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MSRP OF $118,000...

VERY RARE BRILLIANT WHITE METALLIC "FROZEN"EDITION"

ONLY 2 PER MONTH FOR THE WORLD ARE MADE IN THIS COLOR.

 $5,000 PLUS $500 INDIVIDUAL FEE. Much more expensive than other

frozen colors such as bronze as this is a pearl base coat , matt finish paint

.($5,500)10 were made for the UK, 24 for the world....This is the rarest color

combo ever for a BMW, The silk finish frozen brilliant white metallic is

not even listed as an option. This is a one owner Southern Californian car

with no rot/tarnished paint of snow belt cars  The tint is flawlessly executed.

 If you do not want it, I can have it removed. I have never seen this color

sell for less than $90,000 with twice the mileage a month ago on Ebay..

No wheel scuffs, door dings, windshield chips, etc. Never smoked in.

Car is as NEW. Remember ,color makes a huge difference in price. The reason why  blues, grays bring far less and so many are for sale

Mandatory Options with this:

Piano lacquer wood on interior ($1,150)

"FULL" marino semi analine leather interior ($3,500)

Bang and Olefsun Super Stereo($3,700)

!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!

Full Executive Package($5,500)

Adaptive Xenon Curving Lights

.

You have selected the following:

Adaptive Full LED Lights

By adding this selection, you will also:

• Power rear sunshade with manual rear side window shades

Power rear sunshade with manual rear side window shades . Power rear-window sunshade and manual rear side-window sunshades with 2 shade sections per door.

You have selected the following:

Power rear sunshade with manual rear side window shades

By adding this selection, you will also:

• Automatic high beams

Automatic high beams . Automatic high beams let you enjoy the convenience of switching between high and low beams automatically. When the system is activated, an image sensor at the back of the rear-view mirror monitors oncoming traffic and lighting conditions. Based on this data, the system decides whether or not the high beams should be switched on.  When it detects vehicles ahead, or the sensor indicates that ambient light is sufficient, the high beams are automatically switched off.

You have selected the following:

Automatic high beams

By adding this selection, you will also:

• Heated rear seats

Heated rear seats . Both left and right seat controls for the passengers in the rear. Allows each passenger their own level of warmth on a cold winter's day. European Model Shown

You have selected the following:

Heated rear seats

By adding this selection, you will also:

• 4-zone automatic climate control

4-zone automatic climate control .

You have selected the following:

4-zone automatic climate control

By adding this selection, you will also:

• Soft-close automatic doors

Soft-close automatic doors . The soft-close door feature uses small electric motors to gently close all doors conveniently and safely without much effort. Simply close the door gently and the electric mechanism then draws it to the fully closed position.

You have selected the following:

Soft-close automatic doors

By adding this selection, you will also:

• Active front seats

Active front seats .                             Active front seats help decrease stiffness or fatigue on long trips. When activated, the seat surface is continuously and imperceptibly raised and  lowered from side to side, keeping your spine in motion and exercising various support muscles.

You have selected the following:

Active front seats

By adding this selection, you will also:

• Head-up Display

Head-up Display . Projects important travel information, such as current speed, on the windshield directly in the driver's line of vision. Directional arrows from the Navigation system, Check Control data, and cruise control functions can also be displayed.

You have selected the following:

Head-up Display

By adding this selection, you will also:

• Front ventilated seats

Front ventilated seats . Ventilated front seats gently blow air upward through the micro-perforated leather to help keep you comfortable.

You have selected the following:

Front ventilated seats

By adding this selection, you will also:

• Power tailgate

Power tailgate . For added convenience, the trunk can be opened and closed at the touch of a button.

You have selected the following:

Power tailgate

By adding this selection, you will also:

• Concierge Services

Full Driver's Aid Package($1,900)

Active Driving Assistant

Active Driving Assistant . This feature combines several safety options into one; including Lane Departure Warning which sends a mild vibration through  steering wheel when vehicle is crossing over lane markings without signal. Requires clearly definable lane markings that are not obscured by rain, snow, etc. This feature is not a substitute for the driver's own responsibility in maintaining safe control of the vehicle.

