After the introduction of the M1 in 1978, BMW M introduced the E12 M535i as the first ///M saloon. Not called ///M5 yet, that honor was for the E28 M5 introduced in 1984 at the Amsterdam Motor Show. In my opinion it's the first ///M saloon indeed, the first one to have a real M engine, the M88/3 as used in the M1 as well. That engine was also used in the M635CSi (not M6 yet, only in the US).
The M88 engine evolved into the S38 unit as used in US E24-E28 and the E34 before BMW moved to a V8 for the E39 M5 and the howling V10 in the E60 M5. The F10 M5 is announced and will be equipped with a biturbo V8 developing at least 555 BHP. This unit is derived from the current X5M and X6M.
More later...
M5 topic (E12-E28-E34-E60-F10)
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marcelo320 arg
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Re: M5 topic (E12-E28-E34-E60-F10)
Tucked away ? use em mate don't look at em 
Re: M5 topic (E12-E28-E34-E60-F10)
Cool Jeroen,
By now, it has been twelve years since I took ownership of my E34S M5 in April 1999. I wrote a tribute to celebrate its tenth aniversary some time ago.
April 1999: Shortly after bringing her over from Samnaun and still on a (Swiss) export registration. I bought her from the first owner with a little over 96000km on the odo. Officially, BK02837 is from 1994 as she spend the first four years in the showroom of a Swiss BMW dealer without being registered. For the dreaded Dutch BPM car tax, this didn't make much difference since with help from BMW Netherlands, I could provide documentation that she has been manufactured in 1990.
June 2000: During the Europarit on the intersection between the Passo dello Stelvio (2758mtr) and the Umbrailpass (2503mtr).
Juli 2000: First M5 meeting organised though www.bmwm5.com
May 2001: During the Europarit somewhere in Austria.
May 2001: Father and son.
Juli 2002: Full welly from the hairpin after Gletch towards Belvedere on the Furkapass during the E34 M5 Alpstour. Picture courtesy from member Konstantin from inside member GeorgeK's 1995 E34 M5 Touring.
October 2002: On the way to check out two Audi RS2 Avants on autobahn A46 towards Heinsberg.
Juli 2003: During summer holidays on the Simplonpass (2000mtr) in the Swiss Alps. Behind, my fathers E32 735i.
August 2003: At the Nordschleife during the Old Timer Grand Prix (OGP). Picture courtesy from Paul Nagels.
September 2003: Waiting for a road construction site towards the Staller Sattel (2052mtr) during the E34 M5 ALps tour. Directlty behind, a 1995 E34 B10 4.6 touring [2] followed by some Japanese scrapheap that doesn't be;ong there. Direclt behind, member GeorgeK's HJ91 [3], member Donati's HD91 [4], K Payne's HC92 [5], member Konstantins HJ91 [6] and the HC91 from a non-forum member.
September 2003: Southside of the Passo di Gavia (2645mtr). Just pass on its right
Winter 2004: Large preventive maintenance :oh: . Will that come to a good end ? :1zhelp:
April 2004: Caught at the Nordschleife again. This time at the exit from Galgenkopf (Picture Courtesy Guido Glowacki).
August 2004: A week before the E34S Alps tour. Ooops.
September 2004: Col de Sarenne (1999mtr) During the E34S Alps tour.
April 2005: lot's of consumables.
September 2005: At the Penserjoch (2215mtr) during the E34S Alps tour. Shortly behind member M5Anwalts's HJ91.
October 2005: Caught at the Nordschleife shortly before closing time by Jochen van de Cauwberge (www.frozenspeed.com). For the first time with Michelin PS2 with which I could make a good progression in the second part of the track.
April 2006: Accidental minimeet at Brunchen alongside the Nordschleife?
April 2006: Line-up of all participating cars from the combined meeting with members from www.m5board.com en www.e34m5.de at the Dottinger Hohe.
Juli 2006: Yep, sometimes BK02837 needs more then just regular maintenance.
