BMW: 5-Series News
07-13-2004, 04:30 PM
#682
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resembles an Impreza (taillights) from the rear... it's one of the things I dislike the most about the car... :< but that applies to the new 5-series in general...
07-17-2004, 03:11 PM
#687
I love my G sedan
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They should put other fast cars inside to show how fast it is. They should put a 360 Modena, M3, 911 GT3, Evo, the current M5, RS6, E55 AMG, or any car that means fast.
Or they should compare this V10 with Gallardo's. I think both of them have the displacement of 5.0L. Not that many V10s in the mass-production street car market.
Or they should compare this V10 with Gallardo's. I think both of them have the displacement of 5.0L. Not that many V10s in the mass-production street car market.
07-17-2004, 10:12 PM
#688
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BMW 535d - - By Mat Watson - - Source: Autoexpress
With better performance and improved refinement, diesel power is more attractive than ever. But it's still the promise of reduced fuel bills that is behind most motorists' switch to the black pump.
Choosing an oil-burner is generally a decision you make with your head rather than your heart - although when the BMW 535d arrives here in September, all that could change.
Despite what the badge on the car's bootlid says, the newcomer is powered by the same 3.0-litre six-cylinder unit as found in the 530d, albeit with one important difference. Instead of a single turbocharger, it has two.
This, plus a new exhaust and remapped electronics, has increased the power by 25 per cent to 272bhp, while torque is up to an incredible 560Nm, most of which is available from a mere 1,500rpm. BMW claims the 535d can cover the sprint from 0-60mph in 6.5 seconds, but from behind the wheel, this new model feels even faster than that figure suggests. As well as improving performance, the dual-stage turbocharger minimises lag - a common complaint of most oil-burners.
At the slightest touch of the throttle, the 535d instantly charges for the horizon. With supercar levels of thrust available throughout the rev range, there is no need to kickdown the six-speed automatic gearbox when overtaking.
Unusually for the firm that claims to build the ultimate driving machine, a manual transmission will not be available on this car. But that's no bad thing, as the self-shifter is well suited to the high-torque powerplant. Engineers say they have done nothing to improve the 3.0-litre unit's refinement, but the twin-turbo motor feels smoother and sounds quieter than that of its less powerful 530d sibling, even when revved to the 5,000rpm red line. In fact, this car is so effortlessly quick that it's all too easy to find yourself travelling at a faster speed than you had intended.
And it's this devastating pace, combined with the 5-Series' class-leading handling, which will make the 535d appeal to performance fans, as well as those seeking reduced fuel bills. However, with prices starting from £36,750 - that's £4,850 more than the similarly equipped 530d SE - this could be the first oil-burning model drivers will buy with their heart rather than their head.
With better performance and improved refinement, diesel power is more attractive than ever. But it's still the promise of reduced fuel bills that is behind most motorists' switch to the black pump.
Choosing an oil-burner is generally a decision you make with your head rather than your heart - although when the BMW 535d arrives here in September, all that could change.
Despite what the badge on the car's bootlid says, the newcomer is powered by the same 3.0-litre six-cylinder unit as found in the 530d, albeit with one important difference. Instead of a single turbocharger, it has two.
This, plus a new exhaust and remapped electronics, has increased the power by 25 per cent to 272bhp, while torque is up to an incredible 560Nm, most of which is available from a mere 1,500rpm. BMW claims the 535d can cover the sprint from 0-60mph in 6.5 seconds, but from behind the wheel, this new model feels even faster than that figure suggests. As well as improving performance, the dual-stage turbocharger minimises lag - a common complaint of most oil-burners.
At the slightest touch of the throttle, the 535d instantly charges for the horizon. With supercar levels of thrust available throughout the rev range, there is no need to kickdown the six-speed automatic gearbox when overtaking.
Unusually for the firm that claims to build the ultimate driving machine, a manual transmission will not be available on this car. But that's no bad thing, as the self-shifter is well suited to the high-torque powerplant. Engineers say they have done nothing to improve the 3.0-litre unit's refinement, but the twin-turbo motor feels smoother and sounds quieter than that of its less powerful 530d sibling, even when revved to the 5,000rpm red line. In fact, this car is so effortlessly quick that it's all too easy to find yourself travelling at a faster speed than you had intended.
