BMW has prepared an inspection and repair procedure and will distribute replacement parts throughout the North American dealer network. Letters will be sent by First Class mail to owners of affected vehicles in the coming weeks, requesting the scheduling of a service appointment with an Authorized BMW Center to check their vehicle.

Drivers who experience reduced power braking assistance should immediately schedule a service appointment with an Authorized BMW Center. Customers with further questions should contact BMW Customer Relations at 1-800-525-7417 or email customer.relations@bmwna.com.

Affected BMW models include:

• 2002-08 BMW 745i/Li, 750i/Li, and 760i/Li
• 2007-08 BMW Alpina B7
• 2004-10 BMW 645i and 650i
• 2004-10 BMW 545i and 550i

Affected Rolls-Royce Motor Cars models include:

• 2003-2010 Rolls-Royce Phantom models

(does not include Rolls-Royce Ghost)

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.

Drive and suspension technology inspired by motor sports combined with the spaciousness and travelling comfort of a midrange saloon car: When the first BMW M5 was launched, this concept brought about an entirely new vehicle category. With M-specific aesthetics and thanks to uncompromising premium quality, the new model was at the same time the first high-performance sports car designed for use in everyday traffic conditions. With the fifth generation of the BMW M5, this combination achieved a level of fascination it had never reached before. A V10 high-revving 373 kW/507 bhp engine, sequential M transmission Drivelogic with seven gears and Launch Control for maximum acceleration from a standstill, variable, engine speed-dependent M differential lock as well as model-specific suspension technology, including Electronic Damper Control (EDC) and a compound brake unit, guarantee the BMW M5’s outstanding performance characteristics. High-quality equipment features, which include innovative driver assistance systems such as Adaptive Headlights and M-specific Head-up Display, underline its premium character.

As an all-round athlete, dominating both the highly dynamic sprint and longer distances, the latest generation, too, is capturing a unique position within the competitive environment. In 2007, the saloon, which was also dubbed by the media as a “businessman’s express”, was joined by the BMW M5 Touring. This model offered a second body variant that enriched the character of the sports car, which was unrestrictedly suitable for everyday use, with additional facets.

The USA also proved to be the most crucial sales market for the fifth generation of the BMW M Saloon. 8,800 vehicles were sold in the United States. Ahead of the German market (1,647 units), Great Britain and Ireland developed the greatest demand on the European continent with 1,776 vehicles sold. Japan (1,357 units) takes fourth place among the most significant markets for the BMW M5 Saloon, followed by Italy (512). The BMW M5 Touring enjoyed the greatest popularity in Germany (302 units), Great Britain and Ireland (208) and in Italy (184). A distinctive feature of both models is the 5-litre, ten-cylinder engine with a high-revving concept. The power unit, which was conceived using comprehensive expertise derived from motor sports, develops maximum output at an engine speed of 7,750 rpm, disclosing its unique character in particular through enormous pulling power that remains available across a remarkably broad speed range. Its exceptional position has been underlined by numerous awards. For example, in the years 2005 and 2006, the V10 engine seized overall victory twice in succession at the “Engine of the Year Awards” as well as first place during each of the two following years in the engine category exceeding a cubic capacity of 4 litres. Even after completion of the BMW M5’s production lifespan, the 10-cylinder engine continues to fascinate in a very special way.

The exceptional power unit with identical power output and performance characteristics is currently featured in both the BMW M6 Coupe and the BMW M6 Convertible. The limited BMW M6 Competition Edition offers a particularly elegant way of expressing the high-performance coupe’s superior dynamics. A unique BMW Individual Frozen Grey paint finish and an individual interior design provide the coupe with an exclusive high-quality ambience. The BMW Individual full Merino leather trim is available either in black with light grey contrast seams or in the bi-colour version Silverstone/Black with light grey and black contrast seams. In both cases, the coupe’s individual character is underlined by doorsill trims boasting the “M6 Competition” logo.

The coupe’s high performance oriented profile is additionally enhanced by modifications to the suspension. Revised tuning of springs, dampers and stabilisers, lowering of the suspension by 12 mm at the front and 10 mm at the rear in conjunction with M forged alloy wheels featuring a double spoke design and a special combination of tyres, result in noticeably optimised lateral and longitudinal dynamics. Management of the suspension systems, the EDC Electronic Damper Control, the track and camber values as well as the characteristic map of the variable M differential lock have been perfectly adapted to match the suspension modifications.

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.

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.

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.

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!

BMWNA is substantially extending the maintenance plan on all 3, 5 and 7 Series 2007 cars to boost sales over the next two months according to a report from Automotive News. The plan will run a full 6 years or 100,000 miles according to the report. Here’s an excerpt from the Automotive News:

“The intent is to attract additional customers to BMW’s used car business who still have reservations about the reliability and overall value of certified pre-owned cars,” BMW said in a statement.

