E60 BMW M5 - Proven

Parts: Two sets of conical air filters, heat shields and cold-air diverters, mounting hardware, installation instructions
Tools needed: Screwdriver, Torx drivers, 8- and 10mm sockets
Installation time: 1.5 hours
MSRP: $619

Pros
* Improved fuel economy
* Improved intake sound
* Factory-like fitment

Cons
* None

Test Notes
The new induction roar coming from the free-breathing V10 was immediately evident. It's sweet and menacing at the same time.

We weren't sure if it involved ECU adaptation for fuel or not, but we initially noticed a decrease in horsepower during the first couple of passes. Not convinced that freer-flowing filter elements should worsen power, we kept giving the same cooldown, allowing all parameters to return to normal, and repeated the runs. A few more tries and the power rose and stayed there.

Dyno 3
Peak power: 461 hp @ 7600 rpm
Peak torque: 345 lb-ft @ 6100 rpm
Max power gain: 8 hp @ 5600 rpm
Max torque gain: 8 lb-ft @ 5600 rpm
4000-8000 rpm acceleration: 6.06 sec.

Parts: Accessory and A/C belts, crank pulley, Allen bolts (8), install instructions
Tools needed: Screwdriver, Torx drivers, 8- and 10-mm sockets
Installation time: 2 hours
MSRP: $395

Pros
* Good bang for the buck
* Factory-like fitment

Cons
* None

Test Notes
The billet aluminum Evosport pulley weighs in at 11 ounces versus 15 for stock. It's compromise-free, meaning it does not mess with the factory's harmonic balancing of the rotating crank assembly.

While the ambient temperature was up slightly that afternoon, all other parameters were kept the same as with the AFE intake that morning, including ignition timing, keeping the gains accurate. Given the reasonable cost, the Evosport Power Pulley proved to be the best bang for the buck.

Conclusion
With so much engine, we initially hoped for bigger gains overall. However, we can't complain of a peak 20 whp gain over stock for $2,000 plus a few hours of labor when we're talking about a $90,000 normally aspirated engine. And had we been able to test Powerchip's software for 93 octane, we probably could have seen another 10 whp.

Still, the car is faster. To prove this, we performed a set of real world acceleration tests using our extremely accurate, GPS-based PerformanceBox from VBox USA. Eliminating any driver error from the equation we rolled off the line, hammered it in second at 20 mph, and took some 40- to 120-mph times.

In P400 mode, the run was accomplished in 14.8 seconds. In stock Sport mode, that time went down to 11.4 seconds. In the exact same stretch of road and same ambient conditions, this M5 eclipsed it now in a blistering 10.8-seconds.

You've heard us say it before-"every little bit counts!"

Note: We mentioned in the beginning that our goal was to give the owner some maintenance-free power. What we didn't tell you was that up until now, thanks to the ignorant, non-BMW salesperson that sold him his car, he never knew he needed to press the "M" button on the steering wheel to activate the Sport mode. So his actual peak gains were 164 hp and 106 lb-ft at 8100 rpm over what he was enjoying earlier.

For all his white knuckles and queasy stomach can tell, it's like a supercharger got stuffed under the hood. That's got to be the best two grand anyone's ever spent.