You have selected the following:

Active Driving Assistant

By adding this selection, you will also:

• Active Blind Spot Detection

Active Blind Spot Detection . Upon activating the turn-signal to show the intention to change lanes, this system recognizes and warns the driver through a visible signal in the exterior mirror casing if a vehicle is in the driver's blind spot or a vehicle is approaching at high speed in the overtaking lane.

You have selected the following:

Active Blind Spot Detection

By adding this selection, you will also:

• Side and Top View Cameras

Side and Top View Cameras .                             Top and Side View cameras show the surroundings of your vehicle on the Control Display for enhanced visibility with cameras positioned in the exterior mirrors and the front bumpers.

You have selected the following:

Side and Top View Cameras

By adding this selection, you will also:

• Speed Limit Info

Speed Limit Info . Displays the posted speed limit in the Instrument Cluster as well as the Head-up Display (if so equipped). A special camera captures the speed limit posted on signs; a control unit then processes this information together with data from the on-board Navigation System.

You have selected the following:

Speed Limit Info

By adding this selection, you will also:

• Executive Package

Matt Finish black 20"forged M alloys ($1,600)

Full black Grills

This car was reaquired by BMWUSA under a silly law in California that allows you out of a lease for ANY two complaints in 30 days.

Real or Otherwise.. All frozen colors and especially frozen white pearl will have varying hues , depending on how light hits it.

Every angle and crease will have some pearl showing in bright light and gone under overcast skies.

The alleged complaint was the owner thought the Bumper looked like it had a different shade. BMW  used a light spectrometer

on the paint and was declared factory perfect. NO FLAW. Nothing was done to the car but another oil change. However 2 complaints

and it had to be reacquired. That's it Nothing else,CRAZY!!

You will sign the disclosure to this effect. This CA only law does not apply in other states, Hence all mention of buyback is

 dropped. The factory affidavit with the title removes "ALLSUCH LANGUAGE" since it has now left CA>

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link to 130 high definition pictures

http://s1262.photobucket.com/user/crosssman/library/2013%20BMW%20M5%20FROZEN%20BRILLIANT%20WHITE%20EDITION?sort=3&page=1

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SPECIAL ORDER BUILD SHEET

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2013 BMW M5 may have more horsepower than reported

DYNO TEST SHOW ALL STOCK M5'S PUSHING 610-625 HP PLUS,INSURANCE GAME..

................................

MB 2014 E63S STATES 570HP, ACTUALLY PUSHING 650HP 

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    MOTOR TREND    

In the beginning, there was nothing. Then there was a big bang. At the time, it wasn't called the Big Bang, as it was the very first bang,

 so there were no other bangs to compare it with. Eventually, life evolved far enough to create everything from spatulas to literature,

and the original M5 was born. The motorsport version of the e28 5 Series of 1985 was conceived to deliver sports car-like performance

 with the useability of a four-door sedan. As with that original bang, we didn't have much to compare it with at the time, and it was

 easy to call it the best BMW performance sedan ever. With each generation, BMW continued to add power, first with a bigger inline

 six-cylinder, then moving up to a V-8, and eventually going full F1-inspired crazy with a 5.0-liter V-10. While the M5 continued

its march toward super sedan status, it was waving goodbye to daily driving sensibilities. The large-bore, short-stroke, high-revving

V-10 didn't have much in the way of low-end grunt, and the adjustable suspension varied from bouncy to crushing.

The single-clutch semi-automatic SMG transmission balked around town and slapped from gear to gear when driven hard.

It was a great car to drive like a sports car, but wasn't the easiest to live with on a daily basis.

For comparison's sake, a Porsche Panamera Turbo we tested recently performed these same feats of strength in 3.8 seconds to

60 mph and 11.9 seconds at 114.7 mph through the quarter mile. But all-wheel drive is clearly a big advantage for the Porsche,

and its extra 68 lb-ft of torque help the 102-pound-heavier Panamera get out of the hole

Once the M5's speeds start to rise, the turbos spool and traction becomes less of an issue. The BMW gets from 0 to 100 mph

 in 8.4 seconds, while it takes the Porsche 8.8 seconds. The disparity in speed at the end of the quarter mile leads us to believe

 the M5 would keep pulling away at the high end. The Porsche makes a peak 500 hp, while the BMW cranks out a

blistering 560 hp.(Who are they kidding!) We have tested a Panamera Turbo S rated at 550 hp that bridges the matches the

 M5's 0-100-mph time, but still lags behind the M5's trap speed, coming in at 118.0 mph. It would seem the BMW is

either producing a lot more power than rated(600+), or more of it is getting to the ground through two wheels once it's

securely hooked (All new electronic user adjustable Differential) The M5 turned an other worldly 3.6 seconds on a laun

ch control 0-60 MPH run!!