“That’s the bread and butter, the heart of our lineup,” Russ Lucas, manager of BMW Pre-Owned Sales, said. “They represent 45 percent of our sales. In the next 60 to 90 days, I think we’ll see more sold.”

+Original article as appeared on Auto News/ PDF

BMW Financial services is granting lease extensions for maturing X3 and 5 Series vehicles.

It is for leases expiring before 12/31/09 but may be applied to others on case-by-case basis. It is a 12-18 month lease extension term. It is a minimum 1 year extension with a month to month until 18 months. Contact BMWFS lease end agents for full terms and qualification requirements.

This option will also help lessen the effects of leasing a new to market vehicle for those that can utilize this option.

This morning at BMW’s prototype compound outside the Nurburgring the M Division took the wraps off of a special CSL version of the M5 meant to celebrate the sedan’s 25th anniversary. In fact M division’s head of development, Albert Biermann, is describing it as the “M5 CSL we never built”.

According to Autocar, the biggest changes lie under the hood with the standard 5 litre V10 being bored out to 5.5 litres. Elsewhere the M Division created a carbon fiber manifold with an increase air box capacity and an additional oil cooler. You can see evidence of this with the new air intake where you’d expect a front license plate to be. Unofficially power should be around 580 bhp with torque close to 400 lb ft. That’s up from 507 and 338 respectively. Those substantial gains make this the most power M engine ever in a BMW.

Channeling all of this rearward is a stronger version of the M3′s seven speed DCT transmission.

Once power was upped M turned their attention to “adding” lightness. A carbon fiber roof and a stripped out interior helped pare 110 lbs from the M5’s 4034 lbs curb weight.

Unfortunately M is looking at this car strictly as an engineering exercise as it’s currently busy creating the next generation M5. However it is worth noting that the DCT found in this car is likely quite similar to what will be in the F10 M5.

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.

Download (24 MB MP3)

+ BimmerFile Podcast / iTunes Link

Several sources are reporting that the current 5 series will cease to be built after this coming December. BMW usually closes factories for several weeks during the holiday season so a December cutoff makes perfect sense as tooling for the F10/11 would begin after the hiatus. We have conflicting reports of when the production of the F10 will begin; us speculating puts the new models in showroom sometime in March.

What this means now is that dealers have been told to only take SPECIAL ORDERS until 10/09/09 for 5 Series models. The remainder of the production run will more than likely be common specced cars for dealer inventory.

While at an introduction to the forthcoming 550i GT two things were clear: 1) the car looks much better in real life and 2) it may pull the plug on future sport wagons for the US market.

Martin Birkmann, head of product planning for BMWNA, discussed with some members of the press that the GT may in fact decrease the number of 5 Series sports wagons sold to a level that no longer makes them a productive member of the BMW portfolio in the US.

Sales of sport wagons has never reached the success BMW had hoped and with the advantages the GT offers, buyers may opt to take that route. Obviously sales and profitability are important to the overall success of the company so we can’t blame them, it just is going to be a sad day when a BMW wagon will not be a choice.

The 5 Series has always occupied an important role for BMW. For years it has straddled the line between sports and luxury sedan. On one side the 3 Series’ shape and weight allow it to be overtly sporty (if optioned correctly). On the other the 7 Series is unashamedly luxurious. The 5er has historically straddled both concepts and has gone on to become (in some forms) what many call the best sports sedan on the planet.

We know from experience the current 5er (even in its base 528i form) can hit the same high notes of its predecessors. However as any BMW enthusiast knows, it’s all in how you option the car. So here’s the question, what happens if a base 528i is saddled with both the automatic transmission and all-wheel drive options. Can it conceivably live up to the tradition of great 5 Series sports sedans and truly lay claim to the term “Ultimate Driving Machine”?

Over the last three weeks of driving a 528ix automatic I’ve asked myself this very question. As a 5 Series it’s the complete antithesis of what I (and most enthusiasts) might conceivably order. To start things off the “x” part of the name means this car has BMW’s xDrive. It’s an all-wheel drive system that is quite capable of being almost entirely transparent in normal usage. In fact, even on wet roads or in slightly snowy conditions the system hasn’t really sent any appreciable power to the front wheels. And there in lies my biggest problem with the system. A BMW has 50/50 weight distribution and is inherently balanced. It’s a trait that rears it’s head especially with in-climate weather. So with that said why do I need a system that adds weight, complexity and does very little (if anything at all) in normal driving conditions.

The other major option on this particular 528ix is the automatic transmission with BMW’s new gear lever design. While the design and controls take some getting used to, it’s quite well thought-out and serves BMW’s character well. The transmission itself rather unremarkable. Comfortable to the point of invisibility in normal mode and aggressive without being annoying in sport mode, it seems to do hit the right notes for this car and its subsequent market. Obviously the answer is (beyond climates that get considerable snow) it’s all a marketing ploy to project BMW as the “ultimate safe driving machine”.