September 2006: On the Col de Petit St Bernard (2188mtr) during the E34S Alpstour. The 4807mtr high Mt Blanc is visible on the background.
September 2006: On the Colle delle Assietta (2596mtr), a 36km long hikers trail between Susa en Sestriere.
October 2006: Caught at the Nordschleife for what has remained the last Nordschleife lap with BK02837 ever since.
November 2006: Large overhaul and conservation session of the front-side that has been heavily contaminated with dust during the last E34S Alps tour.
January 2007: Some parts for the refreshement of the front-side.
January 2007: Cleaned and conserved.
The financial balance untill the end of 2006 for maintenance and repairs.
April 2007: During the opening show of a Dutch BMW dealer (Smudde Enschede), together with my E28S M5.
September 2007: Avoiding horse maneure at >>80km/h somewhere on the east side of the Oberalp (2000mtr) during the E34S Alps tour.
September 2007: Ooops, does that have to be again. Location; Oberalp-pass (2000mtr)
Januari 2008: Hellup, backyard hack mechanics in 'tha house' :dont:
September 2008: On the Solkpass (1790mtr) in Austria during the E34S Alps tour.
September 2008: A strange (ugly) duck ?
September 2008: Drivers Paradise; The north side of the Stilfserjoch (2758mtr) during the E34S Alps tour.
March 2009: Waiting for a next season full of driving fun. The odo has now reached a little over 183000km.
By now, it has been twelve years since I took ownership of my E34S M5 in April 1999. I wrote a tribute to celebrate its tenth aniversary some time ago.
April 1999: Shortly after bringing her over from Samnaun and still on a (Swiss) export registration. I bought her from the first owner with a little over 96000km on the odo. Officially, BK02837 is from 1994 as she spend the first four years in the showroom of a Swiss BMW dealer without being registered. For the dreaded Dutch BPM car tax, this didn't make much difference since with help from BMW Netherlands, I could provide documentation that she has been manufactured in 1990.
June 2000: During the Europarit on the intersection between the Passo dello Stelvio (2758mtr) and the Umbrailpass (2503mtr).
Juli 2000: First M5 meeting organised though www.bmwm5.com
May 2001: During the Europarit somewhere in Austria.
May 2001: Father and son.
Juli 2002: Full welly from the hairpin after Gletch towards Belvedere on the Furkapass during the E34 M5 Alpstour. Picture courtesy from member Konstantin from inside member GeorgeK's 1995 E34 M5 Touring.
October 2002: On the way to check out two Audi RS2 Avants on autobahn A46 towards Heinsberg.
Juli 2003: During summer holidays on the Simplonpass (2000mtr) in the Swiss Alps. Behind, my fathers E32 735i.
August 2003: At the Nordschleife during the Old Timer Grand Prix (OGP). Picture courtesy from Paul Nagels.
September 2003: Waiting for a road construction site towards the Staller Sattel (2052mtr) during the E34 M5 ALps tour. Directlty behind, a 1995 E34 B10 4.6 touring [2] followed by some Japanese scrapheap that doesn't be;ong there. Direclt behind, member GeorgeK's HJ91 [3], member Donati's HD91 [4], K Payne's HC92 [5], member Konstantins HJ91 [6] and the HC91 from a non-forum member.
September 2003: Southside of the Passo di Gavia (2645mtr). Just pass on its right
Winter 2004: Large preventive maintenance :oh: . Will that come to a good end ? :1zhelp:
April 2004: Caught at the Nordschleife again. This time at the exit from Galgenkopf (Picture Courtesy Guido Glowacki).
August 2004: A week before the E34S Alps tour. Ooops.
September 2004: Col de Sarenne (1999mtr) During the E34S Alps tour.
April 2005: lot's of consumables.
September 2005: At the Penserjoch (2215mtr) during the E34S Alps tour. Shortly behind member M5Anwalts's HJ91.
October 2005: Caught at the Nordschleife shortly before closing time by Jochen van de Cauwberge (www.frozenspeed.com). For the first time with Michelin PS2 with which I could make a good progression in the second part of the track.
