Mark Toljagic
American stylist Chris Bangle broke the mould for the fifth generation of BMW's 5 Series (the E60), unveiled for 2004.
Faced with updating what was
a sleek if somewhat conservative sedan, Chris "Bangle-ized" the 5 as he had
the
high-zoot 7 Series.
The look caught on – with most.
"I don't like the design of the rear end, so I approach the car from the front," one blogger commented.
CONFIGURATION
The redesigned 5 Series sports sedan
grew 6 cm longer in wheelbase, 5 cm of which separated the seats, providing
much-needed legroom for rear-seat passengers.
The Touring wagon body style was dropped for 2004.
Extensive use of aluminum components
helped keep weight down; in fact, the new car was actually lighter than the
outgoing models, while retaining 50/50 weight distribution over the axles.
Three rear-drive models were
offered initially: 525i, 530i and 545i, the last two numerals of each model
indicating
engine displacement in decilitres.
The 525i retained the 3 Series'
184 hp 2.5 L inline six-cylinder engine, while the 530i carried over the
225 hp
3.0 L straight-six.
The 545i models used a 4.4 L V8 that produced 325 hp, versus 290 horses in the old 540i.
A six-speed manual transmission
was standard with all the engines – a rarity of the luxury segment that the
5 plays in.
A six-speed automatic with
a manual shift gate was optional – not to be confused with the Sequential
Manual
Transmission clutchless gearbox that arrived soon after, operated by a console
lever or steering-wheel paddles.
The interior featured first-class
seating and materials all round. All 5s came equipped with iDrive, which
used a
console mouse to control entertainment, navigation, phone and climate functions.
Fortunately, the automaker also
provided some redundant controls for the heater/air conditioner, which meant
the
driver spent less time scrolling through menus.
The iDrive was the centrepiece
of a dizzying array of electronic aids. Optional was active steering that
varied the
steering ratio and power assist, active roll stabilization to counteract
body lean, and an adaptive cruise control that
could keep a set distance between vehicles.
Wagons rejoined the 5 Series
roundup in 2006, and all-wheel drive propelled the 525xi sedan and 530xi
sedan
and wagon.
The entry-level 525i swapped
its former 2.5 L six for a 215 hp 3.0 L. Not to be outdone, the 530i's 3.0
L engine
gained 30 horses for a total of 255.
A new 360 hp 4.8 L V8 prompted a name change from the 545i to 550i.
Also in 2006, BMW resurrected
the high-performance M5, this time with a 500 hp V10 engine, seven-speed
SMT,
19-inch wheels and aggressive sport suspension.
ON THE ROAD
There's something in the 5 Series range for everyone.
Penny-pinchers can drive a 525i
sedately and get great gas mileage but less-than-breathtaking acceleration,
while the swift 530i took 6.7 seconds to reach highway velocity.
The 5 was particularly loved
for its propensity to flatten curves and stay pinned to the road no matter
how much
it undulated.
Not everyone was enamoured with the Sport's run-flat tires, which rode rough and were expensive to replace.
Some drivers noted the car's active steering was oddly calibrated, at least on the early cars.
"It feels like the car is fighting me every time I make a turn," one said.
Owners raved about BMW's smooth
in-line sixes that, combined with the six-speed transmissions, gave the cars
excellent highway range (using premium fuel).
WHAT OWNERS REPORTED
The cars are susceptible to unwelcome electrical glitches.
"One night the car went crazy.
Windshield wipers wouldn't turn off; headlights, radio, interior lights were
all flashing,"
wrote the owner of an '04.
Not only is the iDrive interface
not intuitive, but it appears to be unreliable itself: "Five visits in five
weeks in the shop for
failing iDrive," confessed one blogger.
Some owners complain of sensors
and modules being replaced, recalcitrant sunroof servos, drained batteries,
rough idle (due to bad ignition coils), cheap cupholders and interior squeaks
and rattles.
Still, for most fans, these are mere annoyances rather than deal-breakers.
Most agree that BMW got the
basics – a willing engine and a sublime chassis – so right that a few electrical
bugaboos are forgivable.