And it's this devastating pace, combined with the 5-Series' class-leading handling, which will make the 535d appeal to performance fans, as well as those seeking reduced fuel bills. However, with prices starting from £36,750 - that's £4,850 more than the similarly equipped 530d SE - this could be the first oil-burning model drivers will buy with their heart rather than their head.
... sadly.
09-14-2004, 12:33 PM
#700
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Originally Posted by majesty
i still like the last gen m5 more, its more aggressive than this pile of feces :/
But the performance of this one shatters the last generation m5,
Hmmmmmmm do I smell an engine swap perhaps?
09-14-2004, 12:39 PM
#701
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Its missing one pedal, the exterior is blah
THE INTERIOR IS PURE SHIT!!!!!
THE INTERIOR IS PURE SHIT!!!!!
09-14-2004, 01:27 PM
#702
Senior Moderator
i agree, this car is a shame to the "M" designation. 
the only thing it has going for it is its powertrain...
btw I've seen a few new 6-series on the road, including cabriolet... not impressed.
the only thing it has going for it is its powertrain...
btw I've seen a few new 6-series on the road, including cabriolet... not impressed.
09-21-2004, 03:12 PM
#705
Senior Moderator
Here are some first-drive impressions from Edmunds...Just an FYI.
Kinda still would prefer an Mercedes-Benz E55 AMG, personally...but...I'd take either if someone wants to give me one!
============
First Drive: 2006 BMW M5
BMW Battles Back
By D. John Booth
Date Posted 09-08-2004
The SMG's launch control holds the big 5.0-liter V10 at an uneven 4,000 rpm, its warbling high-speed idle signaling that all 10 cylinders are champing at the bit.
Let go of the SMG's gearshift lever while simultaneously keeping the throttle pinned and the tires squeal, as the big V10 spins to its 8,250-rpm redline faster than my 1.33 gigahertz laptop can type the words.
Flick the steering wheel-mounted upshift paddle for second and the 285/35ZR19 rear tires chirp under the strain of all that torque. Split-seconds later, you're doing the same thing for third and the tires still can't hold traction, squealing once again as the V10 starts to sing its post-6,000-rpm, Formula One wail.
A mile later you back off, the speedo hovering around 160 miles an hour. At those speeds, the pylons demarcating the course meld into one long orange blur and the 1,000-foot braking area that BMW has provided to get the M5's 3,869 pounds back down to a decent speed seems impossibly short. Cripes, this thing is fast.
And you haven't even hit the button: The one that makes the M5 feel as if it's grown a turbocharger — the button that kicks you so hard in the pants that it makes that last top-speed run seem like a Sunday hop to your favorite bar for wine-soaked steaks and a side of couscous. The button is the power switch just forward of the gearshift lever. When the V10 is first fired up, it defaults to its 400-horsepower mode, a figure not coincidentally identical to the maximum output of the outgoing M5's 5.0L V8. And since the two cars weigh virtually the same, it means the new V10 M5 in its economy mode is as quick as the old V8 was at full speed.
Light up that power button and it feels as if the Bimmer has indeed grown two extra cylinders, though, in fact, what it does is let the M5's 10 individual throttle butterflies completely open (the reduced power mode restricts them to about 90 percent). That mile-long straight where the M5 previously just managed to top out at 161 mph? Well, in full 507-hp mode, it tops 167 mph with almost a half a mile to spare before that aforementioned braking zone.
BMW claims a 0-to-62-mph time of 4.7 seconds, which is about identical to a Subaru WRX STi. Methinks the German automaker is being a trifle disingenuous because the Subaru — as rapid as it is — would need a bottle of nitrous and a tornado-force tailwind to keep pace. But then what do you expect from an engine that's cast in the same facility as the BMW-Williams F1 motor and is the largest naturally aspirated engine I can think of that exceeds that Holy Grail of more than 100 hp per liter of displacement? Especially one that has 10 individually tuned inlet manifolds, BMW's BI-VANOS system with variable valve timing on both intake and exhaust cams and sounds just like a F1 engine once the revs climb past 6,000 rpm. As a last point of reference, it's also worth noting that at 7.7 pounds per horsepower, the M5 is the most powerful BMW sold anywhere in the world, eclipsing even the limited-production, carbon-fiber-infused M3 CSL.
