We are the one of few services in Poland specializing in repairs of BMW M series.

Since the very beginning in 80s, BMW M series are dedicated to people with a bent for racing. Unfortunately, this bent without a theoretical and practical training has often caused damage to the car or an accident. The first M models in our service were the 5 series E28 and 6 series E24 - sharks. Both cars had the same damages - the clutch was completely burnt. The driver must not keep the pedal on so called 'half clutch' (a clutch is starting to 'bite', but a driver keeps it in this position for a moment to limit the transmission of torque to the wheels, simultaneously keeping the accelerator pressed.) The cars were not equipped with the ASC system. Correctly, the driver adjusts the wheel-spin with the accelerator. We had to replace clutches in practically new cars with low mileage: just 32 396 km and 46 560 km. Assumption that BMW M series are indestructible is a common mistake. There are no indestructible cars, and those with high power are even more vulnerable. They are similar to rally and racing cars, but in competitions a whole staff of engineers maintains the car's condition. Therefore, if you want to enjoy driving a BMW M series, you have to reckon with costs of: clutch, brakes, tyres, transmission elements, sometimes even the engine or bodywork elements. There is a Polish saying, fitting well to the situation: if you can afford a cow, you should afford the chain too.

The next M series models were M5 E34 and M3 E30, and the latter has particularly fascinated us. A 4-cylinder, inline, 2,5 litre engine, 240 hp and a bold-styled, agressive body are the quintessence of M. In 1991 we sealed the suction manifold in M3, as it lost the idle gear. After the repair, the biggest reward was the opportunity to drive the car, as the owner allowed us to. Light, ergonomic - everything was in its place, except the interior door handles. It was quite a stunt to open the door and get out of the car. Still, even if they were mounted in a trunk and I would have to crawl through it to get out, I would like to go back and repeat the adrenaline rush. M5 E34 is different. It still is a good car, but compared to M3 E30 it is a heavy saloon. In this model we did major overhauls of 6-cylinder, inline engines in two variants - with and without Vanos (variable valve timing system.) The version with Vanos was more dynamic at low revs. The most frequent issue of these engines is a temporary problem with lubrication and con rod's main shaft gulling. Once a piston went out of a block. If E34 was used as a sporty saloon, nothing wrong happened. Problems started when M5s were driven like race cars. Eventually, even an E34 was forced to perish. Comparing performance to new models, M5 E34 was similar to 535d E60.

Another M was 6 series E24, in which we repaired the brake hydraulics. The pressure accumulator and cooling system were broken - radiator's air vent was congested. The next M - M5 E39. In 1999-2000 the car was a beast with its 400 hp and V8 engine which sounded similarly to saxophone's deep sounds. Compared to the E34, the M5 E39 was technologically miles ahead. The car had the speed limiter removed, so it could achieve an astonishing speed of 300 kph. The owner lived 4,5 km from his work, but on the way he crossed the access road to highway. If someone irritated him at home, he would turn to the highway on his way to work, speed up to 300 kph and continue the fun for about 25 minutes. All stress was relieved. Once, our client got out from the work, irritated. He went on the highway, but the M5 could achieve merely 280 kph. To make things worse, he could not escape from a Mercedes. He was fed up with the situation and got the car to our service, telling us the frightening story involving the Mercedes. The M5 had to stay in our service till we would restore the proper maximum speed. The first suspicion was the fuel system, because the diagnostic device has not logged any errors. We installed a fuel pressure gauge and stuck it to the left side window. Having tested the car on a highway, we affirmed that the fuel pressure was too low. We replaced the fuel pump and filter, and the car could run as good as before. Another faults in this and few other E39 M5s were: damaged Vanos, failures of clutch, axles, flowmeters, water pumps, and mostly frequent replaces of brakes and suspension overhauls.

The amazingly beautiful Z8 worth 500 000 zl was the next M model in our hands. Practically new car with mileage of 26 000 km. It was a minor issue with clattering hydroregulator, because it was a collector's car and mostly stayed in a garage. Since 2007 we service M5 E60, a stunningly fast car with 507 hp. I held drifting classes on it; with traction controll off and the POWER button on, the car spinned around every time I tried to control it after a rapid acceleration on wet surface. Though, after reducing the power to 400 hp, things changed and the car was easy controllable. When drifting in this car at 90 kph, you can steer with one hand, and eat a dinner or stroke a blonde's hair with the other. The start is similar to a plane - your back is being hammered into the seat. Informations about current revs and optimal moment to change a gear are displayed on the windshield, just like in a jet fighter. The current gear is displayed as well. A major "kick" is perceptible when changing a gear. The M5 E60 gets a 7 out of ten in the Stando rating. In M6 E63 we diagnosed a lock in transmission. It turned out that the gearbox did not withstand the starting procedure and broke on the output shaft's bearing.

Let us get back to the past, which still is a passion for many people - M3 E36. Coupe, 321 hp, technically simple M series, except the ones fitted with the SMG gearbox. The SMG has been breaking down regularly - the never-ending diagnosing, outgassing and replacing. Another blind spot is Vanos. An oil pump, generating a 90 bar of pressure, and two electromagnetic valves, controlling the force hydraulics of the timing gear. These elements are vital for a whole unit to work properly. In the valves are the next two elements: a cylinder and a piston, made very precisely. On the valve's girt there is a sifter, protecting the valve from dirt that may be in oil. If the oil is replaced seldom or is not matching, the sifter breaks and the dirt damages the electrohydraulic valves. And we have a problem. But if the owner cares about the car and the oil is replaced regularly, there is no issue! These cars are wanted by adrenaline-lovers. Finding an M3 E36 in a proper condition is a hard challenge. Mostly, they are worn out to the limit - battered front wishbone bolts, sweeped metal-rubber sleeves in whole suspension, broken clutch, brakes, steering gear, gearbox, engine, etc., to end on the bodywork. But if there is a good one, it may finish the Polish Rally Championship in the 8th place, defeating some 4WD cars with higher power. Great toy for a low price. I cannot count, how many of these cars we have serviced, but everyone praised them.

The successor of the E36 was the M3 E46 in 2000, produced till 2007. The main issue is the extraction of the body elements - the rear suspension bar's mounting. It is dangerous, as the owners do not realise the threat. The suspension bar is a pipe frame made of solid steel sections, about 1 m wide and 80 cm long. This element fastens the whole rear suspension, that is wishbones and rear axle, and mounts it to the body in 4 points. Unfortunately, the body does not resist the loads that occur during rapid accelerations - all ties in the back of the car are breaking. We can recognize this fault when driving the first or second gear - when accelerating rapidly, we will hear knocking from the back and feel a play on the transmission. One car arrived to our service with this issue just a second before an accident. After inspection, we found that the rear suspension is held only on the drive shaft, two shock absorbers and two rubber brake hoses. Luckily, it is the only major issue of this model. If we reinforce the body and weld the original ties, the problem is gone. The SMG gearbox is improved, comparing to the E36. It is quicker and less vulnerable to failures. The M3 E46 is a car, in which we can feel like a part of it, and it is very predictable when driving. Going sideways is controllable even over 140 kph. If you search for a daily-driver M for a cheap price, it is the car you are looking for.