BMW 5 SERIES (2003 TO DATE)
MODELS COVERED: (4 dr saloon, 5dr Touring estate, 2.2, 2.5, 3.0, 4.
4, 5.0 petrol, 2.5, 3.0 diesel [SE, Sport, M5])
BY ANDY ENRIGHT
Few cars in recent years have caused such rampant division of opinion as BMWs current 5 Series. Few have many gripes about the way the car drives, the value proposition or the build quality but ask about the styling and youll get some colourful responses. Now that weve had some time to get used to it, the lines arent quite as shocking as they were when the Five first rolled into
BMW dealers back in June 2003 and the introduction of the mellower looking Touring variant also helps. Get beyond the challenging styling and you have a car that retains BMWs position as the best drivers car in the executive class.
Business as usual
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At first glance, the 5 Series seems to incorporate cues from both the Z4 and the 7 Series. The oddly proportioned bootlid is reminiscent of the 7 Series whilst the flame surfaced flanks reflect the light in a similar way to the Z4. Whereas the 7 Series and the Z4 are relatively specialist items, the 5 Series represents a major cash cow for
BMW and if the public dont take to the styling, there will be major consequences. Although it doesnt rest easily on the eye, well probably grow used to it in due course.
Much of the focus has gone into developing innovative technology but at the same time keeping weight from creeping up. More space is coupled with a weight saving of up to 65kg, due in no small part to lightweight aluminium including much of the chassis and bodywork of the car and the suspension components. This focus on weight saving has resulted in some class leading performance and economy figures from a range of engines that is largely familiar fare. Although the 5 Series does carry over some 7 Series styling cues, its clear that BMW have listened to customer feedback.
The bootlid is less extreme and although the 5 Series features the controversial iDrive control system, its notably easier to use than the 7 Series system and is backed up by more conventional knobs and switches on the fascia. The fiddly electronic handbrake system used by its big brother has also been replaced, in this instance by a conventional manual one. The Touring estate is a more conventional-looking car but the unique 5-Series styling cues are always evident. The M5 will be out of most buyers reach but the Sport trim level offers some of the styling flair without the pricetag.
You know the drill, wider air intakes, bigger wheels, sports suspension, flared side sills, it will prove a popular choice.
Entry level for sixth generation 5 Series ownership is £20,400, which will land you an 03-plated 520i in SE trim. Automatics are very desirable and add a hefty £1,500 premium. Trade up to the 525i SE and prices begin at £21,600 with the punchy 530i opening proceedings at £23,200, again on the 03 plate. The mighty 545i will still command £31,800 for the earliest cars with the 530 diesel clinging onto a good percentage of its value at £25,800 for an 03 registered car.
No significant faults have emerged thus far. As with any upscale executive car, its crucial to ensure that your choice has the right trim. Cars with bright paintwork in non metallic colours, the smallest wheel options and cloth seats arent going to be anything like as easy to sell on as a car in a decent metallic hue with leather and tastefully sized alloys. Check that the service record and mileage corresponds and that if your car is a high mileage ex-fleet vehicle, that the price has been adjusted correspondingly.
Like all contemporary BMW models, the 5 Series has no fixed service intervals, the cars diagnostics deciding when it needs to come in for a freshening, so ask the buyer questions about how the car has been run and get a feel for whether its been cherished or punished.
(approx based on a 520i SE ) An air filter is around £15, whilst youll pay a similar amount for a fuel filter. Oil filters are around £6, whilst spark plugs are £17. A replacement cam belt is around £24.
Seven engines are available in the mainstream line up, the 170bhp 520i, the 192bhp 525i, the 231bhp 530i, the 333bhp 545i, the 177bhp 525 diesel, the 218bhp 530d diesel and the 272bhp 535d. All the petrol-powered units use BMWs latest bi-VANOS valve actuation system that gives hefty torque low down and outright power at the top of the rev range. Even the entry-level 520i will sprint to 60mph in 8.8 seconds, hit a top speed of 143mph and yet return an average of 31.
4mpg. Step up to the six-speed 530i and the sprint drops to 6.7 seconds, the top speed rises to 155mph but fuel economy doesnt take too much of a hit, the 530i turning in a creditable 29.7mpg.
The real star of the show is the 530d. Despite coming within a whisker of the 530is sprint to 60 the diesel car stops the watch at an amazing 6.9 seconds it will still go on to 152mph and return 41mpg. It boats a torque figure of 500Nm (a
Ferrari 360 Modena makes 372Nm) which means that it feels awesomely muscular when accelerating.
As a contender for the worlds best car the 530d takes some beating but the latest 535d might hold the trump card for some, its 560Nm of torque and 6.6-second 0-60mph time are impressive but you do a premium for that extra oomph. That only leaves the mind-boggling M5 with its 507bhp V10 engine. Read the figures and weep in abject terror 520Nm of torque, 0-62mph in 4.
7s, 0-124mph in 15s and a derestricted 205mph top speed. That is some car. Much thought has gone into the way electronic systems blend with good old manual ones. BMW have taken the notion that electronics should aid rather than replace manual systems and the active steering system is a good example.
Rather than developing the sort of pure drive-by-wire systems that often isolate the driver from road feedback, BMW has instead developed a system that maintains a link between the front wheels and the steering wheel but which adjusts the power assistance dependent upon speed and yaw rate, promising quick turn-in when you punch the 5 Series into a corner but without the accompanying nervousness at high speed that many such cars demonstrate. This system is networked to the Dynamic Stability Control system, reducing the interventions DSC has to make. Dynamic Drive, BMWs active suspension system is available as an option, and Active Cruise Control, a system that automatically controls distances to the car in front, is also available to order. BMW hasnt left too many safety features out of the 5 Series.
Brake Force Display is an interesting concept, enlarging the brake light area when the driver really anchors on. Another first for BMW is Adaptive Headlights a feature many will associate more with
Citroen. This system, sadly still an option, swivels the headlights by up to 15 degrees left and right to illuminate more of the road through a bend. Unlike Citroens rudimentary old mechanical system, this calculates speed, yaw rate and steering angle before steering the beams.
Another technology borrowed from another manufacturer in this case
Chevrolet is a Head-Up Display that projects information onto the windscreen. BMW has yet to offer this technology, but it is offered on the M5 and is sure to filter across the rest of the range.
If youre a fan of that angular styling, go right ahead and buy whatever model you can afford. Theres not a bad pick in the whole line up. If youre not so struck on the looks of the 5 Series, buy one anyway and hope they grow on you. Little can touch the feel of a Five and despite the car being less overt in its appeal than the previous generation model, the used market has found that current owners value their cars highly with a relatively slow turnover in stock.
Dont expect any screaming bargains therefore, but if you can track down the right car at the right price, congratulations are in order. Youve made an informed choice.
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