. The bigger bar overworks the front tires in many cases. I would not assume that a bigger front bar is better. It will surely reduce body roll/lean, but it may not improve lap times or handling. The goal is NOT to make the car flat in corners. Such a goal is only necessary for cars with poor suspension geometry. The BMW sticks nice with a plush, compliant suspension. It isn't a Shelby. .....Just some thoughts.
Thanks a lot for the info. I was afraid that putting on a bigger front bar would counteract the larger Dinan rear sway and dial in the understeer again. As I said earlier, the car handles great now, so I'm going to leave it as is. The rear sway is set to the middle setting btw.

Correct me if I am wrong, But didn't the M5 come with some aluminium suspension parts which the 540i didn't have? I just traded in my 540i 6 speed for a M5 and I still can't believe how different the handling is.


1) The factory swaybars differ. M5 has 27mm/16.5mm while the 540i sport uses 25mm/15mm. Many M5 owners are switching to ACS or the sister Eibach swaybars...the same 28mm/18mm kit that fits 540i. Aside from paint color they are the same. ACS costs $800 and Eibach costs $400. There's an older swaybar design by Dinan that's an adjustable 17mm rear bar for about $200. It's kinda nice for dialing out understeer, if you have the factory front swaybar. The front swaybar is a very difficult swap requiring you to drop the front frame assembly.

2) The factory shocks and struts differ slightly, if you compare 540i sport or 6spd to M5. Factory BMW-Boge struts and shocks aren't that great. They quickly deteriorate on both cars. Damping rates drop and they begin leaking...usually around 50K. The difference in damping rate between the two cars is very small, due to 200 avg weight differential and 2mm more swaybar. Koni struts and shocks are a good upgrade for both the M5 and 540i & they cost about $700 for a set. A nice improvement can be made by dialing in some negative camber with K-MAC upper strut mounts.

3) Spring rates are IDENTICAL between a loaded 540i Sport II and a modestly-equipped M5. The M5 springs are NOT stiffer or higher performance. The weight of the car will define which spring part# gets installed in it. For example, a loaded 2001 540i and M5 with few options will be shipped with identical springs. Earlier 540i cars are sport I pkg and their rear springs are about 5-10% softer rate to work better with non-stagger wheels. If you're using staggered wheels, the sports II springs are better. If non-stagger, go with sports I or sports II. The sports II will simply reduce understeer a bit. The spring tables are in BMW ETK software. Tell me what year and options & I can recommend springs. There are about 8 different springs sold for M5 and 540i sport, based upon chassis weight. About 6 of them apply to both vehicles. As you can imagine, the heaviest M5's and lighest 540i cars carry their own part#'s, since chassis weights will not overlap between these cars.

4) If you get some take-off M5 suspension parts and put them on an earlier year 540i ('97-'98), it'll likely sit too high. These years of 540i cars were the lightest ones sold (no vanos, fewer airbags etc). The weight differential between the typical loaded M5 and early, base 540i sport approaches 325 lbs. Even later year 540i cars are lighter than "most" M5's. Folks that try this parts swap are usually dissappointed.

5) Aside from swaybars, there's no significant upgrades on the M5 suspension, compared to a 540i sport. The only difference is free spring length, which affects ride height due to chassis weight differences.

In conclusion, if you have the sport option on your 540i, you're best option is to install bigger swaybars and Koni shocks. For optimal handling, you might be better off with factory 540i sport springs. The only decent aftermarket street springs for handling are Eibach's. They lower the car about 1/2" but they are still linear spring rate for predictable handling. Their rate is close to stock sport. All other aftermarket springs are for slamming...they are highly progressive and handle poorly, compared to stock sport. Too many folks take blown out Boges off their car with 70K miles and replace them with fresh Konis and progressive H&R's. They feel a remarkable improvement in handling and attribute it to the springs. Hey...it's the shocks....believe me.

Thanks Lscman!!! That was a good info. I enjoyed reading it! More power to you man!!!

