BMW M5 F10Stage 1 to Stage 4 tuning guide

What we'd do

On the F10 M5, Stage 1 is where we would stop for a road car. bootmod3's own gains put the S63TU at about 650 hp on 95 and 661 hp on 98, from 560, with no part that needs approval in Israel. Stage 2 adds only about 22 hp more on 98 (+22% against +18%), and the downpipes it needs have to be catted and approved: the two catted sets in this guide cost $1,995 and $2,849, and both were out of stock when we checked.

Which tune? We would take bootmod3 ($895 plus the $99 adapter): separate maps for both fuels, it flashes over the OBD port and goes back to stock. The JB4 at $679 is the honest alternative if you want something that comes out without a trace, but Burger claims only up to 60 hp at the wheels on a stock car. Evolve's remap (£599, +80–90 hp) makes sense only if you live near Evolve or one of its dealers, since it is fitted there.

Order of buying: an inspection first, then the tune. Ask for the rod bearings' history, the high-pressure fuel pumps and the plastic charge pipes; Euro Premium Parts puts pump failures at 40,000–80,000 miles and recommends new rod bearings when you buy the car. Then the tune, then charge-air coolers ($999.99–$1,699) if the car sees hot summers and long pulls.

What we would skip: catless downpipes, E30 maps (no ethanol at Israeli pumps) and hard launches, which PistonHeads says shorten the DCT's clutch life. Stage 3 is a project, not an upgrade: Pure's Stage 2 turbos are $3,995 plus a refundable core, the injectors $2,663, and Burger says the factory clutch packs start slipping around 640 whp. Budget for Stage 1: about $994 for bootmod3 and its adapter, before an inspection.

Tuning it in Israel

New price in Israel

The F10 M5 hasn't been sold new here for years. When it was, it came on special order: BMW's Israeli price list of January 2013 put the M5 at ₪880,000, with the same 560 hp V8 (auto.co.il, 7 January 2013). We found no dated price for the Competition Package or the 30 Jahre in Israel.

Parts from abroad

Hardware is taxed. At the Bank of Israel representative rate of 26 October 2026 ($1 = ₪3.078), with the combined 40.66% for car parts above $75 (see importing parts):

• Burger JB4 $679 × 3.078 = ₪2,089.96, plus 40.66% = about ₪2,940 (₪850 tax).
• Evolution Racewerks catted downpipes $1,995 × 3.078 = ₪6,140.61, about ₪8,637 with tax, and exhaust parts also need an approval at import.
• CSF charge-air coolers $1,699 × 3.078 = ₪5,229.52, about ₪7,356; VRSF's $999.99 set is about ₪4,329.
• Pure Stage 2 turbos $3,995 × 3.078 = ₪12,296.61, about ₪17,296, before the core deposit and the tune.

bootmod3 is a licence you buy online, so there is no part to clear through customs; its WiFi adapter is.

Fuel

Israel sells 95 and 98, roughly US 91 and 93. bootmod3 lists separate maps: Stage 1 is +16% on 91 and +18% on 93, Stage 2 +20% and +22%. So on 95 expect about 650 hp at Stage 1 and 672 hp at Stage 2, and run 98 for the full 661 and 683. Burger says the JB4 needs 91 or better. The E30 map (+26%) and the water-methanol figures need fuels Israeli pumps don't sell. See 95 vs 98.

Regulation 380 and the test

Under Regulation 380 a special exhaust and parts the maker didn't design are a change of structure. On this build that means the downpipes, any exhaust from the cats back, other turbos and wheel or brake changes: each needs a certified part, a licensed installer and the change recorded in the licence. Catless downpipes fail the annual test; VRSF itself says its catless set is not for road-registered cars. Charge-air coolers are less visible but are still a change, so ask before fitting. Tell your insurer in writing.

Where to get it done

From the dealer pages of brands in this guide: bootmod3 lists MB Autosport (Kafr Kana) and Shenhav Motors (Ramat HaSharon). See the “Tune it in Israel” box on the Hebrew guide.

