Anyone not living under a rock knows that the space economy is dynamic and growing. As recently as five years ago, the market was dominated by a handful of companies (including Telesat) operating fleets of Geosynchronous orbit (GEO) satellites. That all changed when Elon Musk created Starlink, featuring hundreds of Low Earth Orbit (LEO) satellites that offer the low latency required by modern Internet applications. Just look at the war in Ukraine, where LEO satellites proved conclusively how decisive they are in modern conflicts.

Jeff Bezos is now building a LEO network – Amazon LEO, formerly Project Kuiper. Telesat is launching Lightspeed, its next-generation LEO network that will take a B2B, rather than a B2C, approach to the market. The speed at which the market is moving was a major topic of the opening session panel discussion of CEOs. That, and the fact that if your name isn’t Musk or Bezos there needs to be more access to capital.

Naturally I’m biased, but I think Dan Goldberg, Telesat’s CEO, made some excellent points. One was that political tension and conflicts also have an upside. He said “the geopolitical developments we’re seeing are creating some of the biggest commercial opportunities for Telesat — and the rest of us. It’s incumbent upon us to step up.”

Telesat recently made a significant announcement regarding its Lightspeed LEO constellation, adding military Ka-band spectrum to 156 satellites. That dedicates a full quarter of Lightspeed’s capacity to defense and sovereignty programs — sovereignty being a major theme of discussion at the show. Countries want to control their own destiny for space communications, rather than depend on foreign billionaires.

Another thing that sets Telesat apart is its go-to-market approach. Rather than go directly to end users, Telesat’s approach is to work through existing service providers and equipment manufacturers. These companies know what their customers want, and one important thing is choice. Telesat works collaboratively with all these partners to shape their service offerings, expand addressable markets, and facilitate end-user growth.

While we believe this is the right way to go, Dan was also candid about the competitive pressures Telesat faces. It does mean procuring satellites and terminals from third parties, and he acknowledged that being vertically integrated (i.e., controlling every piece of the supply chain from manufacturing to launch and ground equipment) provides advantages for Starlink and Amazon. He talked about finding a way to align interests so the non-vertically integrated players can compete. “My number one request,” he said, “is trying to find a way to align our interests so that we can all remain competitive.” He also identified space-to-space communications as an underappreciated growth opportunity as constellations multiply and interoperability becomes essential.

There was broad agreement among the panelists. Multi-orbit constellations offering both LEO and GEO are real and here to stay. The importance of sovereignty in space may work against industry consolidation that might otherwise occur. Direct-to-device has broad potential if the feature is absolutely seamless to the end user and the price is driven way down.

Viasat’s Mark Dankberg, whose company’s KA-SAT network was attacked by Russia at the onset of its invasion of Ukraine in 2022, bluntly stated that commercial satellite systems are now targets along with military ones. And two sides of the coin again: “Whenever there’s change, there’s opportunity,” he said. The threats are very real, as shown by a missile strike on an SES teleport in Israel earlier this month.

SES CEO Adel Al-Saleh described dealing with a fracturing global regulatory environment, saying this “old model” needs to change to meet the reality of space today. He’s building separate supply chains for North America and Europe and pushing to shorten development cycles that used to run five to seven years. He also promoted a 28-satellite order from startup K2 Space for its next-gen Medium Earth Orbit (MEO) network, meoSphere. Eutelsat’s Jean-François Fallacher echoed Dan’s message with a plea for open standards and interoperability — a way for operators to cooperate rather than each go it alone.

The Canadian government has made a significant investment in Telesat Lightspeed. It wants to use the constellation to close the digital divide for millions of Canadians without reliable broadband connectivity and to preserve sovereign space capabilities for national defense.

LEO technology has injected excitement into the space market, and the competition will be fierce. It’s going to be a wild ride!

The post Reporting from Satellite 2026 appeared first on chrisparente.com.

Not to bury the lede – the torch has been passed for the best place to eat. For years we’ve considered Delaney’s the best fine dining restaurant in St. Simons. We had another excellent meal last week. But there were two things about Delaney’s that we didn’t like. One was everyone there seems to know each other, probably because the island is small and they do. The service has always been very good, but there is a subtle sense that you’re an outsider.