1) The factory swaybars differ. M5 has 27mm/16.5mm while the 540i sport uses 25mm/15mm. Many M5 owners are switching to ACS or the sister Eibach swaybars...the same 28mm/18mm kit that fits 540i. Aside from paint color they are the same. ACS costs $800 and Eibach costs $400. There's an older swaybar design by Dinan that's an adjustable 17mm rear bar for about $200. It's kinda nice for dialing out understeer, if you have the factory front swaybar. The front swaybar is a very difficult swap requiring you to drop the front frame assembly.

2) The factory shocks and struts differ slightly, if you compare 540i sport or 6spd to M5. Factory BMW-Boge struts and shocks aren't that great. They quickly deteriorate on both cars. Damping rates drop and they begin leaking...usually around 50K. The difference in damping rate between the two cars is very small, due to 200 avg weight differential and 2mm more swaybar. Koni struts and shocks are a good upgrade for both the M5 and 540i & they cost about $700 for a set. A nice improvement can be made by dialing in some negative camber with K-MAC upper strut mounts.

3) Spring rates are IDENTICAL between a loaded 540i Sport II and a modestly-equipped M5. The M5 springs are NOT stiffer or higher performance. The weight of the car will define which spring part# gets installed in it. For example, a loaded 2001 540i and M5 with few options will be shipped with identical springs. Earlier 540i cars are sport I pkg and their rear springs are about 5-10% softer rate to work better with non-stagger wheels. If you're using staggered wheels, the sports II springs are better. If non-stagger, go with sports I or sports II. The sports II will simply reduce understeer a bit. The spring tables are in BMW ETK software. Tell me what year and options & I can recommend springs. There are about 8 different springs sold for M5 and 540i sport, based upon chassis weight. About 6 of them apply to both vehicles. As you can imagine, the heaviest M5's and lighest 540i cars carry their own part#'s, since chassis weights will not overlap between these cars.

4) If you get some take-off M5 suspension parts and put them on an earlier year 540i ('97-'98), it'll likely sit too high. These years of 540i cars were the lightest ones sold (no vanos, fewer airbags etc). The weight differential between the typical loaded M5 and early, base 540i sport approaches 325 lbs. Even later year 540i cars are lighter than "most" M5's. Folks that try this parts swap are usually dissappointed.

5) Aside from swaybars, there's no significant upgrades on the M5 suspension, compared to a 540i sport. The only difference is free spring length, which affects ride height due to chassis weight differences.

In conclusion, if you have the sport option on your 540i, you're best option is to install bigger swaybars and Koni shocks. For optimal handling, you might be better off with factory 540i sport springs. The only decent aftermarket street springs for handling are Eibach's. They lower the car about 1/2" but they are still linear spring rate for predictable handling. Their rate is close to stock sport. All other aftermarket springs are for slamming...they are highly progressive and handle poorly, compared to stock sport. Too many folks take blown out Boges off their car with 70K miles and replace them with fresh Konis and progressive H&R's. They feel a remarkable improvement in handling and attribute it to the springs. Hey...it's the shocks....believe me.

now how can you tell the difference between a 540i and a 540i sport? what about sport I and sport II? thanks!

Non-sport offers softer ride with higher ride height. The non-sport shocks have softer damping. The swaybars are smaller than sport. The non-sport is a luxo cruiser setup and not for handling.

As mentioned above, the sport I and sport II front spring rates are similar. The sport II rear spring rate is stiffened slightly to maintain better balance with wider rear rims and tires (stagger). The Sport II cars will understeer less with staggered wheels. Sport I and II have same swaybars, struts and shocks.

If you buy a non-sport car, it's not the end of the world. A set of $400 Eibach swaybars and an $850 set of Koni's and Eibach Pro springs will give you handling better than an M5 or 540i sport. Sport II springs can be substituted for more streetable ride height, if you want to spend a little more cash. The handling will be equivalent.

So my '97 sport packaged 540i 6speed doesn't have a 3.15 rear?

I doubt it.

Ok, I decided to go for Koni shocks and Eibach springs. Where can I find a really good deal of both. Please advise!!! Non-sport offers softer ride with higher ride height. The non-sport shocks have softer damping. The swaybars are smaller than sport. The non-sport is a luxo cruiser setup and not for handling.