April 2006: Accidental minimeet at Brunchen alongside the Nordschleife?
April 2006: Line-up of all participating cars from the combined meeting with members from www.m5board.com en www.e34m5.de at the Dottinger Hohe.
Juli 2006: Yep, sometimes BK02837 needs more then just regular maintenance.
September 2006: On the Col de Petit St Bernard (2188mtr) during the E34S Alpstour. The 4807mtr high Mt Blanc is visible on the background.
September 2006: On the Colle delle Assietta (2596mtr), a 36km long hikers trail between Susa en Sestriere.
October 2006: Caught at the Nordschleife for what has remained the last Nordschleife lap with BK02837 ever since.
November 2006: Large overhaul and conservation session of the front-side that has been heavily contaminated with dust during the last E34S Alps tour.
January 2007: Some parts for the refreshement of the front-side.
January 2007: Cleaned and conserved.
The financial balance untill the end of 2006 for maintenance and repairs.
April 2007: During the opening show of a Dutch BMW dealer (Smudde Enschede), together with my E28S M5.
September 2007: Avoiding horse maneure at >>80km/h somewhere on the east side of the Oberalp (2000mtr) during the E34S Alps tour.
September 2007: Ooops, does that have to be again. Location; Oberalp-pass (2000mtr)
Januari 2008: Hellup, backyard hack mechanics in 'tha house' :dont:
September 2008: On the Solkpass (1790mtr) in Austria during the E34S Alps tour.
September 2008: A strange (ugly) duck ?
September 2008: Drivers Paradise; The north side of the Stilfserjoch (2758mtr) during the E34S Alps tour.
March 2009: Waiting for a next season full of driving fun. The odo has now reached a little over 183000km.
Carpe Diem, Raymond
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Jeroen
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Re: M5 topic (E12-E28-E34-E60-F10)
Nice post and pics throughout the years! Perhaps I should follow your example and make a story about 10 years of 320iS 
Regards/groeten, Jeroen
Re: M5 topic (E12-E28-E34-E60-F10)
I would love to read that story.Jeroen wrote:Nice post and pics throughout the years! Perhaps I should follow your example and make a story about 10 years of 320iS
BTW: this year is my tenth aniversary with my E28 M5 as well.
Carpe Diem, Raymond
Re: M5 topic (E12-E28-E34-E60-F10)
I put her in mothballs for the time being as I only have time for one car and focused on my E28 M5 instead, which is the same car that I used for the Ardennes-trip. I will take some time this year for some TLC that includes inspection and preservation of the sills and jackstands, replacement of the pressure reservoirs of the selfe leveling suspension and some other work. I also want to refit the original style 30 turbine covers that are made from magnesium alloy.uwbuurman wrote:very cool set of pics!!!
What happened to 2010?
Carpe Diem, Raymond
S38-M88 conference on 7 May 2011
On Saturday 7th May, we had the first S38/M88 conference at my premises. This idea started some time ago when member Stoffie wanted to see my car. During the offline mail conversations that followed, it appeared that we have similar objectives, albeit follow a different approach to achieve them.
Parallel to that, I assisted member RobertK in the valve adjustment on his 1992 E34 M5 3.6 some weeks ago. The next step was the synchronization by Jeroen (member bmwe21.net). As this was scheduled for the same day as the meeting with member Stoffie, Jeroen proposed combining this, creating the first M88 S38 conference for which we also invited another S38 Guru, member Billie-S38.
The day started with the vacuum sync on Roberts car. Since Jeroen’s vacuum meters are only for four cylinders, we had to separate the measurements in two sections, one for cylinders 1-4 and one for cylinders 3-6.
Since the conditions for performing the intake-vacuum sync were already met (mechanical TB-sync and a proper valve adjustment), adjusting the intake vacuum worked like a charm. Including the replacement of the O-rings of the bypass-screws, Jeroen needed less than one hour. As we scheduled two hours for this (experience based), we had some time to measure the intake vacuum on member Stoffie’s E24 M635CSI.