The other thing, possibly related to point one, is that we always got sat in the same section of the dining room. We joked that this must be the “visitors” table. It’s a bit close to a service station, and we decided this time we’d say something if it happened again. Sure enough, we were led to exactly the same table! We asked nicely for a different one and they complied.

Dinner was excellent, I had the flounder and Gabriele had elk. With dinner we had a bottle of Gaja Ca’Marcanda Promis Toscana, a high-quality IGT which I’ve discussed previously here.

The new standard IMHO is Woodside, a husband and wife chef operation. Their reviews were over the top and we can see why. All the boxes are checked – ambiance, service, and top-quality food. We both started with pasta appetizers (squash agnolotti and stonecrab cappellacci) that were sensational, then Gabriele had a bouillabaisse-like fish stew led by grouper, and I had the tri-tip steak.

The only slight disappointment was the small wine list. We had a bottle of Cooper Mountain Pinot Noir with dinner that was enjoyable rather than noteworthy.

The Pinot Noir discovery of the trip was found in a small package store, not at a restaurant. The 2022 Patricia Green Durant Vineyard, Madrone Block is really good juice. It’s rich but also balanced, not over the top like some prominent Pinots today. Bright cherry fruit leads with some cranberry, subdued tannins, some spice, and some suede to the texture. A delicious wine and a steal at $38, a price the owner said he’d have to raise on the next shipment.

Georgia Sea Grill and Halyards are also good choices for dinner. There is an amazing barbeque place, Southern Soul, with lots of media accolades, including multiple appearances on Guy Fieri’s Diners, Drive-ins and Dives. Thursday is pastrami day! (No, I could not eat this sandwich in one sitting.)

Hope this gives you enough to go on for dining in St. Simons Island if you ever visit! Early spring wishes.

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I’d come close in 2024 to buying a set from fellow NCC member Doug, who sold me his Vorsteiner rear diffuser. He had a beautiful set and offered a fair price, but the wheel offsets were for a standard BMW E46, not the M3. I didn’t want to be forced to use spacers to make the wheels fit.

Here’s full background on the wheels from Google AI search:

Dinan Champion wheels for the E46 BMW M3 are a rare, discontinued, lightweight forged wheel made by Champion in Japan. They were offered as part of Dinan’s performance packages and are highly regarded in the E46 M3 community. Key Features and Specifications:

Dinan Champion wheels are recognized for their high strength and low weight, often cited as some of the lightest available for the E46 M3, weighing in at around 20 lbs per wheel. They were produced in two main staggered fitments for the E46 M3, designed to accommodate wider tires for enhanced grip and improved handling. 

• Construction: Forged process by Champion in Japan, providing a high strength-to-weight ratio.
• Aesthetics: Feature a silver-painted face with polished lips and Dinan-branded center caps.
• Performance: Designed as a direct fit for the E46 M3 without the need for spacers, optimizing fitment for the chassis. 

Dinan Champion wheels are no longer in production and are difficult to find brand new. They primarily circulate in the used market through online classifieds on enthusiast forums such as NA M3 Forums and Bimmerpost, or auction sites like eBay and Bring a Trailer. 

Due to multiple fitments for different BMW chassis (e.g., E39, E60 M5), it is crucial to verify the specific size and offset to ensure correct fitment for the E46 M3. Availability is scarce, and pricing varies significantly by condition (e.g., curb rash, chipping of clear coat on lips). Potential buyers should carefully check the condition, as minor cosmetic defects are common on used sets. The polished lips can be refinished by most wheel repair shops.[\AI]

Former owner Clarence had refinished the wheels and was straightforward to deal with on the transaction. The fact that he was a forum member reassured me on a much larger than usual Internet transaction. He did a fantastic job packing the wheels for a cross-country trip to their new home.

I’ll be spending an inordinate amount of time considering what size tires to put on my new wheels. My car already has 19-inch wheels as part of the ZCP Competition package. But the Dinan wheels are wider than my current ones, especially in the front (8″ vs. 9.5″). I’ve found differing information on what size tires are best for these wheels.

An old Dinan catalog containing all the possible upgrades for the E46 M3 puts the sizing as 265/30 in front and 275/30 in the rear, which would reduce the inherent understeer from staggered wheel sizes. (My tires are currently 235/35 and 265/30, the standard +1 sizing.) A detailed magazine article on the Dinan S3, the full modifications package including a supercharger, said the sizes are 275/30 fronts and 285/30 rears. I could go 245/35 and 275/30, the standard +2 sizes for the E46 M3 19-inch wheels, but a 245 tire on a 9.5 inch is quite stretched.

