BMW M5 Buying Guide: Common Problems and What to Check Before You Buy
The M5 is the original supersaloon: supercar pace in a five-seat business suit. It’s also a big, powerful, complex car that gets driven hard and modified, and one where the wrong example can be very expensive. None of that is automatically a problem. Undisclosed or poorly documented, it can be one.
The single most important thing to understand before buying any M5: a car’s history is not the same as its condition, and neither is fully visible in the car advert. A folder of receipts tells you what was paid for, not what was skipped. This guide walks through the modern V8 generations, what tends to go wrong on each, and what a car advert won’t tell you.
At a glance: which M5 is which
| Generation | Years | Engine | Drive | Transmission | Output |
|---|---|---|---|---|---|
| F10 | 2011–2016 | 4.4 twin-turbo V8 (S63) | RWD | 7-speed DCT | 560 bhp (575 Competition, 600 special editions) |
| F90 | 2018–2023 | 4.4 twin-turbo V8 (S63) | M xDrive (AWD) | 8-speed auto | 600 bhp (625 Competition, 635 CS) |
| G90 / G99 Touring | 2024–present | 4.4 twin-turbo V8 plug-in hybrid (S68) | M xDrive (AWD) | 8-speed auto | 727 bhp (585 petrol + 197 electric) |
This guide covers the modern V8 M5s. The earlier E60 M5 (5.0 V10) is a very different, older car and isn’t covered in this guide. Two UK notes worth having: the Competition became the sole UK F90 spec from late 2020, and the current generation brings back a Touring (G99) estate alongside the G90 saloon. The G90/G99 is a plug-in hybrid, which changes how it’s classified in the records (see below).
Common problems by generation
F10 (2011–2016): the S63, rear-drive M5
- Rod bearings: the big one. The S63’s rod bearings are wear-prone, and the problem is made worse by BMW’s long factory oil-service interval. The accepted specialist wisdom is to change the oil far more often than the book: in the region of every 5,000–8,000 miles. An F10 without that kind of frequent oil-service history is a genuine gamble; scrutinise the service record here above all.
- Oil consumption. The “hot-V” layout (turbos in the centre of the V) is hard on valve-stem seals, so meaningful oil use isn’t unusual: check consumption and oil-top-up history.
- Early injectors. Pre-facelift F10s can suffer fuel-injector issues, so a car with a history of running problems deserves a closer look.
F90 (2018–2023): the S63 with M xDrive
- Coolant expansion tank. The plastic expansion tank can crack at the seams and leak coolant down onto the wiring and ignition coils below: left unchecked, that can short electrics and turn into a large bill. Check for any coolant weeping around the tank.
- The S63’s oil-consumption trait carries over: keep an eye on it here too.
G90 / G99 (2024–present): the S68 plug-in hybrid
This is a brand-new car, so the long-term picture is still emerging: treat any specific fault claims with caution. Two things to factor in: the plug-in hybrid system adds a high-voltage battery and charging hardware (early cars have shown the odd charging-system glitch), and at well over two tonnes these are hard on suspension bushes, alignment and tyres. The hybrid system also means the car is officially classified as a hybrid rather than plain petrol, so the records and a car advert can appear to disagree on fuel and CO2. It’s exactly the kind of mismatch worth checking against the records.
All generations
A big twin-turbo V8 runs hot and rewards disciplined servicing. If carbon-ceramic brakes are fitted (gold calipers), factor in expensive replacement. M5s respond well to software and many have been mapped: establish what’s been done first, and confirm the infotainment, cameras and driver-assist features work on the test drive.
Beyond the mechanicals: history and provenance red flags
Two cars with identical engines can be worth thousands apart on history alone. Before you focus on mechanical condition, the paper trail has to stand up:
- Service history gaps: especially around major-service intervals (and, on the F10, oil-service frequency). Missing stamps aren’t automatically disqualifying, but they change the price.
- Mileage that doesn’t add up: MOT records should tell a consistent story year-on-year. A jump or a stall is worth understanding before you view.
- Outstanding finance: a car can’t be sold cleanly with money owed against it. This is a five-minute check that prevents a very bad day.
- Accident or write-off markers: a recorded repair isn’t always a deal-breaker, but you need to know it’s there and price accordingly.
- Specification that doesn’t match the car advert: claimed options that aren’t actually fitted are common, and on an M5 the spec drives the value.
None of these require you to be in the same room as the car. All of them are checkable in advance.
What a car advert and a test drive won’t tell you
It helps to think of an M5 purchase as three layers of truth:
- What the seller says: the car advert, the description, the conversation. Useful, but unverified.
- What the records say: MOT and mileage consistency, finance, stolen and write-off markers. This is data verification, and it can be done before you travel.
- What only a physical inspection reveals: compression and leak-down results, suspension and bushing wear, transmission and driveline health, the things you can only find with the car on a ramp.
Most buyers do layer 1, skip straight to a test drive, and only reach layer 3 (a proper PPI) on the one car they’ve already half-committed to: sometimes after a long drive to see it. Doing layer 2 first is what stops you wasting a Saturday on a car whose history was never going to check out.
To be clear about the limits: data verification confirms a car is what it claims to be on paper. It does not replace a physical, mechanical pre-purchase inspection. The two do different jobs, and a careful M5 buyer does both: in that order.
How Chequered Past helps
Chequered Past is the layer-2 step. You give us the registration; we check the official records on that car: the factory spec, MOT and mileage consistency, outstanding finance, stolen and write-off markers, keepers and the value, and we’re explicit about anything we couldn’t confirm.
What it does: tells you, before you travel, whether a car is what it says it is. What it doesn’t do: replace a physical inspection of mechanical condition. We’ll always tell you where that line is.
Run a history check on an M5 you’re considering →
Frequently asked questions
Which M5 should I buy? The F10 is the rear-drive, dual-clutch value pick, but buy on oil-service history, not just mileage. The F90 added M xDrive and huge real-world pace; the G90/G99 is the newest, a plug-in hybrid, and the most powerful yet. Whichever you choose, the individual car’s history matters more than the generation.
Are used M5s reliable? Treated well, the twin-turbo V8 is strong, but the M5 is a big, complex, fast car, so condition and maintenance history matter a great deal. On the F10 in particular, frequent oil servicing is the difference between a strong car and an expensive one. The real risk is less the model and more how this car has been serviced, modified and driven.
Do I need the car’s registration? Yes. The free check and the £10 vehicle history check both run on the registration.
Can you check a modified or tracked M5? Yes. We surface the signals; you decide what they mean for you. The goal is an informed decision, not a pass/fail.
Other BMW M guides: BMW M buying guide hub
Chequered Past is an independent analysis service and is not affiliated with, endorsed by, or connected to BMW AG or any vehicle manufacturer. Data is drawn from licensed DVLA and DVSA records via our data provider.