As mentioned above, the sport I and sport II front spring rates are similar. The sport II rear spring rate is stiffened slightly to maintain better balance with wider rear rims and tires (stagger). The Sport II cars will understeer less with staggered wheels. Sport I and II have same swaybars, struts and shocks.

If you buy a non-sport car, it's not the end of the world. A set of $400 Eibach swaybars and an $850 set of Koni's and Eibach Pro springs will give you handling better than an M5 or 540i sport. Sport II springs can be substituted for more streetable ride height, if you want to spend a little more cash. The handling will be equivalent.

Ok mr smartypants... (Jk i am glad to have someone here who knows there sh*t)

I have a 97 non sport 2.8 with the Eibach sways and Koni adjustable and the Ground Control coilovers. The tires are Falken Azenis ST-115 http://www.falkentire.com/tires/st115_infopg.htm 245/35/19 front 275/30/19 rear. Rims are Breyton Vison 19x9 f 19x10 r.

I went to Buttonwilow Raceway last week with some interesting results. I know these are rain suited tires but i was desperate to race something! Also i didnt have time to buy a race only set.

Anyway there were many nice cars there such as and m5, m3 smg, 350z, g35, 2 nsx's, and other lowly 4 bangers... All stock except one NSX.

To the point, i was comepletly dominating everycar there except the 1 nsx. On rain tires, and limited racing knowledge, and a 200hp 6!

My question after all this babaling is on the hard turns it would push (understeer) pretty bad unless i finagled the gas to bring out the tail.

I know having a staggered setup creates more understeer but your comment on having a thicker front sway bar that would make it push, was interesting.

I plan on getting the ssr competition 18x9 with a undecided 265/35/18 all around. What tire would you reccommend for the avid autocrosser that i would like to become? Also what offset would be best on those rims?

What tire pressure would help to?

Also is setting the dampening rate on the front konis going to help this problem?

So since i have made no sense of this ill just go now... :eyecrazy:

btw i have some in-car videos if anyone wants to host them?

Oh ya i was thinking of getting a lsd from quiaffe or somebody. Have any ideas on which would work for my 97 528i ns?

Help me out...why do you want to install a costly quaiffe in such a heavy car with excellent 50/50 weight distribution & a 6 cyl. That car should hook fine, unless you're running 6" rims with 215 studded snow tires.

Sounds like massive overkill unless you have a supercharger or NOS or something?

Help me out...why do you want to install a costly quaiffe in such a heavy car with excellent 50/50 weight distribution & a 6 cyl. That car should hook fine, unless you're running 6" rims with 215 studded snow tires.

Sounds like massive overkill unless you have a supercharger or NOS or something?

I would like to do a supercharger possibly...
But im getting into autocrossing more and while this is my daily driver i wanted more from it without sacrifising a great riding car.

It doesnt hook fine because if i leave the traction control on around a lap ive it very apparent its working to keep me from drifting.

So about the questions i had...

Bigger front sway bar makes it understeer more?

What kinda of offset for a rim like i mentioned using a 265/40 all around?

Will adjusting the damper setting on the Koni's in front help any? (at the track)

What type of Quaiffe would you reccommend?

Thanks!

It doesnt hook fine because if i leave the traction control on around a lap ive it very apparent its working to keep me from drifting.

Most cars can not be autocrossed with traction control ON, including a Corvette or a Viper etc. Leave the traction control off.

Bigger front sway bar makes it understeer more?

By itself, absolutely yes. In conjunction with a larger rear bar or stiffer rear springs, not necessarily.

What kinda of offset for a rim like i mentioned using a 265/40 all around?

A 9" rear rim needs to be 24 to 26mm pos offset. A 9-1/2" rear rim must be very close to 24mm pos offset. In either case, fender rolling may be necessary. Each car varies depending upon rear subframe positioning, lip roll shape & inner fender warpage. Some get rubbing on the right...other's on the left.

A 9" front rim needs to be 18 to 21mm pos offset. A 9-1/2" front rim must be about the same.

Since different offsets are needed front and rear when you go wider than 8-1/2", some folks choose to run a 3mm spacer in the front to allow rear rims on all 4 corners to facilitate tire rotation.

