"Last sunday we compared an E39 M5 stock and an E39 M5 with performance exhaust (both without speed limiter, naturally). In acceleration the car 2 (with performance exhaust), was better, around 1.0 sec from 40 km/h to 260 km/h, in top speed they where equal: 6400 rpm in 6th gear = 294 km/h (182,6 mph). Sorry no brake contest because we know about the weak brakes of M5 in stock version... 
Consumption of the car 2 is 1.5 L/100 km less after installing the exhaust, surprise surprise! To reach the goal of emission standards they had to make big concessions to the back pressure of the exhaust, which influences the power output and fuel consumption dramatically..."

"I have a Euro M3 Evo Coupe and have done a direct comparison to my '95 E34 M5 and now E39 M5. The M3 Evo beats the E34 hands down from 0-100 km/h but from 200 to 250 km/h, I find the 3.8 M5 has an advantage over the the M3 Evo. I could never explain this but I have tried it repeatedly with friends who also own M3s and my M5 seems to reach the 250 km/h limit much faster. 

The E39 M5 is a car all by itself though. Neither the M3 or E34 M5 can keep up with it from start, all the way to its top speed. I've had a 0-100 km/h reading of 4.7 sec from the car, with a worst figure of 5.36 sec (with DSC on). I now understand why BMW 'M' had to fit individual pumps to maintain oil flow under hard acceleration and cornering."

"I'd been awake all night just so I wouldn't sleep in and miss the plane back to Brisbane I was at the airport at 5am for the 6.35am flight. Had my ///M motor sport boss shirt and hat on and ready. The hour flight seemed to take forever. My wife was there at the airport waiting in the ///M3 and at 9am We arrived at Coastline BMW to see our ///M5 parked outside the showroom. As I've said many times colour is a personal thing but this car looks fantastic in anthracite especially with the dark silver wheels. The dark geen leather interior complements the anthracite exterior and grey interior perfectly. I was a bit hesitant about the club wood grain because its brighter than the walnut but after about 10 minutes in the car it grew on me. The first thing I noticed when I started the engine was the clutch feel Its a self adjusting type and has the over centre point just as the clutch begins to take up. It certainly felt different to the drive day ///M5 and different to the M3 I'd been in for the last hour. Like the woodgrain I got used to it quickly. The engine was stone cold and as we drove out it seem an eternity before it warmed to operating temperature. The ///M mechanic had just given me a 10 minute lecture about letting it warm before "trying it out" It warmed in no time at all. The gear selection is very similar to the ///M3 direct with positive gates and gear lever movement good without being too long. Someone asked me about this and I dont think its too long. I'm sure I'll be able to make some snappy changes when its run in. The car has every option still trying to work out how to tune the radio! I'll have heaps of time tonight while my wife takes over the wheel. The sound is good but I havent been able to try "Tusk" "Nutron Dance" "AC/DC" "led" or Jimmy Barnes yet. It's an Alpine 10 speaker. There's enough technical gadgets in this car to keep my sons busy for hours. The acceleration on this beast is Impressive. My ///M3 is quick and my 5.7 l GMH Commadore V8 is torque but you just unleash this baby. It had 22 ks on it when we took it out and it felt pretty tight. But medium throttle produced some wheel spin in first and a chirp into second and it wasnt even in sport mode. The DSC III defaults to the on mode. When you disengage it a light appears on the dash and flashes if you get to spirited. Enough talk I've got miles to clock up !!!" 

Story continues; 

Just in for a bite to eat and post an update. Now up to 980 kms. My dealer was more generous and suggested I could go to 5500 rpm when warned up. But allowing for parallex error and my glasses' it has slipped up to 6000 for a very, very, short time when my foot slipped while I was passing a turboed 200SX - twice. I'm now familiar with all the electronics thanks to the manual. I have been driving with the "Sport" switch on and the steering is much firmer. I have also had to add some octane booster as it is pinging slightly under light load. Premium unleaded up in the colonies has a nominal knock rating. I know what you mean about that sweet V8 rumble. Well I'll grab some more CDs and back to the road."