Not every combination of tire sizes will work. You need to keep the front and rear tire circumferences within 1 inch of each other, or you’ll have speedometer and stability control issues. I don’t want anything too extreme, but I also don’t want to not get the tire sizes the wheels were designed to accommodate.

Of course, then there is the brand to buy. Michelin Pilot Sports are often the default choice of enthusiasts, but they come at a premium. And a recent Tire Rack test suggests there are less expensive tires as good or better.

Since these will be summer tires I have plenty of time. I could sell my current ZCP wheels and take a big chunk out of the purchase price, but I haven’t decided yet. Plenty of decisions still need to be made to get these on my car, and they will fuel another post this spring. If the massive snowstorm is heading your way, be careful. And if you own one of these modern classics, don’t drive it in the snow!

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The publication cadence continued to decline as I was busy running my StoryTech Consulting business. However, as you can see from the graphic above, traffic to the site actually increased in 2025; in fact, it was the highest since 2022. Part of that may be due to subscribers, and if that’s you I give my humble thanks.

The other factor is the surprisingly strong Google juice that many of my BMW-related posts continue to maintain. Of course, a strong organic ranking on a SERP page is no longer a guarantee of traffic, as Google has added features such as AI Overview, People Also Ask, and other paid placements. Google is now a walled garden, under assault from users turning to AI chatbots for search.

All that said, it sends regular traffic to the Triple W. The most popular post this year, by a wide margin, was published in 2017 and described how to install a new battery in an E46 M3. Google Search Console shows that my post has an average position ranking of 1.9, meaning the link is shown on page one right under all the paid options:

For my oenophile followers, the most popular wine post was on Central Coast California wines. This content resulted from one of the wine seminars put on by the Neighborhood Restaurant Group, which runs a number of places in Northern Virginia. The enthusiasm of NRG’s wine purchaser Erin Dudley is infectious, and she includes some history with the grape talk, such as how California’s wine industry was created by Italian immigrants in the 1890s.

LinkedIn remains a more logical place for work-related posts. However, my post providing tactical tips for using AI in B2G marketing attracted a strong readership. In it I shared highlights from an informative training I attended in late 2024. The post is based on an overview I shared with my GovCon Ideators organization, and the full download is available in the post.

So that’s another year in the books. I wish you a very merry New Year and a prosperous 2026!

The post 2025 Retrospective appeared first on chrisparente.com.

About 15 minutes into the trip, I noticed the brake pedal feeling spongy. It was a gradual kind of realization, nothing too dramatic or scary. But then the Check Brake Fluid warning flashed on the display. I managed to get home by driving very cautiously. I had some brake fluid left over from the M3 job last month to use for the M5.

When I checked the brake fluid reservoir it was well below the minimum line. I refilled it, and while it didn’t all leak out the line went down. A small amount of liquid was also dripping from the bottom of the car. Why couldn’t this have happened a few hours previously, when I was in a position to do something about it? DIY karma was not with me this time.

I had no choice but to bring the car to my local shop, Craftsman Auto in Alexandria. It’s a good shop and has done work for me before. But I much prefer knowing exactly what job I’m asking them to do, like when the alternator went out on my M3. In this case, I was sharing the unease felt by millions of Americans when they hand over their vehicles and say, “Please tell me what’s wrong and fix it.”

The diagnosis was that the brake lines were leaking. Timing was against me as well – I wasn’t able to bring the car in until the day before Thanksgiving. Unfortunately, there was some initial confusion about which parts to order, so my car had to stay in the shop until Friday. Then the job was completed. My E39 M5 brake lines are now all new, two from the ABS unit and one to each wheel. The brake fluid is new as well, so I don’t have to worry about that job for at least two years.

I wish this were a job I could have diagnosed and tackled. I would have saved money and stress. Here’s a how-to video from the popular DIY channel Yevs Builds. OTOH, I’m fortunate to have a shop I can trust in Craftsman. Things are going to happen with a car over 23 years old, no matter what kind of preventative maintenance I give it. I’ve owned two older M cars for many years now, and there have not been many unpleasant surprises.

Let’s hope that continues into 2026. Happy holiday season!