Of course, the magic of BMW M cars has always been their massive performance accompanied by incredible civility. Out and about, the M5 could be a garden-variety 5 Series were it not for the herky-jerkiness of the SMG tranny. Much improved over the previous such transmission used in the M3 — and newly fortified with seven forward gears — its shifts are fairly smooth until maximum warp is demanded. Then gear changes happen with all the subtlety of Jeff Gordon charging to the front of the Daytona 500.
In the SMG's automatic mode, shifts also feel more sophisticated than in previous versions. There's not as much gap between upshifts and less hunting for gears. Nonetheless, you can fool its computer occasionally, and a foot full of throttle is greeted by a delay while the M5 searches for the appropriate gear. It matters not a whit, of course, when you're going for it. Being able to get instantaneous gear changes with the flick of a paddle is worth the trade-off.
And so is, of course, the SMG's launch mode. For those occasions when you just have to blow off that Camaro from a stoplight, the launch mode automatically sets the M5 for optimum drag-stripping. Similar to the system used in BMW's F1 racers, you first have to disable BMW's DSC (dynamic stability control) and select the sportiest of its manual-shifting modes. Then you hold the gearshift lever forward and mat the gas pedal. The car remains stationary with the engine revving at around 4,000 rpm until you release the gear lever. Then all hell breaks loose as 384 pound-feet of torque and 507 hp are transferred to the tarmac by the SMG's computer-controlled manual clutch. It makes for rapid getaways. BMW even claims that the sophisticated SMG system has a fail-safe limiter which senses when you've abused the clutch too much and shuts down the whole system.
The M5's brakes don't seem to need any such special treatment, though surprisingly the front calipers only have two pistons rather than the de-rigueur-for-a-sports-car four. But the front discs measure a massive 14.7 inches in diameter and provide more than enough leverage to speedily get the über-sedan down from its top speed.
If the engine is a leap forward, the M5's chassis is more evolutionary. The basic setup and dimensions remain true to the 5 Series with identical measurements for the front and rear track and wheelbase. The M5 adds an Electronic Damper Control that lets the driver choose between three suspension settings — comfort, normal and sport. Surprisingly, for a car of its massive abilities, the comfort mode is actually quite compliant, the suspension swallowing all but the harshest bumps. And in sport, there's precious little body roll and excellent turn-in.
That said, despite the claimed fifty-fifty weight distribution, the M5 will understeer — especially when pushed through low-speed corners. Mind you, that's at lateral G-force levels that would challenge a Corvette. And oversteer, of course, is but a quick stab of the throttle and the V10's 507 tire-shredding stallions away.
The M5 is equipped with a Motorsport Mobility System that can seal punctures up to six millimeters in diameter. But, the company says, there are no plans to offer run-flat tires as none of the current products can meet its stringent criteria for both ride and handling.
Inside, apart from the SMG gearshift and the attendant performance-oriented switchgear, the major differences from a run-of-the-mill, top-line 545 are a beautiful suedelike headliner trim and a head-up display that includes a tachometer. There's also some new electronic trickery like the oil level measurement that can be displayed on the LCD screen between the gauges. The same output also informs the driver about necessary scheduled maintenance. And through the iDrive system, you can configure something called MDrive that sets things like the stability control system and damping system to your personal tastes.
Unfortunately, the electronic gadget that promises the most, head-up display's tach, disappoints. It lags behind the real deal by as much as 1,500 rpm and so doesn't prove very useful. Rely on it while driving hard and you will be constantly bouncing off the rev limiter.
Which, in the end, is probably the right way to drive the M5 (though your local sheriff might disagree). A regular 545 is a fine-handling, powerful beast with a sweetheart of a motor. But this new V10 is another virtuoso effort from BMW, where superiority is expected. Only this one exceeds even the incredible demands placed upon the M division's broad shoulders.