Will adjusting the damper setting on the Koni's in front help any? (at the track)!

Not much. The rears are not adjustable when on the car. Softening the fronts helps reduce understeer, so a softer setting should be good for street or track.

What type of Quaiffe would you reccommend?

There is only one type for the 540i differential. I don't know about 6 cyl diff's.

Thanks so much for the great advice!

I have it set pretty soft and the rear bar is upgraded...

I think it is the tires.

Ill be getting the auto-x only rims & tires soon so that should greatly improve things.

thanks for the offset numbers and the idea to run 4 rears

Great stuff, you make me want a 5.

This thread needs a [bump]

good stuff. :)

It sounds like there aren't that much of differences in terms of overall performance. 540i M-sport 6sp sounds like a great bang for a buck.

It sounds like there aren't that much of differences in terms of overall performance. 540i M-sport 6sp sounds like a great bang for a buck.

:icon15 At least that's what I tell myself at night so I sleep better. Shhh!


About two months ago I replaced my stock sport Boge shocks with a set of Koni yellows. Oddly enough, the stockers were in nearly perfect condition(dampening wise), and even the tech who installed them commented on how unusual it was.

Per lscman's suggestion on another board, I set the rears to 1/2 turn from full soft, and have experimented with the front setting. Before the shock install the only suspension mod I had was an M5 rear swaybar along with a non-staggered 8x18" wheel setup. The car was extremely neutral, with power-oversteer easily obtainable with judicious use of the throttle. Now the car feels like it understeers more, though still less than bone stock. The front shocks are set 5/8 turn from full soft. I tried them at full soft this past weekend and it was downright dangerous due to the oversteer I was getting driving mildly spiritedly on the street---crazy, really. I don't want to go too much softer up front in order to make the handling more neutral, though, because I just dropped $1000 on new shocks and want to believe I actually improved the handling by replacing the stock shocks; this becomes more questionable the softer I set the front shocks.

Is there a way to cross reference our vin to find out what was ordered from the factory?

How hard is it to swap front/rear shocks and rear swaybar?

I find my sport handles nice in the front,and would benifit alot from a stiffer rear sway.

What about the injectors? are they the same size? Are the HFM same?
Intake?

Im sure if you put a cam and exhaust and some tuning,the 540i would be 350ish easily

What would happen if u put an m5 cam in ? Any1 sell 540 aftermarket cams?

Is there a way to cross reference our vin to find out what was ordered from the factory?

How hard is it to swap front/rear shocks and rear swaybar?

I find my sport handles nice in the front,and would benifit alot from a stiffer rear sway.

What about the injectors? are they the same size? Are the HFM same?
Intake?

Im sure if you put a cam and exhaust and some tuning,the 540i would be 350ish easily

What would happen if u put an m5 cam in ? Any1 sell 540 aftermarket cams?

Are you going to put a cam in?? What about the other three (lol)? The stuff you're considering is easy & affordable in a chevy, not a BMW V8. You don't throw cams into a BMW V8. They cost many thousands with thousands more for labor & there's only 1 supplier. A multicam swap to produce higher RPM power will be a poor match for the stock intake. A decent set of headers and cams will exceed the book value of many E39 540i cars and that does not include the cost of labor. What are you going to do about intake? The M5 has a completely re-enginnered induction system that includes all new hardware and electronics. This is an unrealistic dream. Go supercharger or sell it.

from M registry:

Production Versions:

DE91: European-spec (LHD), 10/98-06/03
DE92: European-spec (RHD), 10/98-06/03
DE93: North American-spec, 09/99-06/03


History:


What makes the E39 M5 unique?
The E39 M5 is the BMW M-developed version of the E39 5 Series sedan. It is powered by the S62 V8 engine, a high-performance development of the standard production M62 unit. It also features an M-tuned chassis as well as M-designed interior and exterior cosmetic items.

When was the E39 M5 first introduced?
The E39 M5 was first introduced at the 1998 Geneva Motor Show though production did not begin until October of that year.

Where was the E39 M5 produced?
Unlike both previous iterations of the M5 (which were hand-assembled at BMW M GmbH in Garching), the E39 M5 was produced on the normal E39 5 Series assembly line at the Dingolfing factory, outside of Munich.