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Changing the brake fluid isn’t hard, but it requires a pressure pump and can be messy. Like most jobs it’s much easier with a lift. Brake fluid is hygroscopic, meaning it absorbs water through the air over time. This makes it a job to do based on time, rather than miles driven. Enthusiasts would say every two years, you can probably safely go three. Of course, millions of drivers never change the fluid, which eventually leads to longer stopping distances, damage to brake lines, and potentially failure of the master cylinder.

My car needed a change since the last one was in late 2021. Kind of embarrassing for an enthusiast owner. Maybe the pandemic messed with my perception of time passing. I’ll go with that excuse for now and keep better records of routine maintenance requirements.

As you can see from the main image, this job is made easier by the use of a vacuum pump. A popular choice is made by a company called Motive. Using the pump eliminates the need for another person in the car to pump the brake to build pressure, the even “older-school” way of doing a fluid change. The pump attaches to the brake fluid reservoir, and you pump between 15 and 20 pounds.

Once you remove the wheels, you can easily access a 9mm screw at the back of the brakes. The fluid catch bottle has a rubber nipple that fits over this screw and catches the old fluid. Doing this before you loosen the screw saves a lot of mess. You work your way around the car, farthest from the reservoir to closest – rear passenger, driver passenger, passenger front, and then driver front. Once you have roughly a liter of fluid, you’re done.

An added benefit of working on your car is that you notice things. When I removed the rear passenger tire, I got a nasty surprise – what looked like a razor blade stuck in the tread. I had no idea how long it had been there. The tires were not due for replacement, and I’d have to buy two rears since you don’t want one worn and one brand new.

Craftsman helped me spray water on the spot, and there was no air escaping. I was tempted to pull the metal out, but if I then had a flat, I was an hour from home driving on my donut spare. I made it home without incident and pulled the tire off in my driveway.

I got lucky. When I pulled the metal out there was very little beneath the surface. The tire was not punctured. No need for two new rear tires, which is a relief since my E39 M5 needs two rears due to wear. Maintaining M cars gets expensive, so I’m glad I dodged that bullet.

Some pictures below. Happy Halloween!

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To the best of my knowledge the current radiator is original to the car. It now has over 117,500 miles. There is nothing visually wrong with the radiator, and the cooling system of the E39 M5 is stronger and more durable than other E39 5 Series cars. However, the car does seem to run hot on warm days and will be 24 years old in January. Preventative replacement seems prudent.

Research into the right parts to buy can save a lot of frustration later in the middle of your BMW DIY project. RealOEM.com is a fantastic resource for finding any BMW part. You simply enter the serial number of your vehicle (the last seven digits of your VIN), and then scroll to the specific diagram you need like the ones in this post. The searching and categorization isn’t always intuitive, but you can’t beat this free tool for understanding what you’re getting into with your project.

Years ago I wrote about how much money you can save by buying original equipment (OE) parts for your car. And prices have gone up dramatically since then. Here’s a good discussion from FCP Euro on the topic.

For example, the genuine BMW radiator for my car is currently listed by FCP at $565 – on special clearance! But the same radiator built by the same manufacturer Mahle/Behr is listed by FCP at $315. But we’re not done yet – that same radiator at well-known parts supplier RockAuto is only $230. FCP does offer a lifetime replacement guarantee but for me RockAuto gets the business here.

The pricing for the expansion tank – basically a piece of plastic – is even more absurd. The price on FCP for genuine is $315 – as expensive as the radiator! And there is no OE option provided. On RockAuto a different brand is offered for $163, still crazy. These increases are relatively recent – thankfully I bought this expansion tank for $85 a couple of years ago. I knew this coolant refresh project would eventually be needed.

Often with BMW DIY projects there is the question of how much to replace “while you’re in there.” I replaced the thermostat on the M5 in 2023, which was not an easy job. There are four hoses that connect to the radiator, two large and two small. Should I replace them? Presumably they are all original, although the upper radiator hose (#1 in diagram below) is branded Continental and looks pretty fresh. Replacing them increases the time, expense and complexity of the job. From what I’ve read hoses are an example of when going genuine BMW makes sense.

While definitely not an easy job for someone with my moderate DIY skills, I want to tackle this project myself. It seems relatively straightforward. Here’s an excellent, thorough tutorial video from Ryan at E39Source, an E39 M5 expert. This shows just the radiator, not replacing any of the hoses. Except for draining the coolant the job can be done without raising the car. This could be important, because the BMWCCA DIY events frown on jobs that could take more than two hours.

