BimmerFile » E39 5 Series

The History of Black Plastic and the M5 Engine

Gabe — Sat, 18 Jun 2011 16:54:57 +0000

What you see above could almost be called revelation. M’s latest M5 is getting back to basics with an almost fully exposed engine under it’s hood. And while it’s not the entire engine, BMW is showing off a good percentage of the M5′s mill for the first time since the E34 M5. In fact it’s been 15 years since we’ve been able to actually see any details of the M5′s engine at all. But why is this?

BMW has a history of shrouding some of the best engines in the world with copious amounts of black meaningless plastic. Whether it’s in the name of design, marketing or simply sound-proofing we here at BF have long disapproved. And there’s no better example of this than the last two generations of the M5.

But things didn’t start out like that. Behold the glorious M88/3 engine (the US version was known as the S38B35) with it’s internals fully exposed and ready for work. It was perhaps the most pure M engine ever directly derived from the very powertrain that started it all in the M1.

Things didn’t change much with the E34 M5 which featured an improved version of the venerable M88 now known as the S38B36. Once again BMW was proud to show off every detail of the powerplant. And why not? M5′s were defined by their engines and the S38B36 was BMW at it’s best.

Then came the E39. Arguably the best M5 of all time (notwithstanding the F10M which we haven’t driven yet). Everything about the car was an improvement. With one glaring exception: the cheap piece of black plastic hiding the magical 4.9L S63 engine.

Finally we come to the recently departed S85 V10 form the E60 M5. It’s a monster of an engine with 10 individual electronically controlled throttles and a redline of 8250. And yet we couldn’t see a damn thing other than some plastic and an M badge.

The F10M has the makings of an incredible car. Much like the E39 M5 we expect it to be exceptionally flexible (torque-a-plenty) while being incredibly fast. And the engine responsible for all it? Yes you can actually lift the hood and see the plumbing for the first time in over 15 years. Thank you M.

Life & Death of BMW’s Naturally Aspirated Engine

Gabe — Mon, 22 Nov 2010 05:50:00 +0000

The naturally aspirated gasoline engine is dead. As dead as 15″ wheels and roll-up windows. A generation from now no one under 25 years old will even know the experience of winding up a BMW inline six without a turbo sucking exhaust gasses out of it.

The need for efficiency and ever increasing performance have dictated a sea-change that will alter what we’ve known BMW’s to be forever. Consider the following the fact: the E9X M3 will be the last naturally aspirated M product. Or (even more shocking) that the current 128i, 328i and X3 28i are the last naturally aspirated BMW products to be sold in the US. Once those three models are gone it’s all turbos for as far as the eye can see.

From the 16 valve V8 found in the 507 to the 500 hp V10 under the hood of the E60 M5 BMW has had a long and storied history when it comes to the engines that motivate its cars. The soul of these cars have been unadorned with turbos or superchargers (with an exception or two) from the early part of the 20th century until the early 2000s. Production BMWs have been celebrated as naturally aspirated affairs. It’s a simple theory at the the heart of complex machine; perfect weight distribution and nothing in the way of complete control and feel. For engineers in Munich that meant anything within the engine that would reduce the ability to rev (heavy flywheels aside) or the connection from the driver’s foot to acceleration wasn’t a part of the package. And for many years it made sense at every level. Turbos were meant for such lowly brands as Audi who had to make do with the scraps of a VW empire. Or Porsche, saddled with flat six architecture that was mandated by hanging the engine out the back.

Over the years BMW excelled at this formula. For more than a generation engineers in Munich continued to perfect the formula. From the smallest inline six to the largest V12, every BMW engine held true to the theory that control and performance meant forced induction was not part of the answer.

Even despite the radical turbocharged engine on the 2002 Turbo, race cars such as the 320i Turbo or the legendary 1.5L M12 in the Brabham F1 car (which produced over 1300 hp in qualifying form), BMW was dedicated to its formula in street cars.

In series production the book-end came in the form of an inline six and a V8. The last top-line naturally aspirated inline six was the quick-revving 3.0L N52 that produced 272 hp in European form. But perhaps the pinnacle of BMW’s long history with naturally aspired six’s came with the E46 M3 and the S54B32. 333hp in US form (and up to 355 in CSL trim) the 3.0L sounded and revved like a race-car.