"I picked up my Avus Blue yesterday afternoon and yes, the clutch is very different from the M5 drive day. Doesn't take to long to get used too, though. It does tend to take a long time to get up to temperature when it allows the higher revs, but we are limited to 4500 rpm and no full throttle anyway for the first 2000 km (bugger it!). 

But the MUSIC! No, not the DSP system (although this is SENSATIONAL - built in sub woofer, no less!) but the induction / exhaust note at 3000+ RPM (no, I haven't gone over what I'm allowed to (much!)) is simply glorious. 

Steering's a bit light for my taste, but I'll get used to it. But the whole package certainly seems to generate some lateral forces, doesn't it? 

I went for the LeMans blue interior with Avus Blue exterior, and a 35% tint. The end result is a beautifully balanced and very hot colour scheme. I would certainly recommend this combination (of course I left the metallic strips in - couldn't imagine that bright caramel wood grain with blue - Urrggh!). 

Anyway, back to reading the very thick manual... (By the way, I managed to find how to tune the radio manually as well)."

""I do not only drive fast on the race track, but also like a sporty car for the road," said Ralf Schumacher after his first test drive with the car. 

"I don't mind coming to Munich an extra time between two Grand Prix's to receive this car." 

BMW will be the engine supplier to the Williams team as of next season. 

The most important modification was as mentioned on the "M5 on track" section the Porsche GT2 brakes. It also has a AC Schnitzer suspension that results in a 20 mm lower car. This particular car was tested by BMW M outside Munich. The result of the test where that the brakes where according to M OK. This car had a deceleration of 10 m/s^2. 

But the problem was the brake pads. These are made for German citcumstances, which is long distances with short period of hard brakings between some long distances. Therefore BMW mounts very soft pads on the car. This is necessary to get some temperature on the large diameter discs, otherwise there would be some uncomfortable pauses before the brakes works.

Here is a short description from Peter who went to BMW M with the car;

"The reason for the problems is simple;

1.    The brake pads are way too soft for a car of that weight and
performance
2.    The single piston caliper is underdimensioned
3.    The cooling is non-existent

That, in combination with a very powerful power braking system,
significantly reduces your ability to drive the car fast on the race
track (or on the road for that matter...). Well, you can drive fast, but
then you´ll need a parachute or something to stop the car...

Anyway, the main problem is that the soft pad gets a triangular shape
during tough braking. That means that only a small part of the pad is
actually having contact with the disc when you apply the brakes. You
press harder and harder on the pedal, which in turn nearly hits the
floor, and then the powerful power braking system bends the pad and
finally you get the brake effect you should have gotten
immediately...

So, what´s the solution?
Well, do as we did. Simply change the brakes...
Check out Mr. Guido Frensemeyer´s website at www.movit.de
The difference is huge. These Porsche brakes do what they are supposed
to do. They stop the car. Fast.

Don´t forget to bend the brake shield towards the center of the car for
better cooling. Look at the "Venturi" air inlets and open up the brake
shields so that the air is directed towards the inside of the shield,
and from there onto the disc. CAUTION! ONLY DO THIS IF YOU´VE MOUNTED VENTILATED DISCS WITH HOLES!!! Otherwise you´ll have an interesting experience when it rains... Getting water on the Porsche discs isn´t a problem because the thin water film between the pads and the disc simply gets pushed through the holes. On
the stock mounted brake discs that is a major problem because of the
lack of drainage. That´s why the brakeshield completely covers the whole
brake system."

Also BMW M claimed that the track the car was raced on in Sweden was a very low-speed track with that didn't allowed too much cooling for the brakes. So they suggested another brakepad supplier when taking the car to this track next time. But that is no more a problem since we have the Porsche brakes installed. 

Also worth mention is that this M5 also experience a high oil consumption.