One rather glaring omission from the spec sheet (especially on a E60 5 Series) is the Navigation system. The problem is as much aesthetic as it is operational. The 5er uses the same dash design with or without the option. However without you end up with an iDrive system on a small screen housed in a gaping hole meant for something obviously bigger. It looks awkward at best and screams cheap at worst – something a $50,000 car should never do.

However it’s feel where this particular car really disappoints – at least from an enthusiasts point of view. The combination of a steering that feels too isolated and a suspension can’t quite mask the mass of the car creates a disconnected feel that isn’t as rewarding as you’d expect from something called the “Ultimate Driving Machine”.

It’s a great car no question. The build quality feel felt supurb over the 1,000 miles I put on the car. And the interior and exterior design is quite avant-garde. After five years on the market the shape and the details still look fresh today. But it’s hard to shake the feeling that this car doesn’t live up to the “Ultimate Driving Machine” tag-line that BMW has built a brand on.

BMW recently sent out letters to customers of 2007/2008 MY cars announcing that the warranty on the HPFP has been increased to 10 years or 120,00 miles. This shows BMW’s commitment to engineering a reliable product and standing behind it. So all you on the fence about buying that used 335i because of possible fuel pump issues can feel a bit more comfortable.

Here is an example of the letter sent out to customers/ Warranty Extension Letter

A while back we had reported BMWNA was working on publishing a list of recommended oils to be used in gasoline engines.

This was a welcomed move as oil specifics have not been listed in the owner’s manual and some people like to have an independent garage (or alone) complete a mid recommended interval oil change. Then there is the occasional need to top the engine off; it has always been a question as to whether that quart of oil, the life blood of the motor, was up to spec.

The oils listed below meet BMW’s Long-life rating and are acceptable for use in BMW Passenger vehicles and SAVs in the US market with gasoline engines. (Excludes ///M and Alpina models).

BMW Long-life rating LL-01 Approved Synthetic Oils for the US Market

• Castrol Syntec European Formula SAE 0W-30
• Mobil 1 SAE 0W-40
• Pennzoil Platinum European Formula Ultra SAE 5W-30

• Valvoline SynPower SAE 5W-30

  Use only oils with an API rating of SM or higher.

For ///M or Alpina models as well as the view the BMW document here

We have some good news for all of you that fit the criteria BMWNA laid out in their official statement. The software is out and obtainable, though some dealers may need an arm twist.

Our original post here help spread the word initially. This follow up should answer the questions in regards to obtaining the update and what it entails.

The original BMWNA statement read the following:

“In an effort to address specific noise concerns, BMW updated the turbocharged engine software on 335i/xi and 535i/xi models built from June 2006 through March 2008. The updated software causes a small amount of increased “turbocharger lag” under certain circumstances and, while not substantial, the lag may be perceptible to the most sensitive BMW drivers. X6, 135i, and 3 Series/5 Series vehicles from March 2008 production onward are not affected. Release of the new software to restore the original turbocharger response is planned for January 2009, and it will be available for vehicles produced from September 2007 through March 2008 when they are brought to an authorized BMW center for a repair which requires a programming update. Clients with vehicles produced from June 2006 through September 2007 may request installation of the January 2009 software update. Clients who get this update should understand that there is a possibility of slightly increased engine noise levels under certain circumstances.”

If your car fits within the required range you are entitled to the update. You can simply request it at the dealer but if your dealer is not cooperating give a call to BMW Customer Relations and they will get the ball rolling for you. You may be required to sign a waiver stating that wastegate noise will be present and that the car will not be updated or changed to eliminate this noise etc. and so forth.

A source provided us with the Technical Service Bulletin which provides the technicians and Service Advisors with the information on what software to update here

BMWNA had released the initial wave of the M Sport models several months ago: 135i, 528 and 535. Now we are in the second wave of models that are to receive the M Sport kit. We have covered the features of this package in the past and many have commented on the fact there is no meat with the potatoes (no added power) but the kit does add a lot of nice looking ///M equipment.

The 128, 550, all 3 series (excluding 335d) will be available with ZMP from March production. The X5 will be available from April with the optional ZMP.

Pricing for the 128 coupe is $2,450 and the convertible comes in at $2,700. The coupe and convertible 3 series is priced at $3,250 those interested in a sedan or wagon will need to cough up an additional $500. For the remainder of pricing, wheels and model specific package options please see the attached PDF.

Official M Sport PDF

We can officially say it is official. BMWNA will be introducing the 2010 models of the 5 and 6 Series soon. Production will begin in March.

This will intro the “new” iDrive (CIC) into these models along with some other cosmetic tweaks. It is worth noting that if you do not choose the optional Navigation system you will receive the current iDrive system (CCC). We will update you with more info as we receive it.

+ 5 & 6 Series 2010 model year Bulletin / Official BMW NA PDF