The conclusion is that the intake vacuum varied between the six cylinders slightly, but not that much. On Robert’s car this variance was the reason to readjust, but without known data about the valve-lash (which was done 14000km ago) and TB-sync, we decided against the fine-adjustment
The next step was the emission measurement on Stoffie’s car according to the four-gas method (O2, CO2, hc and CO). The reason we wanted to do this test was that the data that he provided us, could not be explained and we wanted to reproduce the measurement data with a factory new Capellec emission tester from my neighbor.
The outcome of the measurement was that the emissions didn’t reproduce and that the AFR was close to stoichiometric, which is too high for an M88/3 without closed loop emissions control. Furthermore, the value for not-combusted hydrocarbons was too high as well, which we could only reduce by lowering the AFR. Despite the new injectors, the CO adjustment didn’t go as expected so there is an outstanding issue, possibly the air-bypass that doesn’t work correctly. But as there was not enough time to investigate and diagnose, we just concluded that this needs further investigation.
After lunch at my house, we drove out for a small photo-session in a neighboring forest.
Jeroen used his E30 320iS for this trip. Don’t get confused by the modest four-door looks of this car as it includes a full house S14B20 engine that has been specifically designed for the Italian market for fiscal reasons. This two-liter variant produces 192hp, which is just three horsepower less than the S14B23 it was derived from. According to road tests from the German AMS magazine in 1986, this car was faster than the E30 M3’s from the same model year!
Member RobertK’s E34 M5 is one of the last 3.6 liter models and was first registered in 1992 a few months later then the first 3.8 liter models. With 280k km, this particular car has some experience, but it is maintained meticulously and handles and performs like a car with 200k km less.
Member Stoffie drove the ~300km from Belgium with his lovely E24 M635CSI. I didn’t really know this car, but this is a fine example and despite the years looks much better than many of the E24’s that I have seen thus far.
I used my E28 M5 for this little drive-out. We managed to drive through the village in one convoy, which must be quite an impressive sight. When waiting for the stop-lights out of the village, an old Opel Monza drove next to us. If I would have a fully warmed up engine, I would have answered to his challenge, but I gave him the pleasure of outperforming an M5 to preserve my costly engine rebuild.
Two M88/3 powered cars and one S38B36 powered car on one location.
At the end of the day, I also drove In Stoffie’s car. Despite sharing the drivetrain, the E24 M635CSI doesn’t feel like an E28 M5. The E24 is larger and feels a bit roomier and holds the middle between the E28 M5 and the later E34 M5. The engine noise is a bit different than mine, probably because of the different sound insulation. The E28 M5 is a little more agile and responds a bit brisker to the steering input because of its smaller size and weight, but also is little less refined then the E24 M635CSI. The E28 M5 is more of a sports car then the E24 M635CSI is, but the latter is a much better gran-tourismo with a staggering performance that even today is capable to outperform the vast majority of modern cars.
Parallel to that, I assisted member RobertK in the valve adjustment on his 1992 E34 M5 3.6 some weeks ago. The next step was the synchronization by Jeroen (member bmwe21.net). As this was scheduled for the same day as the meeting with member Stoffie, Jeroen proposed combining this, creating the first M88 S38 conference for which we also invited another S38 Guru, member Billie-S38.
The day started with the vacuum sync on Roberts car. Since Jeroen’s vacuum meters are only for four cylinders, we had to separate the measurements in two sections, one for cylinders 1-4 and one for cylinders 3-6.
Since the conditions for performing the intake-vacuum sync were already met (mechanical TB-sync and a proper valve adjustment), adjusting the intake vacuum worked like a charm. Including the replacement of the O-rings of the bypass-screws, Jeroen needed less than one hour. As we scheduled two hours for this (experience based), we had some time to measure the intake vacuum on member Stoffie’s E24 M635CSI.