Whether in a straight line or cornering, the M5 drives like a bigger, heavier M3. The car naturally wants to understeer,

 but can be rotated with careful throttle application. The difference is that the M5's turbo-generated torque isn't as easily

 controlled as naturally aspirated torque. This may be the only downside when compared with the V-10. While the

naturally aspirated engine seemed to have a direct physical connection from the driver's ankle to the car's 10 individual

throttle bodies, the turbocharged V-8 is a little more of a game of telephone. Push down on the throttle pedal,

feed the engine a bit more air, wait for the turbos to spool, and then get ready to counter steer. The impatient will

 quickly find themselves facing the wrong direction if they simply pin the throttle and aren't expecting all 500 lb-ft all at once

On the road, the new M5 is a huge step forward from the previous car. The SMG transmission is gone, replaced by a

thoroughly modern twin-clutch seven-speed semi-automatic transmission. The suspension has a greater range of

 adjustments from the previous car's, and even the steering assist is surprisingly variable. With all knobs and switches

set in Economy or Comfort mode, the M5 is similar in mannerisms to a 528. The freeway ride is comfortable; th

e steering is light by BMW standards; and the transmission jumps to the highest possible fuel-saving gear as quickly as it can.

We found it completely livable around town and on the highway. We were even surprised by the amount of amenities

BMW has chosen for such a sporting car. If you happen to be lapping the Nuerburgring with the kids in the back seat,

they can watch the two monitors hanging off the back of each front seat. How many kids have experienced

"Yo Gabba Gabba" at 150 mph? The doors also have a self-closing feature like more luxurious cars in this price ra

nge.

 No need to slam the door; just latch it shut and the car takes it the rest of the way. In fact, if you do slam the door closed

, the car gently pops it back out and reseats as if to say, "Here, let me show you how this is done."

Once you have finished oohing and aahing over all this luxury, the transmission, suspension and steering can all be

prodded into Sport mode either through buttons on the center console or all at once with the programmable

 M Drive buttons on the steering wheel. Damping rates are increased; steering requires a bit more muscle; and

shifts are held until later in the powerband while snapping gear to gear a little faster. This was our preferred

mode around town, as comfort makes the M5 lean a little bit too far toward the apathetic. Sport still isn't perfect.

The middle mode overshoots the Goldilocks zone, making every trip to the store a qualifying lap,

but at least you aren't holding up traffic in one of the world's fastest sedans. Steering is quick and direct.

BMW's typical high caster angle on the front suspension provides plenty of feedback through the steering wheel.

 Holding the gears a little longer means the engine always wants to go and go fast. The one thing that's exactly right is

 the suspension, at least for the driver. The stiffer damping rates work with a rigidly mounted rear subframe to

give the M5 a buttoned-down feel missing in most sedans

The last choice for aggression on demand is Sport Plus. Either BMW's home-turf test routes are perfectly smooth,

or the engineers wanted to relive past glory of DTM racers bouncing through the air. Even on our smooth Southern

 California canyon roads, we found the suspension too stiff in the most aggressive state. Small mid-corner bumps

 unsettle the chassis, and the unsettling turns to near aerobatics when you press hard on the brakes.

The steering effort switches from nicely heavy to something your personal trainer would recommend.

Even the throttle response and sportiest shift modes are a little too much for anything other than drag racing.

If we could make one change it would be the addition of a Sport Minus mode -- something that would give

the car a little more throttle response around town and at least some of the character expected in a six-

figure performance sedan.Obviously, the slower throttle response and short shifting are used to

maximize the benefit of forced induction at the gas pump and in the eyes of the EPA. But on the whole, that's a minor hiccup. From driver feedback to all-out pe

rformance, this is probably the best M5 ever, by a huge margin.