Prices and rules checked 2026-11-07.

Also useful: tuning shops in Israel, the import tax calculator and the annual test checklist.

What owners ask

My stock M5 already dynos above 560 hp. What does Stage 1 really add?

Owners see this a lot. In a 2014 RS246 thread, a MY15 F10 M5 measured 640 bhp before tuning, the strongest stock car its tuner had seen, after others over 610; the remap took it to 691 bhp and 818 Nm, with the biggest change in the mid-range. PistonHeads' buying guide also calls the factory rating conservative and says light tuning gets 650 hp or more. For comparing tunes, use the tuner's own percentages rather than one car's dyno: bootmod3 lists +16% on 91 octane and +18% on 93 for Stage 1, about 650–661 hp from BMW's 560.

Sources: RS246: 691BHP!! (F10 M5 remap, 2014), PistonHeads: BMW M5 (F10) used buying guide, bootmod3: S63TU licence, gains by fuel

Should I do the rod bearings before tuning?

Most buyers' guides say yes, if there is no record. PistonHeads calls failures rare and mostly on 2012–13 cars, but an engine replacement can pass £30,000, which is why it recommends an extended warranty. Euro Premium Parts is firmer: it sees wear at 60,000–100,000 miles, earlier on track cars, strongly recommends new bearings at purchase and suggests setting aside $1,500–$2,500. On a car you plan to tune, we would do them first, with an oil analysis.

Sources: PistonHeads: BMW M5 (F10) used buying guide, Euro Premium Parts: F10 M5 reliability guide

Will the DCT hold a tune?

At Stage 1 and 2, yes; past that it becomes the limit. Burger says the factory DCT clutch packs are good for around 640 whp before they start slipping. PistonHeads warns that hard launches shorten clutch pack life and says to change the DCT and rear differential fluid if there's no record of it; Euro Premium Parts suggests a fluid change every 30,000 miles. If you are going to Stage 3, ask the shop about the clutch packs before the turbos.

Sources: Burger Motorsports: S63TU JB4, PistonHeads: BMW M5 (F10) used buying guide, Euro Premium Parts: F10 M5 reliability guide

How much oil should it use?

Some, by design. PistonHeads calls about a litre every 1,500 miles normal and says the S63 is not as bad as the N63 for burning oil. More than that usually points to the valve stem seals, which the hot-vee layout bakes: Euro Premium Parts sees them harden after about 70,000 miles and suggests budgeting for the job if the engine uses more than a quart per 1,000 miles. It also advises oil changes at no more than 5,000-mile intervals with an LL-01 oil.

Sources: PistonHeads: BMW M5 (F10) used buying guide, Euro Premium Parts: S63 engine guide, Euro Premium Parts: F10 M5 reliability guide

Catless or catted downpipes for Stage 2, and will I get a warning light?

Catted, for a road car in Israel. VRSF says its catless set is not for road-registered cars, and a catless car fails the annual test. Active Autowerke says its GESI-catted downpipes will not set a check engine light, though it describes the cats as reducing most warnings rather than guaranteeing none; Evolution Racewerks uses a 200-cell metallic cat and keeps the factory slip-on connection. Both were out of stock when we checked, at $2,849 and $1,995, so ask the shop about lead times before you plan the work.

Sources: VRSF S63 downpipes, at BMW Tuning, Active Autowerke GESI downpipes, at Graveyard Performance, Evolution Racewerks catted downpipes, at European Auto Source

'Maximum power not available. Drive moderately': what is it?

A known F10 M5 message, often with shuddering. PistonHeads lists fuel quality, the intake sensors, the PDMs and leaking injectors as likely causes, and says difficult starting can point to the high-pressure fuel pump. Euro Premium Parts puts pump failures at 40,000–80,000 miles, caused by wear on the cam lobe follower, and says the pump should be replaced and the lobe inspected. Sort this out before any tune: a tune asks more of the same pumps and injectors.

Sources: PistonHeads: BMW M5 (F10) used buying guide, Euro Premium Parts: F10 M5 reliability guide