But if you’re talking about the ultimate naturally aspired BMW engine, that would technically have to be the S85B50 V10. With 507 hp at 7750 rpm the 5.0L V10 blew away all comparable engines when it came to displacement vs power. With a 8250 redline the V10 was inspired by the high-revving BMW F1 engines of the era. It didn’t sound as great as the V8 it replaced (we’ll blame EU noise laws for that) but it was dramatically more exotic.

Then BMW did one better and sliced off a couple of cylinders to create the high-revving 4.0L V8 for the E9X M3. The S65B40 produced 414 hp and a 8400 rpm redline that defied all belief. While some of the BMW historical M3 character was lost with the S54B32, the new V8 threw the gauntlet down on the competition and helped continue the M3′s dominance over the Audi and Mercedes competition.

And then just like that the 8,000 redlines were gone.

Progress should give us more of what we want. But we’re finding out the future is too complicated for that. Yes the new era of BMW engines develop more torque and are better at every day drivability. But there is a character that will soon be forever lost with these engines. The honesty of a naturally aspirated engine will soon be forgotten and in its place the induction sound and endless torque. Yet another old technology that progress has made irrelevant.

My fear is that the accelerator will soon become the go button and the nuances of power delivery we all know and love will be gone. And gone too will be listening to an engine take on new character at every thousand RPM up the dial – the very soul of an engine.

So what do we have to look forward to? Speed for one. We know that BMW will up the ante in every way with these new turbocharged monsters. We also should expect smaller engines producing the same if not more power. And that means less weight and (most importantly in the eyes of society) much higher efficiency.

All is not lost but quite a bit of what BMW has hung their hats on for the past 40 years will be. Thus it’ll be up to the mad scientists of Munich to find BMW’s voice in this new world. They have a a tough road and there’s an enormous amount at stake. But if there’s one thing we’ve learned to do, it’s to trust them when it comes to designing and building powerplants.

Or you can just start scouring eBay for that pristine E46 M3.

Five Times Around. History of the BMW 5 Series.

Gabe — Tue, 13 Apr 2010 06:59:20 +0000

The 5 Series has sold 5.5 million units. Seems time to celebrate. So with that said BMW has rolled out some of our favorite 5er photos from the years and presented them with a thorough run through of the 5 Series history. (Full gallery after the jump)

Official Release: Sales of the BMW 5 Series already amount to more than 5.5 million units in five model generations – and now a new chapter is starting in the highly successful story of the BMW 5 Series Sedan.

It was at that time that the BMW 1500, the BMW 1800 and the BMW 2000 entered the market as the “New Range”, establishing the most successful model series BMW had ever seen up to that point. The competence in the development and production of saloons demonstrated by BMW with these models gave the Company a worldwide breakthrough as a manufacturer of modern and highly desirable automobiles with very individual characteristics. Switching from the New Range to the BMW 5 Series in 1972, BMW introduced not only new nomenclature, but also a new era in design.

Indeed, the number “5” immediately became the synonym for unmistakable driving pleasure in this segment. Ever since, the BMW 5 Series has stood for sedans which, through their design, offer particularly harmonious balance of sportiness and elegance authentically reflecting a unique combination of driving dynamics and motoring comfort ensured by superior drivetrain and suspension technology. The BMW 5 Series therefore offers a particularly concentrated rendition of the outstanding competence in development of this leading car maker from Munich.

1972: the BMW 5 Series makes its debut.

The BMW 520 and the BMW 520i with four-cylinder power units developing 115 and, respectively, 130 hp were presented at the 1972 Frankfurt Motor Show as the successors to the New Range. The model designation introduced a new concept determining the nomenclature of BMW cars to this very day, with the ”5“ at the beginning specifying the series as such and the two following numbers indicating the displacement of the respective model. At the same time these model designations brought back memories of legendary BMWs in the 1950s such as the BMW 501 “Baroque Angel” and the iconic BMW 507 sports car.

In its design, the first BMW 5 Series stood out from the start through its stretched and sleek lines, large windows and low waistline. As design elements typical of the brand, the dual headlights and the Hofmeister kick in the C-pillar were re-interpreted in new style and technology, French designer Paul Bracq thus setting the foundation for the design language of BMW so characteristic in the 1970s. To precisely calculate the car’s deformation zones in the interest of superior occupant safety, BMW’s engineers for the first time used superior computer technology to a large extent.

Introduction of the BMW 525 in the second year of production hailed the entry of the first six-cylinder into the market. The powerful and, at the same time, refined engine featured in this top model delivered an impressive 145 hp. This wish for additional power became one of the most important reasons for expanding the model range also in the years to come, BMW Motorsport GmbH established in 1972 providing particularly spectacular input by presenting the BMW M535i with its 160 kW/218 hp six-cylinder in 1980.