Was a Touring (station wagon) version of the E39 M5 ever produced?
Although an E39 M5 Touring was considered and at least one prototype was constructed (in Titanium Silver with a Black Exclusive leather interior), BMW M decided not to produce an E39 M5 Touring due to financial considerations.


Production Data:


How many versions of the E39 M5 were produced?
BMW M produced three versions of the E39 M5: Two European-specification models (left-hand drive and right-hand drive) and one North American-specification version.

How many of each version of the E39 M5 were produced?
ECE (LHD): 7,895 examples produced from 10/98 thru 06/03
ECE (RHD): 2,595 examples produced from 10/98 thru 06/03
NA (LHD): 9,992 examples produced from 09/99 thru 06/03

What changes were made to the E39 M5 during the time that it was produced?
Though there were no major mechanical alterations to the E39 M5 during its entire production run, there were a number of equipment alterations that appeared with the 2001 model-year M5 (from 9/00 production). These include:
-Revised headlight design incorporating illuminated "Angel Eye" rings
-"Jeweled" tallight 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 faces
-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).


Drivetrain:


What makes the S62 enigne unique?
Though based on the same basic architecture as the regular aluminum-block 4.4-liter M62 powerplant fitted to the E39 540i, the S62 V8 engine has been extensively modified by BMW M in the following areas:
-Increased bore to 94mm (from 92mm) and increased stroke to 89mm (from 82.7mm) for a total displacement of 4,941cc (up from 4,398cc).
-Increased compression to 11.0:1 (from 10.0:1)
-Individual electronically-controlled throttle bodies for each cylinder with M Driving Dynamics two-stage control (via the "Sport" button)
-Double VANOS continuously-variable valve timing on both the intake and exhaust strokes
-Siemens MSS 52 Motronic digital engine control system
-Three-layer steel head gaskets
-Dual air induction system
-Modified cylinder heads
-Hollow camshafts
-High-capacity water pump
-Duplex chain drive for the intake cams
-Oil-cooled pistons unique to each cylinder bank
-G-force-sensitive lubrication system with two scavenging pumps, one for each cylinder bank
-Coolant to oil heat exchanger for engine cooling
-Free-flow exhaust with dual catalytic converters and four exhaust tips

The S62 engine produces 400 hp (DIN) or 394 hp (SAE) at 6,600 rpm and 369 lb/ft of torque at 3,800 rpm. It is easily identified by its large central cam cover that carries the "M" logo and is further inscribed with "BMW M Power" against an artificial carbon fiber background.

What kind of gearbox does the E39 M5 have?
All E39 M5s are equipped with a Getrag Type D six-speed manual gerabox with the following ratios: 4.23 (1), 2.53 (2), 1.67 (3), 1.23 (4), 1.00 (5), 0.83 (6). The transmission is mated to a 2.81:1 rear differential. Though this same gearbox (and ratios) was also offered in the E39 540i, the E39 M5 drivetrain has two unique components: The clutch is reinfoced to cope with the added torque of the S62 powerplant and the rear differential features a limited slip device (25 percent maximum locking).

Is the E39 M5 equipped with electronic stability control?
Yes, the E39 M5 was the first M Series automobile to feature BMW's Dynamic Stability Control (DSC) which incorporates the Automatic Stability Control (ASC) traction control system but can also apply braking force to any wheel in order to help correct for understeer or oversteer. The system can be de-activated via a console-mounted button.

How do the European-specification and North American-specification E39 M5s differ mechanically?
Aside from minor mechanical differences required to meet specific safety and emission regulatons in each market (such as positioning the exhaust catalysts closer to the engine on North American-spec models), E39 M5 is essentially the same worldwide. One notable excpetion is the exclusion of the European-spec M5's two-piece front brake rotors on the North American model.