Which means if they don’t OK me doing this at an upcoming event I could be doing it in my driveway. That would not be optimal, since I don’t have access to a lift otherwise. And I don’t want to return to being on my back underneath the car. Of course, I could purchase the parts and bring them to a shop to have the job done. That’s sometimes the right move after doing your research.

How will my M5 radiator project unfold? Stay tuned and I’ll update this post!

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Of course as the classic expression goes, close only counts in horseshoes, hand grenades and drive-in movies. But it was an exciting purchase to contemplate. A well-known enthusiast and member of the E39 M5 Facebook group put the car up for sale. He was located in western Maryland, not close but very driveable. There was no question he was the type of person you want to buy this car from:

If you or someone you know is in the market for a low mileage, well maintained, tastefully modified and enthusiast-owned LeMans Blue M5, this could be the one you’ve been waiting for. This is an outstanding car with an accident free 2 owner history. I’ve owned a huge number of M5’s in the past 16 years and I find this one to be among the best I’ve had overall. I would keep it myself, but I’ve recently invested in several cars and have accumulated a mini collection of old school muscle. 

If you’re reading this post you probably know the Dinan name. Steve Dinan was the premier tuner of these cars back in the day, and was the only shop certified by BMW. Dinan offered a 4-year, 50K mile warranty on his work that matched BMWs new car warranty. He sold the business in 2013 and started a new company, CarBahn, in 2019 focused on newer BMW models.

The car for sale was a 2003 Dinan S-1 M5, which included the following: Stage 2 Engine Software; High Flow Cold Air Intake; Free Flow Exhaust; Front Strut Tower Brace; Rear Shock Tower Brace; Stage 1 Suspension System-Koni (Dinan Mono-Tube shocks available as an option); Dinan Pedal Pad Set; Serial Numbered S1 Plaque; Dinan Deck Lid Badge.

I already have a Lemans Blue E39 M5, but this one had substantially fewer miles and the Lemans interior, which I like. The mods don’t add much horsepower or torque, but greatly enhance the handling of the car. Or so I’ve read – I did not get out there in time for a test drive. Here’s the Dinan catalogue for the E39 M5 – some but not all parts are still available from Dinan.

For a few days the plan was to purchase this car, then transfer over some items from my current car. Bigger things like the Euro headlights and donut spare, and smaller things like the trunk mat, euro center console, and bluebus module. Then I’d sell my car, probably using one of the main online auction sites, Bring a Trailer or Cars and Bids.

My car wouldn’t bring nearly the amount this car was priced at, but what I’m confident I could get would take a substantial bite out of the spend. I’ve a bit of a track record for these near misses. Three years ago I almost did something similar with my E46 M3, in that case getting out-bid on Bring a Trailer.

I couldn’t make it to see the car until the weekend. The buyer could and bought it immediately. That means it wasn’t meant to be. I already have two great cars, and if there is a next time maybe I’ll move faster. Happy Labor Day!

UPDATE – this deserves a link. Doug DeMuro talking cars that will continue to appreciate in value. He leads off with analog BMW from the 1990s and early 2000s, and specifically calls out my two vehicles.

The post The Dinan S-1 M5 That Got Away appeared first on chrisparente.com.

The latest headlines reminded me I hadn’t posted a presentation I gave to my GovCon group on the first AI Executive Order, EO 14179, issued in January. Fellow GovCon Ideator Kathy Swacina presented with me on 4/29. We take a deeper dive into the EO language, highlight the differences from past EOs on AI, and suggest a possible model for AI development. An effective option is the TAIMScore model from the Holistic Information Security Practioner Institute (HISPI).

I reached out to a couple of IT clients for their views of EO 14179:

“I’ll first take the glass is half full attitude on this memo. it addresses a lot of the needed “how” that was ambiguous before as far and processes and procedures. It specifically calls out driving the
departments mission vs just efficiencies in the department. it will give teams a lot of opportunity to move forward with POC’s.”

“On the glass is almost empty side of the equation. There is no significant change to actual level of risk tolerance, governance and mitigation that must be performed. There is still plenty of
opportunity for a risk adverse Sr Manager at a department to say no.
As before the adoption of of AI will come down to agencies with leadership and actual desire to solve problems with AI.”

