BMW M5 in Cyprus
When the M5 appeared in 1985 it was the fastest production saloon in the world: a racing coupe's engine in a body that gave nothing away. Everyone has copied the formula since, but it was invented here, and every generation after is measured against it. In Cyprus it is still the only way to own a sports car without explaining to the family why there is nowhere to sit in the back.
Which versions are worth importing
Two different cars now live under one badge: the F90 with a straightforward twin-turbo V8, and the current hybrid generation that added serious weight along with the power. The F90 is simpler to keep and more honest to drive, the new car is quicker on paper and quieter in town. The Touring estate puts back the boot that makes this worth buying instead of a coupe.
Two generations are on the market at once and they are different cars. The outgoing V8 is lighter and simpler; the current plug-in hybrid is faster and needs a charger to make sense of its own weight. On either, xDrive with a rear-drive mode is the version worth having, and the M Driver's package matters less here than the seats, the brakes and whether the car came with the carbon roof.
Buying a used BMW M5: what matters
On an M car we read how it was driven, not just how far: oil-change intervals, documented driveline work and brake records say more about the previous owner than the year does. The packages actually fitted are verified against the chassis number, and the printout goes into the report.
We read the service history for how the car was driven rather than how far. Frequent oil services on a low-mileage car tell you more than the odometer does, and a car with track-day entries is not disqualified but is priced differently. If carbon-ceramic brakes are fitted we ask for the measured disc thickness, because they are replaced on wear and a set costs what a small car does.
Common mistakes when buying one
The first is buying on mileage: on an M car how it was driven outweighs how far. The second is accepting flawless paint with an empty service history — cosmetics are cheap on this marque, driveline work is not. The third is ignoring the cooling record, which July here tests every year. The fourth is budgeting from the advert: the tax ceiling, the tyres and a set of brakes on an M5 are a line of their own, and they arrive early.
Where we source from and why
Britain and Japan both sell the M5 in right-hand drive, and the two markets complement each other: UK depth of choice and dealer records against Japanese condition with the auction sheet as an independent check. We choose the individual car.
An M5 on the local market is a unit, not a choice, and its history is whatever it is. The UK and Japan hold enough cars to pick the generation, the colour and the state of the history — which on an M car is the whole purchase.
Price and what ownership costs
Brakes and tyres are consumed by driving style, and on this car the style is the point — a hard-driven M5 goes through both at a rate the odometer never hints at. Which is exactly why the maintenance record outweighs the mileage, and why a documented car of the same year is worth materially more when you come to sell it.
An M5 in stock shows its price in the listing. Commissioned, you get one landed figure with the terms written into the agreement, and nothing moves until you have both.
How a commission works
Nothing reaches your shortlist unchecked. From there a single agreement carries the purchase, the shipping, customs, registration and plates, and the sum stands from signature to plates.
Tell us the M5 you have in mind and we will come back with what exists on both markets right now. Other models are gathered on the BMW page, together with the cars in stock in Cyprus. Depending on the car we source it from the UK, Japan or Australia.