Chassis:


How is the E39 M5's suspension different from that of a regular 5 Series?
The suspension of the E39 M5 shares its basic aluminum-intensive MacPherson strut/multi-link design with that of the V8-powered E39 5 Series models but incorporates several specific changes from BMW M:
-Specific spring rates with reduced spring height (0.9-inches shorter than standard E39 springs, 0.1-inches shorter than M-Technic E39 springs)
-Specific shock valving
-Thicker anti-roll bars front and rear
-Polyurethane auxiliary springs in place of rubber units
-Steel balljoints in place of rubber rear suspension bushings

How does the E39 M5's steering system differ from that of other E39 5 Series models?
Like all V8-powered E39 5 Series models, the E39 M5 is equipped with a recirculating-ball steering system. However, the overall steering ratio has been reduced to 14.7 from 17.9. In addition, the E39 M5 features Servotronic vehicle-speed-sensitive power assist that provides two levels of resistance controlled via the console-mounted M Driving Dynamics button (informally known as the "Sport" button).

What size brakes does the E39 M5 have?
The E39 M5 is equipped with four-wheel vented disc brakes measuring 13.6-inches in diameter in front and 12.9-inches in diameter in the rear. On European-specification models, the front rotors are of a "floating" two-piece design for better heat dissipation. ABS is standard.

What are the factory wheel and tire sizes for the E39 M5?
All E39 M5s are fitted exclusively with 18-inch M Parallel Spoke II cast alloy wheels featuring a Satin Chrome finish. These wheels, which measure 8x18-inch (front) and 9.5x18-inch (rear) and wear staggered 245/40ZR18 (front) and 275/35ZR18 (rear) tires, are specific to the E39 M5.


Cosmetics:


How is the exterior of the E39 M5 distinguished from that of the regular 5 Series?
The E39 M5 is equipped with several unique exterior cosmetic items that distinguish it from other 5 Series models. The front fascia features an enlarged grille with wider chrome trim around the "kidneys" as well as a unique M-Technic airdam with mesh over the central intake. The rear of the E39 M5 can be distingished by a small body-color lip spoiler (deletable upon request) as well as a unique rear bumper and lower diffuser that incorporates two pairs of dual exhaust outlets. There are also M-designed rear-view mirrors (which fold up electrically), the unique 18-inch M Parallel Spoke II alloy wheels and three "M5" badges that adorn the exterior of the car, one on each of the side mouldings and a third on the trunk lid. Most E39 M5s were equipped with high-gloss Shadowline (black) window trim though the chrome trim from the standard E39 could be specified as a no-cost alternative in most markets. All E39 M5s have clear turn signal lenses.

What distinguishes the interior of the E39 M5 from that of a standard E39 5 Series?
Though the interior of the E39 M5 shares its basic design and architecture with that of the standard E39 5 Series, it is distinguished by several unique items.

All E39 M5s are equipped with power and heated M sport seats with adjustable lumbar support and a three-position memory on the driver's seat.Two distinct upholstery and trim styles were offered: "Sport" and "Exclusive" (later renamed "Luxury" for the North American market). The Sport interior was offered in the following combinations: Alcantara upholstery and door panels with Nappa leather bolsters and aluminum-look interior trim (not available for the U.S market), Nappa Point leather upholstery and door panels with Nappa leather bolsters and aluminum-look interior trim or Nappa Point leather upholstery and door trim with Nappa leather bolsters and Bruyere Club wood interior trim. The Exclusive interior included pleated Nappa Heritage leather upholstery and door trim with Bruyere Club wood interior trim or pleated Nappa Heritage leather upholstery and door trim with Burl Walnut wood interior trim. In addition, any of these interiors could be trimmed in either Extended Leather (leather on the door pulls, door armrests, center console, center armrest and sun visors) or Complete Leather (leather on the door pulls, door armrests, door panels, center console, center armrest, sun visors, dashboard, glovebox door, upper door trims and lower B-pillar plus Alcantara on the headliner, A-pillar, upper B-pillar, C-pillar and rear parcel shelf), depending on the market and production date.

Two different airbag-equipped three-spoke M steering wheel designs were offered in the E39 M5, both with M tri-color stitching on the rim and buttons for the audio system and cruise control on the upper spokes. The early version (thru 8/00) resembles the wheel offered in the some E36 3 Series, E38 7 Series and E39 5 Series models but is smaller in diameter (375mm versus 385mm). The later version (from 9/00) is identical to the wheel used in the E46 M3 and features a different spoke design and a thicker rim.

