Section: E60 5 Series
Dec 27th, 2011
I need room. Two kids under three means at least one of my cars has to now be able to do some serious family hauling every so often. So my wonderful 2004 330i ZHP has to go. But the problem is, what to replace it with?
Given my need for performance, a hint of efficiency and the desire to feel like I’m driving a sports sedan, the only choice is to go with a wagon.
Since BMWNA axed the 5 Series wagon anyone looking for utility within the BMW range was either forced in the 3 Series wagon or up into the SAV range. The problem is that there are many people that don’t want a crossover and need something a bit larger than the current 3er wagon. And with the larger F31 3 Series wagon at least a year off, the only choice is either a used 5 series wagon or to look at other brands.
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Jun 18th, 2011
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.
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Nov 22nd, 2010
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.
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Nov 17th, 2010
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Note: It’s a short(ish) show this week due to a special BimmerCast later today involving a world premier. Stay tuned.
This week we start off talking about the X1 and BMW’s plans for its smallest crossover in the largest market. And yes, we dish a few things that you won’t read anywhere else. Then turning out attention to the X6, 5er GT we ask the question, why? And more importantly why an X6 and no 130i hatchback.
And then we get to the most important questions, what happened to the wagons?!
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Sep 30th, 2010
BMW of North America is submitting a letter to the National Highway Transportation Safety Administration (NHTSA) this week announcing a voluntary recall of approximately 198,000 V8 and V12-powered BMW 5 Series, 6 Series, 7 Series, and Rolls-Royce Motor Cars models produced between the 2002 and 2010 model years. In the affected vehicles, a leak may develop in the power braking system, potentially causing a vacuum loss and consequent reduction of power braking assistance. Mechanical braking is still available to slow and stop the vehicle. There has been no report of accidents or injuries.
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Jul 7th, 2010
We at BimmerFile love the E60 M5. In fact today we’re officially christening as E60 M5 day on MF. Yes there are many out there that firmly believe the E39 V8 powered M5 is the ultimate M sedan. However there is something exotic about the E60 M5 with it’s high revving V10 engine. Conceived, designed and engineered when BMW was powering Williams F1 cars with V10 engines, the S85 (as it’s internally known) will likely be the last of a breed of high cylinder count high-revving engines. From here on out it’s all turbos and low-end torque.
And that’s not to even mention the car as a whole. From the first one off the line to the one-off CSL shown last year, the car has been nothing short of a huge success from BMW. In fact it’s officially the most successful M5 ever with a record 20,548 sold worldwide despite only being on sale for five years (as compared to the E39 which was sold for six). Perhaps unsurprisingly more than 40% were sold in the US (the only country to get the optional manual transmission version). Another interesting sales figure fact, BMW only sold 1025 of the wagon variant (our favorite) that was launched in 2007.
We will miss you E60 M5. For more on this soon to be legendary car be sure to check out out M5 section.
Official Release on the End of Production
After being on sale on the global automotive market for five successful years, the BMW M5 has ended its production lifespan with a new record high. The BMW M GmbH produced a total of 20,548 of the charismatic high-performance sports car featuring a V 10-cylinder power unit. The BMW M5 Saloon is accountable for 19,523 of these, with the BMW M5 Touring, which was first launched in 2007, contributing a further 1025 units towards the overall result. This means that even the production figures of the predecessor model, which was manufactured for a period of six years, have been surpassed. The BMW M GmbH sees this record result as a further chapter in the success story of a remarkable automobile, which reaches back as far as the year 1984. 26 years ago we saw the launch of the first BMW M5 – this also marking the birth of the high-performance saloon segment.
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Apr 13th, 2010
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.
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.
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Mar 5th, 2010
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.
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