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WHY FULL LEATHER COSTS SO MUCH MORE!!!!!

THE BASE EXTENDED LEATHER IS A SEA OF CHEAP PLASTIC

THE FULL LEATHER IS JUST THAT, ALSO A FINER GRADE OF

 MERINO CALLED

SEMI-ANALINE, UPPER/LOWER DASH, BACKS OF  SEATS,

HEADRESTS,DOOR PANELS ,NCLUDING TOP,REAR DECK, ETC.

NADA MSRP

	2013 BMW M5 4dr Sdn

NADA NEW COST

 

Base Price	$86,110	$92,600
Destination	$950	$950
Total Base Price	$87,060	$93,550
Options (change)
Black, Full Merino Leather Upholstery		$3,500
Gas Guzzler Tax		$1,300
Training Service Fee		Std.
Driver Assistance Plus		$1,900
Executive Package		$5,500
Special Order Limited Brilliant White Metallic "Frozen" SE	"	$5,000
Wheels: 20" X 9" Fr & 20" X 10" Rr M Light Alloy		$1,300
Bang & Olufsen Sound System		$3,700
Enhanced USB & Bluetooth W/Smartphone Integration s		$500
Piano Finish Black Trim Apps   $250		$1,080
Price with Options		$118,450

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CAR AND DRIVER

Building factory hot rods must be a good business.

Practically every automaker has an R or a GT or a V or an S or a Spec-Something-or-Other sexing up its catalog. But nobody commits to the job with the fervor of BMW’s M division GmbH. Granted, the gulf between track and street that opened up years ago means that BMW’s speed shop no longer puts motorsport specials on the road with detuned race engines. But that doesn’t mean new M’s are nothing more than Big Macs with barbecue sauce.

Okay, maybe the 1-series M1 sort of is.

But take the example of the new 560-hp “M TwinPower Turbo” M5—Bimmer-nerd code: F10—that goes on sale in the U.S. late next summer as a 2013 model.

In the F10 M5, you get: a unique engine [see sidebar]; a unique, reinforced and re-ratio’d, seven-speed dual-clutch transmission; and a unique, electronic limited-slip differential

with a unique aluminum horse-collar mount for added rigidity. There’s a unique suspension with forged aluminum components and nary a part number shared with any other

 BMW; a unique variable-ratio steering gear with hydraulic instead of electric boost as in other 5s; unique, iron-and-aluminum brake rotors clamped by unique radial-mount,

monoblock front calipers housing six asymmetrically sized pistons per wheel; and a unique front crossmember, stiffened and attached by two additional bolts because s

omebody thought that was important. A unique rear-suspension cradle is rigidly mounted to the unibody to eliminate the weight and flex of rubber bushings, unique

stiffening rods and shear plates underneath serve as extra bracing, and the car runs enough special software to land it on an asteroid.

You may scoff upon learning the M5’s price, expected to fall near $92,000. To that prodigious sum we say: How can BMW possibly sell a couple thousand copies

per year so cheaply? What does the dedicated tooling cost, anyway? How much is it to change 10 things about an engine, including the induction system and compression ratio

, and then recertify it? It’s a lot of Big Macs. Maybe not as many Big Macs as creating a bespoke V-10, as in the previous E60, but a lot.

The new M5 will assuredly be profitable. But whether it is spectacular or merely great—many people would put a

300-pound luxury sedan that hits 60 mph in 3.6 seconds firmly in the former category—it’s definitely no parts-bin badge job.

Speaking of acceleration numbers, we have them, stolen on a quiet side road in southern Spain while nobody was looking except some ducks and

possibly a Chinese spy satellite. It took a while to master the new M5’s picayune order of button pushing and lever pulling to activate the launch

control (example: Step on the brake but not too hard, hold the shift lever forward but not for too long).

Launch control automatically dumps the clutch at about 3000 rpm and upshifts for you. When we finally did it right, the quarter-mile went down

in 12 seconds flat at 122 mph. In another 6.3 seconds, the car was passing 150 mph. It pulls nearly 1.0 g braking from 70 to 0 in 165 feet. A

skidpad figure will have to wait until we can get a car to test in the U.S.