Here are the questions left unanswered in EO 14179, and which still are after the recent Action Plan:

• How do we safeguard industry proprietary information?
• How do we protect American citizen PII?
• How do we ensure the industry partners are following safe, ethical, trustworthy and transparent development processes?
• How do we close the gap between federal and state AI regulatory regimes?

You can download the full presentation here.

The post Understanding the AI Push appeared first on chrisparente.com.

I hadn’t changed the differential fluid since 2013. That sounds like a long time ago, and in most ways it is. But not for differential fluid, for which intervals are based on mileage not time. Even though it was almost 12 years ago, the car had only traveled about 35K miles. That’s at the low range for a suggested change, 30-60K miles. The M5 requires a fluid weight of 75×140 with special friction modifiers, I first put 75×90 in back in 2013 and had to redo the job.

This job is a good example of one made so much simpler by putting the car in the air. Just make sure you undo the fill plug first, since if you drain first and can’t refill then you’re not driving the car. Mine broke free pretty easily since I didn’t overtighten back in 2013. The air filters and fog light bulbs could easily have been done at home but I waited until the DIY since I’d have plenty of time after the fluid change.

When I first bought the M5 I didn’t know all that much about the various kinds of halogen bulbs. The one main thing I wanted to do was to match the headlight and fog light colors. With stock bulbs the fog lights are much more yellow than the HID headlights. I bought a pair of inexpensive bulbs that did that job well.

But there are better performing bulbs out there. The bulbs I replaced them with were Osram Nightbreakers with a high rating. But they were the same exact bulb, interchangeably known as 9006 or HB4. These bulbs are commonly the low-beam headlight bulb on cars with halogen lighting. While catching up on halogen bulb facts I remembered that there is a way to insert 9012, also known as Halogen Infrared Reflective (HIR2) bulbs, for 9006 applications. It’s an advanced design invented by GE in the late 1990s that delivers better performance while using no more power or producing more heat. Here’s a good description from BetterAutomotiveLighting.com.

I don’t know about twice as powerful, but these bulbs are superior. I’ve read John Deere pushed to have them developed for their tractors since they did not want the expense of upgrading to HID. The only downside is shorter bulb life. As noted above there is also a HIR replacement for the halogen 9005 HB3 bulb, which is a common high-beam bulb in many car models.

All that is needed is to file down one of the plastic prongs on the base of the 9012 bulb, as shown in this video. Was very easy to do with my dremel, and the M5 is now piercing the night with Sylvania SilverStar Ultra 9012s.

Nothing to do with the DIY, but I also purchased a nice-looking trunk mat for my M5. These have been NLA from BMW for years. So a guy named Alex in the Facebook E39 M5 group made some, and I bought one with a European cut to fit the cubby I installed a couple of years ago. It’s fun how the enthusiasm around these cars continues to produce new products and services to keep them at their best.

M3 Front End Refresh Continued

What got me thinking so much about the 9012s was my continued refresh of the M3’s front end. The fog lights were original and showing some wear after almost 20 years so I decided to replace them. I purchased ZKW foglights, an OE provider, for almost half of what BMW-branded foglights cost – $122 vs. $203. The glass lenses are clear, unlike the “fluted” glass that the later E46 M3s came with originally.

I went with Vosla 9012 +120 bulbs, which supposedly are the best you can get. The Lamin-X protective film that I purchased for the new headlight lenses came with covers for the fog lights, so they should remain minty for years to come.

A different route some owners take is putting LED bulbs into assemblies designed for halogen. It’s easy to go wrong doing that, and many of the brightness claims made by LED bulb makers have been disproven in comparison reviews. Massachusetts just passed a law making it illegal to put LED bulbs into a headlight assembly designed for halogen.

I wasn’t interested in exploring, but if you are here’s a good informational video. And another one here.

That’s more information about halogen bulbs than you ever knew you needed. With HID, LED and (someday) laser technology becoming increasingly common for automotive headlights the humble halogen bulb isn’t that sexy. But why not get the best performance you can without the expense and complication of upgrading to HID or LED technology, especially when the modification is so easy? Happy early summer and enjoy the ride.

UPDATE – Bulb related and not worth its own post – I installed LED license plate lights on the M5 for a more modern look in back. As is often the case Ryan at E39Source has a video showing how to do it.

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