Also unique to the E39 M5 are special instruments featuring aluminum bezels, red needles, a 300 kph/180 mph speedometer incorporating the M logo, an oil temperature gauge under the tachometer in place of the usual economy meter and a an LED variable redline that extinguishes as the engine reaches normal operating temperature. Gray gauge faces were introduced for the 2001 model year (from 9/00 production).

Finally, the E39 M5 is equipped with an M footrest for the driver, an oval-shaped auto-dimming M rear-view mirror, special door sill plates featuring the "M5" logo and an illuminated M shift knob also incorporating the "M" logo (made of either leather and aluminum-look trim, Bruyere Club wood or Burl Walnut wood).

What options were available for the E39 M5?
Unlike the previous two iterations of the M5, the E39 M5 was very well equipped in all markets and included most of the available E39 features as standard equipment including Xenon headlights, headlight washers, power and heated front seats with three-position memory for the driver, power tilt and telescoping steering column, automatic climate control, cruise control, extended on-board computer and a premium audio system. Options for the E39 M5 varied from market to market but generally included various types of leather upholstery and wood trim, power moonroof (standard in North America), on-board navigation (standard in North America), Park Distance Control, power rear sunshade (not available with Complete Leather trim), M Audio System (from 9/00), split-folding rear seats and rear side airbags (standard in North America from 9/02).

How do the European-specification and North American-specification E39 M5s differ cosmetically?
Aside from minor differences in lighting and instrumentation mandated by the different markets, all E39 M5s sold worldwide are essentially the same in terms of appearance.


Special Versions:


Were there any special factory editions of the E39 M5?
No, BMW M never produced any official factory special editions of the E39 M5.


Color and Upholstery Selections:
Exterior Colors:
Alpine White III (300), Imola Red (405), Jet Black (668), Titanium Silver metallic (354), Avus Blue metallic* (276), Le Mans Blue metallic** (381), Anthracite metallic*** (397), Sterling Grey metallic**** (472), Silverstone metallic*** (425), Blue Water metallic**** (896), Royal Red metallic*** (390), Chiaretto Red metallic**** (894), Oxford Green metallic (324), Carbon Black metallic (416)
*thru 02/00
**from 03/00
***thru 08/01
****from 09/01

Interior Colors (Sport):
Black M Alcantara/Nappa leather (not for U.S.), Black Nappa Point leather/Nappa leather, Le Mans Blue and Black Nappa Point leather/Nappa leather, Imola Red and Black Nappa Point leather/Nappa Leather, Silverstone and Black Nappa Point leather/Nappa Leather
-Sport interiors could be equipped with either aluminum-look trim or available Bruyere Club wood trim.
-Sport interiors could be equipped with either Extended Leather or Complete Leather (thru 08/00 in North America).
-Extended Leather includes leather on the door pulls, door armrests, center console, center armrest and sun visors
-Complete Leather includes leather on the door pulls, door armrests, door panels, center console, center armrest, sun visors, dashboard, glovebox door, upper door trims and lower B-pillar plus Alcantara on the A-pillar, upper B-pillar, C-pillar and rear parcel shelf
-An Alcantara headliner was included with the Complete Leather interior and available as a no-cost option with the Extended Leather interior from the start of production, then made standard with all Sport interiors as of 09/00.

Interior Colors (Exclusive/Luxury):
Black Nappa Heritage leather, Caramel Nappa Heritage leather, English Green Nappa Heritage leather (thru 08/00 for U.S. market)
-Exclusive Interior is known as the Luxury Interior in North America as of the 2001 model year (09/00 production)
-Exclusive/Luxury Interiors could be equipped with either Bruyere Club wood trim or available Burl Walnut wood trim
-Exclusive/Luxury Interiors could be equipped with either Extended Leather (available thru 08/00 in North America) or Complete Leather.
-Extended Leather includes leather on the door pulls, door armrests, center console, center armrest
-Complete Leather includes leather on the door pulls, door armrests, door panels, center console, center armrest, sun visors, dashboard, glovebox door, upper door trim and lower B-pillar plus Alcantara on the headliner, A-pillar, upper B-pillar, C-pillar and rear parcel shelf.
-An Alcantara headliner was included with the Complete Leather interior and available as a no-cost option with the Extended Leather interior from the start of production, then made standard with all Exclusive/Luxury interiors as of 09/00

The transmission is mated to a 2.81:1 rear differential.