Compared with an E60 M5 equipped with an automated manual transmission, the F10 is a half-second quicker both to 60 mph and

 through the quarter-mile, and 2.4 seconds quicker to 150

Well, with the M5, one must remember that it remains unapologetically a heavyweight. It is an executive express, a velvet-wrapped hammer, a shark in whale’s clothes. It is not a four-door Lotus Elise. BMW figures M5 owners are richer than M3 owners and that they want commensurate levels of luxury and gizmology. Indeed, you cannot select a gear, push a pedal, or turn the wheel in the new M5 without assistance from the many watchful computers monitoring your every bodily twitch. Even the roar of the M TwinPower Turbo (we just like saying that name), muffled by the turbos and the cabin soundproofing, is partly ersatz, enhanced by a playback of engine noise through the stereo system to give passengers a heightened “acoustic experience.” (Two noises in the M5 that aren’t artificial are the tick-a-click of the dual-clutch automatic doing its business and, in our test car, a distinct hum from the differential.) Experiential acoustics aside, BMW goes to lengths to make the electronic boundary layer between you and the machine transparent, or, at least, subject to an off button. And if you forget that nearly everything you’re feeling, hearing, and doing has been run through a microprocessor, the car, like the Matrix, is a nice place to be. A sense of security pervades its every motion on the road, even when you’re busting through 100 mph on a riptide of—dare we say it?—profoundly diesel-like torque. The M5 flies through sweepers with a doctor’s note excusing it from Mr. Newton’s lecture, remaining flat and cool and seemingly impervious to the lateral forces that should roll it heavily to the outside given its relatively compliant suspension. You can starch up the shocks with the “Dynamic Damper Control” button, but even on “Sport Plus,” the car doesn’t tramp. The M5 spurns the electric-assist steering in lesser 5-series models for a more natural-feeling hydraulic boost. And thanks to sharper camber and caster settings, the car’s commitment to the driver’s desired trajectory is firmer than in the wandering 5s and 7s we’ve driven lately. When a hairpin comes up, the default stability-control mode is an intrusive buzzkill, cutting power and tapping the brakes even when the M5 seems well within its impressive cornering limits. Switch to the more playful M Dynamic Mode and you begin to see why; the rear just leaps sideways when kicked by the ol’ M TwinPower Turbo. To its credit, BMW avoided making the M5’s chassis too safe and dull by dousing it with understeer, even if increasing numbers of BMWs now sell in markets with, ahem, new drivers. In this department, the M5 is unquestionably an M. Stand down the stability control entirely and watch the M5 bonfire its tires drifting sideways, spitting smoke and chunks of expensive Michelin Pilot Super Sport rubber. The steering does everything you could desire..... What does tug and sag a bit is the power delivery as the M TwinPower Turbo’s boost crests and falls. We’re not talking lag here because there really isn’t any, just faint disturbances in the g-force that will bother some old Jedi knights who love long, linear windups to stratospheric redlines. The previous V-10 had an 8250-rpm redline. With the M TwinPower Turbo, Elvis pretty much leaves the building at 6000, though the revs go to 7200 rpm, supposedly for track-day lappers who like to hold gears longer—and, we suspect, to uphold the M tradition of making spin-dizzy engines. The tall gearing of the seamlessly proficient seven-speed, with its two overdrive top gears handing off to a 3.15:1 axle ratio, is well matched to the M TwinPower Turbo’s torque curve, or lack of curve, as it were. The torque “peak” of 502 pound-feet is more of a mesa, arriving just off idle at 1500 rpm and not fading until 5750 rpm, ­figures for a gasoline engine that would make even Herr Diesel envious. If the M5 achieves its stated goal of a 30-percent gain in fuel economy, combined mpg could reach 20 when the EPA gets around to rating it. BMW is also strongly hinting that the U.S. market will again get a manual-transmission option. Change, like cold gazpacho, always has its haters. Atavists will doubtlessly cry out that M has abandoned them with all this turbo madness. To paraphrase a recent comment on our website: When the M5 got a V-8 for 1998, people said they missed the inline-six. When it got a V-10 for 2004, people longed for the V-8. That is all true, as is the fact that the new M5 remains a delectably