The conclusion is that the intake vacuum varied between the six cylinders slightly, but not that much. On Robert’s car this variance was the reason to readjust, but without known data about the valve-lash (which was done 14000km ago) and TB-sync, we decided against the fine-adjustment
The next step was the emission measurement on Stoffie’s car according to the four-gas method (O2, CO2, hc and CO). The reason we wanted to do this test was that the data that he provided us, could not be explained and we wanted to reproduce the measurement data with a factory new Capellec emission tester from my neighbor.
The outcome of the measurement was that the emissions didn’t reproduce and that the AFR was close to stoichiometric, which is too high for an M88/3 without closed loop emissions control. Furthermore, the value for not-combusted hydrocarbons was too high as well, which we could only reduce by lowering the AFR. Despite the new injectors, the CO adjustment didn’t go as expected so there is an outstanding issue, possibly the air-bypass that doesn’t work correctly. But as there was not enough time to investigate and diagnose, we just concluded that this needs further investigation.
After lunch at my house, we drove out for a small photo-session in a neighboring forest.
Jeroen used his E30 320iS for this trip. Don’t get confused by the modest four-door looks of this car as it includes a full house S14B20 engine that has been specifically designed for the Italian market for fiscal reasons. This two-liter variant produces 192hp, which is just three horsepower less than the S14B23 it was derived from. According to road tests from the German AMS magazine in 1986, this car was faster than the E30 M3’s from the same model year!
Member RobertK’s E34 M5 is one of the last 3.6 liter models and was first registered in 1992 a few months later then the first 3.8 liter models. With 280k km, this particular car has some experience, but it is maintained meticulously and handles and performs like a car with 200k km less.
Member Stoffie drove the ~300km from Belgium with his lovely E24 M635CSI. I didn’t really know this car, but this is a fine example and despite the years looks much better than many of the E24’s that I have seen thus far.
I used my E28 M5 for this little drive-out. We managed to drive through the village in one convoy, which must be quite an impressive sight. When waiting for the stop-lights out of the village, an old Opel Monza drove next to us. If I would have a fully warmed up engine, I would have answered to his challenge, but I gave him the pleasure of outperforming an M5 to preserve my costly engine rebuild.
Two M88/3 powered cars and one S38B36 powered car on one location.
At the end of the day, I also drove In Stoffie’s car. Despite sharing the drivetrain, the E24 M635CSI doesn’t feel like an E28 M5. The E24 is larger and feels a bit roomier and holds the middle between the E28 M5 and the later E34 M5. The engine noise is a bit different than mine, probably because of the different sound insulation. The E28 M5 is a little more agile and responds a bit brisker to the steering input because of its smaller size and weight, but also is little less refined then the E24 M635CSI. The E28 M5 is more of a sports car then the E24 M635CSI is, but the latter is a much better gran-tourismo with a staggering performance that even today is capable to outperform the vast majority of modern cars.
Carpe Diem, Raymond
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Jeroen
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Re: M5 topic (E12-E28-E34-E60-F10)
Hi Raymond,
Thanks for the report, was a wonderful day! Great to meet up!
Thanks for the report, was a wonderful day! Great to meet up!
Regards/groeten, Jeroen
Re: M5 topic (E12-E28-E34-E60-F10)
I need to make a HD variant once the re-shimming and TB-sync as been done; but for an impression I have an I-phone moviefragment from a recent fun-trip to Germany (26th of June 2011). Maximum engine speed 5000RPM.
Entering German BAB31 in northbound direction from the junction 'Gronau/Schuttdorf' towards Lingen/ Emden. Starting at 50km/h, entering at 160km/h before settling at 190km/h. Later sessions included up to 240km/h and 5900RPM; a fragment of these will be included later.
Entering German BAB31 in northbound direction from the junction 'Gronau/Schuttdorf' towards Lingen/ Emden. Starting at 50km/h, entering at 160km/h before settling at 190km/h. Later sessions included up to 240km/h and 5900RPM; a fragment of these will be included later.
Carpe Diem, Raymond