Buy a BMW E28 M5 on a rust-free shell and a quiet timing chain first. The M88-derived six is tough but expensive to rebuild, and hidden structural rust is what turns a fair car into a money pit.
For this November 5, 2026 guide I read Car Collector International: BMW E28 M5 guide and evo: BMW M5 E28 history and specs. The mechanical cautions below come from those pages; the order of checks and the questions for the seller are my own practical recommendations. Any price figures in those sources are market snapshots, not a valuation of the car in front of you. So, compare it with recent sales of the same specification and condition. I also kept the advice to things you can see, hear or ask for on a viewing day.
Know what you are looking at
evo explains that the first M5 used the M88 straight-six from BMW's M1 programme in a discreet E28 shell, revealed in 1984. Car Collector International dates the model 1985 to 1988 and calls continuous Motorsport-specialist history decisive. Match the engine and chassis paperwork before you fall for a badge.
Hunt rust in the usual E28 traps
Car Collector International wants a lift inspection and paint-depth readings for structural repairs. Watch the sills, jacking points and rear structure. Bubbling paint at the lower body is a stop sign until someone lifts the car.
Listen for timing-chain noise
Car Collector International lists timing-chain noise, oil pressure, top-end wear and head-gasket integrity among the mechanical priorities. Start it cold and listen. Our compression and leak-down guide pairs well if the shop hears anything odd.
Check oil pressure when hot
Ask the inspector to note oil pressure after a proper warm-up. Low hot pressure is a different problem from a cold tick. Our oil-analysis guide can add another data point if the seller agrees.
Feel the steering and rear bushes
Play in the steering linkages and tired rear axle bushes show up on a rough road. Note any wander or clunk. Our strut-mount check guide covers related mount checks.
Prefer documented originality
Car Collector International lists original colour, full books, tools and a BMW Classic certificate as strengths. evo stresses how understated the car was when new. A quiet file beats a loud story.
Decide how original you need it
Car Collector International wants original colour, full books and a BMW Classic certificate when possible. Evo notes how restrained the first M5 looked next to louder rivals. A discreet car with invoices often beats a loud resto with gaps in the file.
Prove the identity before a deposit
Match the chassis number on the E28 M5 to the title, any import papers and the plate on the car before you order a history report. Our VIN verification guide walks through that match, and imported-car report coverage sets expectations for cars that spent years overseas. Older chassis numbers may sit outside modern report databases, so confirm coverage before paying. NMVTIS covers U.S. title history only; it cannot replace foreign records or a physical inspection.
Get the repair scope in writing first
If the shell or the chain sounds wrong, get a BMW Motorsport specialist's written estimate before you commit. Look, a seller PDF or a folder of photos is a starting document, not independent proof of condition. Ask the inspector for written findings with local estimates, split into safety work and cosmetic wishes. The NYC consumer-agency used-car guidance tells buyers to have an independent mechanic check the car, and our pre-purchase inspection checklist helps you set the scope. Keep a dated note of the drive, the temperatures and any noises, because a seller who disputes your findings later will ask what you saw and when.
We are a licensed CARFAX and AutoCheck reseller, not affiliated with CARFAX, AutoCheck or Experian. Guest reports have been about $5.50, member reports about $4.50 and a two-report bundle about $6.75; confirm the price at checkout because it can change. A report can miss unreported work, so keep the inspection appointment even when the history looks quiet.
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