I’ve written several times before about my love for BMW, but among them, there was one car I admired deeply in the past.
That is the E60 M5. Back then, whenever I spotted an M5 or M6 on the streets, which was quite rare, I remember thinking, “How on earth could someone ever own a car like that?” It was such a distant dream for me, a flower on a high peak I could only admire from afar.
This time, I had the opportunity to test drive a 2007 BMW M5. The standout feature of this car is undoubtedly the V10 engine sitting proudly at the front. When it was released, BMW was at its peak in F1, and this engine incorporated that cutting-edge technology without holding back.
The 5-liter V10 engine produces 507ps at 7,750rpm and 53.0kgm of torque at 6,100rpm—a high-revving engine that’s almost unimaginable today. The redline sits around 8,250rpm, showcasing its incredible potential.
Getting in and pressing the start button, the engine fires up relatively quietly. It doesn’t have the ferocity you might expect from a V10. It’s just a bit louder than a regular 5 Series, nothing more.
The transmission is the SMG (SMG III), which at the time was only available on BMW’s sports models. It stands for Sequential Manual Gearbox. Unlike modern PDK or other DCT transmissions, it’s a so-called “semi-automatic,” a manual gearbox that operates the clutch automatically.
I had often heard that the SMG has harsh shift shocks and expensive repairs, but starting off, there was no noticeable shock at all. The car moves off smoothly, as if a skilled driver were operating the clutch.
The gear shifts to second with a slight pull on first gear. When the clutch disengages, you feel a slight forward jolt from the torque drop. This isn’t a shift shock per se, but rather a shake caused by torque fluctuation—not the harsh “bang” you’d get from a poorly tuned old automatic.
It’s similar to the feeling of the Abarth 595’s automatic transmission.
I thought, “Hey, this actually drives quite normally,” and started cruising slowly in normal mode.
You hardly notice it’s a V10 engine; it feels like a sporty sedan with a bit more edge. The ride is comfortable, the power isn’t overwhelming, and while the steering is on the sportier side, overall it feels mild—much tamer than the M5 image I had in my mind.
On some downhill and tight corners, you can feel the V10’s weight a bit, and I wondered if this setup wasn’t really suited for Japan’s narrow, twisty mountain roads.
Next, I pressed the M button to switch to M Dynamic mode. The engine power, previously limited to 400ps, jumps to 507ps, and the suspension tightens up. The M5 transforms like a beast unleashed from its chains.
The cornering ease is completely different. What felt a bit front-heavy before suddenly disappears. The tire grip feels dramatically improved. The car holds a stable posture and carves through corners with thrilling agility.
The tachometer needle hovers just before 12 o’clock as I accelerate. The car is very manageable and the exhaust note is fantastic. This particular car has a one-off aftermarket exhaust, so I can’t compare it to stock, but this exhaust is gentle in volume and tone, making it very pleasant.
Despite being a high-revving engine, it doesn’t demand “Push it harder!” like a GT3 does. You can enjoy sporty driving on public roads by keeping the revs in the mid-range.
In M Dynamic mode, shift speeds quicken. Still, being a semi-automatic, it’s honestly slower than Porsche’s PDK or other DCTs. There’s a clear torque dip during shifts, causing your head to jerk slightly each time.
Probably, if I matched the throttle input better, the shifts would be smoother, but I didn’t have the chance to experiment further, which is a bit disappointing.
Though the unfamiliar SMG made the driving a bit jerky, cornering was still a lot of fun. As speed builds, the car feels like it shrinks around you, a sensation similar to the Panamera.
On a straight, I pressed the accelerator deeper.
The tachometer needle jumped sharply, and around 6,500rpm, it surged like a two-stage rocket. The acceleration G-forces were impressive, but the finely tuned V10 sound relentlessly stirred the driver’s emotions.
Aiming for 8,000rpm, the engine didn’t falter but pushed even harder. This sensation borders on madness and fear—a feeling very much like the high-revving zone of a Porsche GT3 engine.
There are many high-revving engines in the world, and I’ve experienced quite a few, but engines that accelerate exponentially in the last 1,000 to 2,000rpm are rare. Most tend to slow down or sound like they’re running out of breath.
Among them, the M5’s V10 offers a superb revving experience. This is truly a dramatic engine. It’s calm and torquey at low revs, fun to rev through the mid-range, and finishes with a high-revving frenzy worthy of a grand finale.
This is truly a German treasure. A magnificent engine. I believe it’s a masterpiece worthy of the name Bayerische Motoren Werke (BMW).
Nowadays, environmental and noise regulations make it impossible to release engines like this.
There are still some of these gems sleeping in the used car market at affordable prices. At the time of writing, Car Sensor lists only five units, priced between 1.77 million and 4.65 million yen.
Of course, they might be expensive for their age, and maintenance and repair costs will add up. According to an owner, they were cheaper when first purchased but have been gradually rising.
This V10 engine is unique to BMW and will never be made again. If you’re interested, it might be wise to buy one before they become truly unavailable. At the very least, this engine alone is worth the price. That’s how amazing this car is.