Is that right?

Is that right?

No. It's a 3.15.


Also, to the guy with a 528 bidding on M5 suspension...this will raise your car most likely due to the fact that your car weighs a lot less than an M5!

Lscman,


WOW....


Yea,I was in shock the one time I found a website selling PERFORMANCE Stuff like Headers and Cams.I think supersprint headers and schrick cams?
Anyway,the headers were like 3000 maybe even 7k? And the cams were like 1800 or 2800?
Im not considering it,But was curious what the result would be with a cai/exhaust and headers with an aftermarket/m5 cam.
I already have a turbo kit for my 540 I gave up on the tuning part months ago.Im considering a s/c and almost order 1 a couple times last week.But stopped myself.

DOES anyone make an aftermarket 540 intake manifold?
Any of the supercharger kits come with aftermarket intake manifolds?
I read the 540 s/c propaganda and they say intake manifold alot.Im guessing they are trying to trick people into thinking actual manifold.
Or??? Do they have 1?
WOULD AN M5 INTAKE FIT/bolt on A 540?I know the design looks like it wont fit w/out major modification.I almost dumped 15k into starting prototype design for the 540i 97 intake manifold.But I scratched that with a quickness

I know theres a few custom m5 manifolds and I dont if theyre gonna be put into production D/A made a nice one.

Back to the s/c manifold. If there is no casted s/c manifolds,What are the stock manifolds made of? How do they hold up to positive pressure?Im suprised I havent heard any stories of it blowing up from a backfire?Not even from nitrous guys? CURIOUS cause Ive considered N20 and extremely worried about that manifold


AWSOME INFO> Thanks for the posts I been looking for alot of this info for a while.

:icon15 At least that's what I tell myself at night so I sleep better. Shhh!


About two months ago I replaced my stock sport Boge shocks with a set of Koni yellows. Oddly enough, the stockers were in nearly perfect condition(dampening wise), and even the tech who installed them commented on how unusual it was.

Per lscman's suggestion on another board, I set the rears to 1/2 turn from full soft, and have experimented with the front setting. Before the shock install the only suspension mod I had was an M5 rear swaybar along with a non-staggered 8x18" wheel setup. The car was extremely neutral, with power-oversteer easily obtainable with judicious use of the throttle. Now the car feels like it understeers more, though still less than bone stock. The front shocks are set 5/8 turn from full soft. I tried them at full soft this past weekend and it was downright dangerous due to the oversteer I was getting driving mildly spiritedly on the street---crazy, really. I don't want to go too much softer up front in order to make the handling more neutral, though, because I just dropped $1000 on new shocks and want to believe I actually improved the handling by replacing the stock shocks; this becomes more questionable the softer I set the front shocks.
If you only had the unlimited R&D funding BMW has...you might actually achieve something close to what the performance engineers at BMW accomplished in the first place! :lol I believe they worked VERY hard to come up with the perfect balance between performance driving and DD so personally, I'm gonna leave well enough alone until I absolutely MUST replace components...just my opinion.

If you only had the unlimited R&D funding BMW has...you might actually achieve something close to what the performance engineers at BMW accomplished in the first place! I believe they worked VERY hard to come up with the perfect balance between performance driving and DD so personally, I'm gonna leave well enough alone until I absolutely MUST replace components...just my opinion.


Exactly. IMO a stock standard 540i in sport mode is plenty enough performance and handling for the street to keep me satisfied, and if you’ve got a M5 well there’s no question. If you want something for the track, then that’s another story.. Certain mods like a lsd sound like a good idea if the $ aren’t an issue.. but if the $ aren’t an issue I’d just get an M5. Great thread btw.

One of the MAJOR differences between the Beast and 540...:cashwalle:cashwalle:cashwalle:cashwalle