sweet reward for personal financial success. And if the next M5 is a diesel-electric hybrid that hits 60 mph in three seconds flat, will we say the same? Maybe, but only if BMW comes up with an even better name than M TwinPower Turbo The M TwinPower Turbo 4.4-liter V-8 is known internally as the “S63 TU,” (for “technical update”), a term that marks its evolution from the older S63 already installed in the X5 M and X6 M. These improvements should make close to 625 HP. Which w will cover in a Dyno run that showed we were pretty close, and BMW is playing the insurance game. The basics remain unchanged: The 90-degree aluminum block is crowned by reverse-flow heads that draw induction air from the sides of the engine and exhaust it to the center, where the headers and twin Honeywell turbos lie in the block’s vee. A spider web of individual tubes supplies each twin-scroll turbo with the exhaust gas of four cylinders—two cylinders from the left bank and two from the right. For each turbo, the respective firing orders of the feed cylinders provide equally spaced spurts of exhaust energy. The new M5 is the first M to adopt Valvetronic, a BMW technology that meters intake air by varying intake valve lift instead of with butterflies (a backup throttle plate remains for crisis scenarios). Because of the bulky valve hardware and the limitations it places on engine speed, the M division has until now spurned Valvetronic. But BMW has downsized and lightened the components and reshaped the contact surfaces to enable the S63 TU’s 7200-rpm redline, 200 rpm higher than the X5 M’s. The turbo compressors grow by about 10 percent to generate additional volume and 21.8 psi of boost, a gain of 4.4 psi. The large boxes hanging off the front of the engine are the air-to-water intercoolers, closely coupled to the turbos to shorten lag time. They are twice the size of those in the X5 M to limit intake temps at a relatively chilly 131 degrees for higher air density and power. Direct fuel injection reduces combustion temperatures, so the TU’s compression ratio was raised from 9.3:1 to 10.0:1 to maximize energy yield from the fuel. The X5 M’s engine banks are run by a single Continental/Siemens computer on the fire wall, but tighter clearances under the M5’s hood required splitting the box in two and moving the computers onto the engine itself—right next to the catalytic converters, in fact—so water cooling is used to prevent meltdown of the now-Bosch-supplied brains. The exhaust pipes running down both sides of the flywheel housing are 3.1 inches in diameter, 0.4 inch bigger than the X5 M’s, with double-layer walls to help contain heat. The 529-pound S63 TU (nine pounds lighter than the retired V-10) is one seriously underrated beast of a motor. 1. M Dynamic Mode This traction/stability control button offers three settings: full on; M Dynamic Mode, which raises the intervention threshold to allow more wheelslip and tail wagging; and full off. 2. Sport throttle Three settings—Efficient, Sport, and Sport Plus—tune the gas-pedal response to the driver’s mood and also crack open the exhaust (well, actually, a soundtrack of the car’s exhaust played through the stereo) for more cabin roar. 3. Dynamic Damper Control The three settings—Comfort, Sport, and Sport Plus—electronically revalve the shock absorbers to alter their firmness. 4. M Servotronic Again, three settings: Comfort, Sport, and Sport Plus, which vary the steering effort. 5. M DCT Drivelogic In automatic mode, the three settings make the transmission shift schedule sportier, holding gears longer, speeding up the gearchanges, and engaging the clutch harder. It’s the same in manual mode except that you do the shifting. 6. Park-Distance Control Turns the forward and aft proximity alarms on and off. 7. Surround-View cameras Activates two small cameras near the front wheels for a view from the sides. Lets you keep an eye out for kids, pets, curbs, and 18-wheelers alike

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BMW F10 M5 S63Tu Engine explained

\

VIDEO BY M SHOWING ENGINE AND FULLY ADJUSTIBLE ELECTRONIC DIFFERENTIAL

http://www.bmw-post.com/2011/12/06/video-bmw-m5-f10-active-m-differential/

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Savings Bank USAA has 1.25% loans

1-800-531-2256 www.usaa.com

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It's your eBay anniversary--year 20
redlinefun, We want to say thanks and let you know how much we value having you as an eBay community member. All of us at eBay wish you the very best in the year to come.
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