1981: second generation, first diesel.

Accounting for sales of almost 700,000 units, the first generation of the BMW 5 Series more than doubled the success of the New Range in the market. The next model launched in 1982 then continued this story of success, remaining faithful in its design to the principle of clear lines and large windows.

With its even more striking design front and rear, the new BMW 5 Series, despite its exterior dimensions remaining almost identical, offered far greater presence and flair on the road. Engineering refinements and intelligent lightweight technology provided more space within the interior, optimum weight and improved occupant safety. The newly developed suspension with its double-joint front axle and semi-trailing arm rear axle served in particular to enhance the motoring comfort offered by the new model. Modern electronic systems were also introduced into the BMW 5 Series at this point, ranging from anti-lock brakes via an on-board computer all the way to electronic fuel injection.

Right from the start upon its introduction into the market, the new sedan came with a broad model range and engines extending from 90 to 184 hp. A particularly sporting version was introduced in 1984, even though the 218 hp BMW M535i was not the last word from Motorsport GmbH this time. Instead, Motorsport GmbH proudly presented the very epitome of the Sports Sedan at the 1985 Frankfurt Motor Show, the BMW M5. Hardly distinguishable from the other models when considered from outside, the BMW M5 was optimised throughout beneath its sheet metal for uncompromising driving dynamics. Power came from a straight-six boasting four-valve technology and no less than six throttle butterflies. Output of this drive unit derived from the legendary BMW M1 was 286 hp, developing supreme thrust and performance previously offered by only the most thoroughbred sports cars.

The decision taken by BMW in 1983 to enter the fiercely contested diesel market with the BMW 524td was almost a revolution. To offer the character so typical of the brand also with a diesel, the only option was obviously to give the car a powerful and refined turbodiesel engine. The 2.4-litre straight-six developing maximum output of 115 hp fulfilled these requirements in a truly ideal manner, the BMW 524td offering the best performance of all diesels in its segment and, at the same time, the highest standard of fuel efficiency. Clearly, even diesel sceptics were impressed by this innovative combination of superior muscle and equally outstanding economy. Entry into the diesel market was not the only option for BMW to bring together sporting performance and superior economy. On the contrary – precisely at this time BMW had already completed a large number of studies and innovations in developing particularly fuel-efficient technologies and looking for alternative sources of energy. Many of these innovations went into series production in the course of time, others set the foundation for long-term research projects. One example is the hydrogen-powered test car presented as early as in 1976 on the basis of the first-generation BMW 5 Series.

Apart from the turbodiesel, a particularly efficient petrol version of the BMW 5 Series proved suitable for series production right from the start: The BMW 525e was powered by a six-cylinder designed and built consistently for superior traction and economy all in one. Displacing 2.7 litres, the power unit named after the Greek letter “eta” also known as the symbol for efficiency developed maximum output of 125 hp at an engine speed of 4,250 rpm, with peak torque of 240 Newton-metres/177 lb-ft at just 3,250 rpm. New engine electronics, optimised weight and a five-speed transmission with an overdrive economy function were further features helping to give this model outstanding efficiency.

The second generation of the BMW 5 Series was replaced after seven years of production. By this time sales had amounted to more than 722.000 units, again setting a new record.

1988: third generation of the BMW 5 Series

With BMW having started the introduction of catalyst technology back in 1984, the third-generation BMW 5 Series was fitted from the start exclusively with this high standard of emission management. The first models available from the beginning in 1988 were the BMW 520i, the BMW 525i, the BMW 530i, the BMW 535i, and the BMW 524td) – all with six cylinders and electronic fuel injection. The power range extended from 115 all the way to 211 hp.

A new BMW M5 was also introduced at an early point, with engine output of 315 hp further increased to 340 hp in 1992.

The two eight-cylinder BMW 530i and BMW 540i followed in 1992, with the BMW 518i being introduced in 1993 as the entry-level model with a four-cylinder power unit. In the meantime, the six-cylinder engines, benefiting from four-valve technology and variable Vanos camshaft management, had gained even greater power, torque and efficiency.

With its precisely defined deformation zones and even stiffer passenger cell, the third generation of the BMW 5 Series set new standards in the area of occupant safety. As an option the elaborately refined suspension was available with electronically controlled dampers, a further option being speed-related Servotronic steering assistance. ASC Automatic Stability Control was also available for the first time in addition to the anti-lock brake system.