09-22-2004, 11:34 AM
#707
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Originally Posted by FutureBagdA4
that interior is nasty...what's up with that wood?!
what happened to the good old driver oriented BMW interiors of the past? It now looks like a van dashboard.
09-22-2004, 12:01 PM
#708
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Originally Posted by Shawn S
It's missing ONE PEDAL on the floor.
Might as well buy a Auto AMG Benz. THE WHOLE POINT OF M WAS MANUAL CARS!!!! WTF?????
This just shows they want to SELL cars.
09-22-2004, 03:05 PM
#709
Safety Car
i know its said over and over about the crap interior...but im quite suprised...for a car that will cost what? 90k+? the interior in my dad's 2001 525 looks nicer...
10-21-2004, 11:30 AM
#713
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2004 BMW 5-series - - Source: The Detroit Free Press
Description: Luxury midsize rear-wheel-drive sport sedan.
Price range: MSRPs run from $39,800 for straight-six 525i model to $58,300 for V8-powered 545i. All prices exclude destination charges.
Reality check: The best-selling model, the 530i, has a sticker price of $45,595 and actually sold for $44,055 in September, according to Edmunds.com. No incentives or rebates are available.
The numbers: BMW sold 32,617 5-series cars through the first three quarters of 2004, down from 35,867 for the same period last year. That's well below what the automaker would have hoped for with the technically sophisticated all-new model that went on sale about a year ago.
Bottom line: The 5-series has stumbled in a way uncharacteristic for a new BMW. Several factors might have contributed to its slow sales, including the new model's radical styling, its complicated iDrive control system and a parts problem that stalled shipments from the factory in Germany this summer.
The 5-series is far short of the kind of roaring success BMW expected when it replaced the car that was widely considered the best sport sedan in the world. However, it's too early to call the car a failure. BMW has yet to introduce the new 5-series station wagon, and the 500-horsepower V10-powered M5 super sedan is certain to draw fresh attention when it debuts next year.
Description: Luxury midsize rear-wheel-drive sport sedan.
Price range: MSRPs run from $39,800 for straight-six 525i model to $58,300 for V8-powered 545i. All prices exclude destination charges.
Reality check: The best-selling model, the 530i, has a sticker price of $45,595 and actually sold for $44,055 in September, according to Edmunds.com. No incentives or rebates are available.
The numbers: BMW sold 32,617 5-series cars through the first three quarters of 2004, down from 35,867 for the same period last year. That's well below what the automaker would have hoped for with the technically sophisticated all-new model that went on sale about a year ago.
Bottom line: The 5-series has stumbled in a way uncharacteristic for a new BMW. Several factors might have contributed to its slow sales, including the new model's radical styling, its complicated iDrive control system and a parts problem that stalled shipments from the factory in Germany this summer.
The 5-series is far short of the kind of roaring success BMW expected when it replaced the car that was widely considered the best sport sedan in the world. However, it's too early to call the car a failure. BMW has yet to introduce the new 5-series station wagon, and the 500-horsepower V10-powered M5 super sedan is certain to draw fresh attention when it debuts next year.
10-21-2004, 02:33 PM
#716
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Yeah, what's killing the 5 series is the car is not all that great looking, the i-drive is rather annoying and is enough to make people shop elsewhere, the car is expensive as stated. The new 5series got a 6% price increase from the E39.
10-21-2004, 02:35 PM
#717
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It also comes down to the fact that you can get most of the things that the 5 offers in other cars for much less....maby people are finaly starting to realize that just becuase it says BMW it dosnt meen that its the best or you get the most things from it when compaired to other vechiles.
10-21-2004, 02:36 PM
#718
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It's fugly. Granted the M5 looks OK. BMW IMO has lost their look. The front end is what really makes a BMW the kidney grills and the headlights. The new "teardrop" lights do not fit the look BMW has had over the past decade. The older 7 & 5 series had a look of elegance. You look at these cars now and they are missing the finess the older ones had...
Maybe they wanted a fresh new look... well they got it and it's not taken very well...
Maybe they wanted a fresh new look... well they got it and it's not taken very well...
