BMW M5 F10 M5 Parts

Let's be honest - when BMW announced the F10 M5 was getting a twin-turbocharged V8 instead of the screaming V10 from the E60, the internet lost its mind. Fast forward to today, and that 4.4-liter S63B44T0 has proven the doubters wrong in just about every measurable way. The F10 generation (2013–2016 in the US market) gave us 560 horsepower, a sub-4-second 0–60, and enough low-end torque to embarrass pretty much anything it pulls up next to at a light. This is the Bimmer that rewrote what a performance sedan could be - and it left serious tuning headroom on the table from the factory.

What makes the F10 M5 genuinely special is that S63 engine. It's not the N63 your neighbor's 550i is running - the S63 is a purpose-built M division unit with a hot-V twin-turbo layout, revised internals, higher compression, and a dry-sump lubrication system that matters a great deal once you start tracking the car seriously. The Competition Package cars (available from 2014 onward) bump output to 575hp and tighten up the suspension tune, sharper throttle mapping, and add revised DCT programming. If you're shopping used, the Competition Package is worth hunting for. The 7-speed M-DCT is the transmission of choice for most owners - the 6-speed manual is a unicorn and commands a premium, but for lap times, the DCT wins every argument.

The S63 responds to tuning in a way that makes the N54 crowd jealous. Stage 1 ECU tuning alone - no hardware changes, just a map from a reputable shop like Bootmod3, MHD (via compatible flash hardware), or a dyno pull at a trusted tuner - regularly puts F10 M5s in the 620–650whp range. Add a charge pipe and blow-off valve setup, a quality catless or high-flow cat downpipe exhaust, and an upgraded intercooler, and you're looking at legitimate 700whp potential on the stock turbos. That's an insane platform for bolt-ons. The S63TU variant (which the F10 uses) is stronger than people give it credit for - rods and pistons handle the power well into the mid-700s before you start having serious conversations about internals.

That said, know what you're getting into. The S63 has a documented history of valve stem seal wear, particularly on higher-mileage examples. If you're buying used and notice any oil consumption or blue smoke on cold starts, budget for a valve stem seal job - it's deep in the engine and labor-intensive, but it's a known quantity. Rod bearings are another preventive maintenance item worth doing early, especially if you're tracking the car or running a tune. Pull them, inspect them, replace them with ACL Race or King bearings while you're in there. It's cheap insurance on an engine this expensive to rebuild. The Engine section has everything you need for S63 internals, oil catch cans, and bearing kits. The cooling system - thermostat, water pump, hoses - should be refreshed if you're past 60k miles. These are wear items, not optional upgrades.

On the suspension side, the factory M Dynamic suspension is competent but soft for track use. Most owners going to HPDE events or autocross prioritize coilovers early. KW Variant 3 and the KW HLS hydraulic lift system combo is popular for daily drivers who want stance without scraping. If you're more track-focused, the KW Competition kit or Öhlins Road & Track gives you the adjustability you actually want under hard cornering. Don't sleep on front control arm bushings either - poly replacements from Powerflex make a real difference in steering response. Browse the full Suspension catalog for F10-specific fitments.

The F10 M5 is legitimately livable as a daily. That S63 pulls hard in Comfort mode, the M-DCT is smooth in traffic, and it'll seat four adults with the trunk space to match. For the daily-plus-weekend crowd, the sweet spot is ECU tune, a cat-back or axle-back exhaust for sound, coilovers, and a quality wheel and tire setup. Speaking of which - the factory 20-inch staggered setup is fine, but most enthusiasts move to a square setup on 19s or 20s for track rotation flexibility. Michelin Pilot Sport 4S or Cup 2s are the go-to rubber for this platform. Check the Wheels & Tires section for square fitment options that clear the M5's brakes without spacers.

For the track build path, the conversation gets more serious. Big brake kits from Brembo or AP Racing become relevant once you're doing multiple hot laps - the factory brakes fade under sustained abuse. A proper brake ducting setup, quality aero components including a front splitter and rear diffuser, and safety gear round out a proper HPDE or time attack machine. Trusted brands for this platform include Dinan for bolt-on power and tuning, Akrapovič and Eisenmann for exhaust, and Vorsteiner for aero. The F10 M5 rewards investment - it's a platform that can run with supercars on track while still making Monday morning coffee runs entirely reasonable. That's a rare thing.