The first BMW 5 Series with electronically all-wheel drive was launched in 1991, the concept of fully variable power distribution from front to rear, together with a rear axle differential lock, proving right from the start in the first comparative tests to be superior to all four-wheel-drive systems available so far.

Compared with its predecessor, the third-generation BMW 5 Series was significantly longer and came with a lot more space inside, also thanks to its brand-new design. Indeed, the new sedan created under the guidance of Chief Designer Claus Luthe combined sporting elegance and flowing lines with a distinctive wedge shape. This stylish character was then carried over by the designers to the first BMW 5 Series Touring, this unique five-door revealed at the 1992 Frankfurt Motor Show offering a brand-new look and brand-new features behind the B-pillar.

With sound insulation being given particular significance, the level of sound within the body was virtually the same as in the sedan even though the generous space inside obviously formed an ideal resonance body for acoustic effect and disturbance. The BMW 5 Series Touring was fitted from the start with self-levelling on the rear axle.

The Touring model was available with nearly all the engines also offered on the sedan, and as an option also came with all-wheel drive. A BMW M5 Touring joined the range in 1992, successful sales of this five-door clearly confirming BMW’s concept to combine additional practical value with attractive design: Overall sales of the BMW 5 Series Touring up to 1996 amounted to approximately 125,000 units, and total sales of the third-generation BMW 5 Series were more than 1.3 million units the world over.

1995: the fourth generation

The fourth generation of the BMW 5 Series made its debut at the 1995 Frankfurt Motor Show, offering an evolutionary development through its design of the former model with its sporting and elegant style. A particular feature at the front was the dual round headlights behind a glass cover, with the light rings for the positioning and daytime driving lights so typical of BMW being added in the year 2000.

Both the sedan and the Touring introduced in 1997 once again offered even more space within the passenger compartment. Boasting features such as a multifunction steering wheel, a navigation system, active seats and Dynamic Stability Control, the BMW 5 Series was acknowledged as a particularly outstanding high-tech representative of its segment.

In the interest of enhanced driving dynamics and safety, the body came with a significant increase in torsional stiffness over the former model, and the fourth-generation BMW 5 Series was the first large-scale production car worldwide made almost completely of light alloy. The newly developed all-aluminium power units also helped to significantly reduce the weight of the car.

The new model entered the market with straight-six power units delivering maximum output from 150 to 193 hp. Technical innovations gave both the petrol and diesel engines even more power on further reduced fuel consumption. Two V8 engines were introduced once again in 1996, with the new BMW M5 entering the market in 1998 with the most powerful production engine built by BMW up to that time: this 294 kW/400 hp power unit came, among other highlights, with features such as oil supply controlled for centrifugal forces and electronically controlled individual throttle butterflies.

The fourth generation of the BMW 5 Series once again set up a new sales record accounting for 1.47 million units sold up to the end of production in early 2004.

2003: the fifth-generation BMW 5 Series

From the start, the fifth generation of the BMW 5 Series introduced in 2003 stood out through its impressive design and innovative technology. Once again, both the sedan and the Touring launched in 2004 set new standards in terms of active safety, driver assistance systems, and efficiency. BMW’s typical design language with convex and concave surfaces as well as flowing transitions from the front and side to the rear gave the fifth edition of the BMW 5 Series a particularly characteristic note, the interior with its clear-cut functions highlighting above all the iDrive control system featured as standard.

Engines with an aluminium or, respectively, a composite aluminium/magnesium crankcase as well as the lightweight aluminium front section of the car ensured a particularly good balance of weight front-to-rear. Another important component newly developed at the time was the integral rear axle likewise made of aluminium DSC Dynamic Stability Control was yet another significant innovation contributing to the car’s excellent suspension technology, particularly through its enhanced range of functions. The same superiority was provided for the first time by Active Steering and Adaptive Drive with electronic damper adjustment and anti-roll stability management. As highlights in the area of driver assistance, the fifth-generation BMW 5 Series also featured cutting-edge technologies such as the Head-Up Display and BMW Night Vision, Active Cruise Control with Stop & Go and Lane Departure Warning introduced as new systems in the car.

The range of engines in the BMW 5 Series was expanded to six petrol and four diesel engines extending from 125 kW/170 hp in the BMW 520i all the way to 270 kW/367 hp in the BMW 550i. The BMW M5 and the BMW M5 Touring, in turn, came with a 5.0-litre V10 high-speed power unit boasting individual throttle butterflies and dynamic oil supply, with maximum output of 373 kW/507 hp.

Starting in 2007, all versions of the fifth-generation BMW 5 Series were enhanced as standard through a wide range of BMW EfficientDynamics technologies varying appropriately from one model to another. Innovations such as Brake Energy Regeneration, a gearshift point indicator, active air flap control and on-demand ancillaries gave all models in their respective class an unparalleled balance of performance and fuel economy. The ultimate benchmark for efficiency in the upper midrange segment was in particular the BMW 520d returning average fuel consumption in the EU test cycle of 5.1 litres/100 kilometres (equal to 55.4 mpg imp) and a CO2 emission rating of 136 grams per kilometre as record figures in this segment despite engine output of 130 kW/177 hp.

Offering striking design, innovative technology and outstanding efficiency, the fifth generation of the BMW 5 Series consistently continued the victorious history of this model family. From 2005 to 2008, the BMW 5 Series was

the best-selling car in its segment for four years in a row, with worldwide sales of this model generation amounting to more than a million units by the end of 2007. Just a bit later, in January 2008, BMW Plant Dingolfing was able to celebrate a particularly impressive anniversary, with five million BMW 5 Series having come off the production line in Dingolfing since 1973.

Sales of the BMW 5 Series already amount to more than 5.5 million units in five model generations – and now a new chapter is starting in the highly successful story of the BMW 5 Series Sedan.

While the sixth generation naturally follows the great heritage of its predecessors, its roots go back much further. As early as in the 1960s, BMW developed a strong and distinctive profile as a manufacturer of sporting but elegant, powerful and technically innovative midrange four-door sedans. Introducing a four-door notchback body, engines fitted lengthwise at the front, rear-wheel drive and an elaborate suspension, BMW established a classical principle at the time which remains highly attractive and fully endorsed to this very day. It was at that time that the BMW 1500, the BMW 1800 and the BMW 2000 entered the market as the “New Range”, establishing the most successful model series BMW had ever seen up to that point. The competence in the development and production of saloons demonstrated by BMW with these models gave the Company a worldwide breakthrough as a manufacturer of modern and highly desirable automobiles with very individual characteristics. Switching from the New Range to the BMW 5 Series in 1972, BMW introduced not only new nomenclature, but also a new era in design.

Editorial: 5 to 7 Series Encroachment

Michael — Fri, 05 Mar 2010 12:50:50 +0000

While this editorial has been in the works since late last year, I have refrained from publishing it until now- to better coincide with the official public unveiling of the the 2011 F10 BMW 5 Series.

BMW since the 1970′s has had separate classes of sedans based mainly on size and the level of luxury. This was even true through the late 80′s and 90′s when BMW was accused of producing “the same sausage at different lengths”. The 3 Series has always been the smaller sportier car with less luxury and available options while the flagship sedan was the posh 7 Series. The 7 exuded class and luxury. It was loaded with latest exclusive technologies and ultra premium materials while providing its clientele with copious quantities of space both in the passenger compartment and luggage area. The 5 Series has always been somewhere in the middle in terms of size, luxury and available technology.

Looking at the current 3 series (E90: 2005- current), the current 5 (E60: 2003- until this June), and the last generation 7 series (E65: 2002-2009) it is hard for most to discern the shared design language let alone shared components. Chris Bangle led the revolution to change the look of BMWs, “We were making sausages at different lengths and management at that time and especially Chairman Eberhard von Kuenheim and technical director Wolfgang Reitzle felt we needed to break away and chart a new course for the company and the brand,” Bangle said in David Kiley’s book Driven: Inside BMW, the Most Admired Car Company in the World. Under his leadership (he did not pen the designs) each model had its own style and enough exclusive bits and pieces to make each standout as an individual. Engines, transmissions and other mechanicals were shared throughout the lineup but for the most part things went their separate ways, especially once you openned the doors and gazed at the interior.

From the climate control, the iDrive controller and the gauge cluster, to the gear selector and the steering wheel; each car was unique. Technology was often different in each car and individual items made each special; the 7 with its love it or hate it compass direction controlled iDrive, the 5 Series with an optional Heads Up Display, and the 3 with a key fob rather than a true key are just a few.

This previous generation of models were all designed and mainly built during a period when BMW was pushing sales levels to the max as a way to reach economies of scale. Economies of scale is buying/making things in bulk to obtain a cheaper per unit price. Instead of buying 1 pound of chicken breast at Stop and Shop some opt to buy 10 at Sam’s Club so each pound is cheaper, cars are not that much different. The biggest issue for BMW in reaching scale, as an independent manufacturer, was that it did not have a less prestigious in house brand (selling sedans) to split costs with so they had to produce/sell more of their own products to reach volume. Many to this day believe this is why BMW artificially inflated lease residuals up until recently- to get more product out the door (that is for a different discussion) by offering a cheaper per month payment and therefore lessen the cost per unit to build. Over the course of time, this plan was proven to be less successful than BMW had hope for because the more cars that are in the market lessens the value of a used car (simple law of supply vs. demand) and the inflated residuals subsequently costed them an arm and a leg.

For BMW to remain viable and competitive something needed to change in order to reach economies of scale. There were varying proposals, such as buying another lesser competitor (in this case Volvo) and sharing more with MINI. In the end, what changed was how BMW would design future vehicles and the formation of buying agreements/co-development with other external marquees; a different means to the same end goal of producing great driving vehicles while remaining financially strong.

With the new 5 Series we see a distinct departure from BMWs more recent model individuality. The new 5 can be described from an exterior design as the front of the 7 series and back of the 3 with some more aggression and substance thrown in the hood and along the sides. The 5 is in the middle of these two so it is sort of apropos that that major difference is in the middle.

Some report that almost 80% of the 5 is shared with its high line sibling the 7. From to outside you would not know that, but once inside the similarities are a bit overwhelming. Much of the controls and electronics are identical. The black panel LCDs, the gauge cluster, the steering wheel, the shifter- the list goes on and on.

What once was sacred to the 7 has now been passed on to the mid-range 5 series. From a size perspective the newest 5 is as large as the 7 was two generations ago, granted technology has come a long way and there have been great improvements in build quality but does the 5 encroach into the 7 Series too much?

That is a question that I posed late last year to the 6 and 7 Series product manager from BMWNA, Alanna Bahri. As Ms. Bahri kindly explained to me, “there are a lot of shared items and technology between the cars but there are notable differences. The 7 Series will come with more standard features in base trim and offer higher quality materials throughout the cabin to improve the overall cabin ambience. Another difference between the two model lines will be the 7′s ability to be customized to the owner’s liking even further through BMW Individual.”

Something even more in the 7′s favor as being a step above is that there are exclusive versions of it such as the 760Li and Alpina B7. The 7 has a longer wheel base and greater rear leg room than the 5 which provides a more comfortable ride for passengers while they are being pampered in luxury.

To a man who unfortunately notices the smallest difference in things (a gift and a curse), there are significant differences in the fine details between these models. All of the surfaces in the 7 that look to be a fine leather are just that; the door panels, seat sides, backs and the arm rest. This can not be said for the 5. The 5 (and 5 GT) follow the likes of Audi and other brands in touting that a car has “leather seating surfaces”. Translation- whatever your body touches on the seat when seated is leather and everything else is a high grade leatherette, aka- plastic. Audi somehow has been winning critics over with this approach for years and BMW is now doing the same. Most will not even notice the difference, but I sure did and the fact the 5′s base leather is not the same grade as the 7 really stands out.

The trim and “aluminum” do not have the same visual depth as in the 7 nor do the door pulls and compartments have the same weight to them. The air vents are superior in the 7, offering up a diffuser mode so air does not blow on you like a gust of wind; to me the carpets even feel different (could be over analysis but I doubt it) as do the dash and tops of the door panels. Everything seems to be one material grade down once you enter the 5 when coming from the 7. This is not to say the 5 is not well built or use great materials, it is just that the 7 is a tick above and this is just as it should be.

Discerning buyers will get what they pay for in each model line. There are similarities between these two but there are also differences that are significant enough to separate each one from the other. While to some this new 5 may be encroaching on the 7 a bit more than in the past in my view it really is not.

Many BMW driver’s are also fans of fine watches so let me use this analogy- the 5 is a very nice and well respected Breitling or Omega while the 7 is the like the ultra exclusive offerings from Panerai or Vacheron Constantin. Either way you can not go wrong!

BimmerCast #7 – The 5 Series Show

Gabe — Tue, 27 Oct 2009 17:52:40 +0000

It’s 5 Series week on the BimmerCast. Along with the normal news of the week we spend some time walking through the range from the E12 to the upcoming F10. Does the E34 look better than the E39? Are the seat controls as ridiculous in the E28 as we remember? We cover it all in our longest show to date.

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