“Exhibit A” on the unintended consequences of perfection: BMW AG's '04 5-Series sedan.
Not that the all-new 5 isn't incredibly good. The problem is, it's got to take over from the previous-generation car — and that one was nigh on perfect. Beautifully balanced. Meticulously assembled. The outgoing 5, internal designation E39, was fabulously — almost organically — complete.
Now, the 7-year run of one of the industry's most universally praised cars is over, and its all-new successor, the E60, is a hugely competent, cleverly engineered sport sedan any auto maker would be delighted to call its own. But stacked against the impossibly high standard of the outgoing 5-Series, it's tough to see the progress.
“See” is the operative word for the new 5-Series, because what's visible is likely to be how customers — apart from the genuine loyalists who buy BMWs for their engineering — ultimately decide its commercial success. Meanwhile, what's largely unseen is where the E60 version delivers subtle, yet meaningful, advances over the outgoing car.
Yes, the '04 5-Series has “The Trunk,” the controversial upper layer of sheetmetal that first blighted the hind end of the current 7-Series flagship and which began the speculation BMW Chief Designer Chris Bangle was out to ruin the company's reputation for stolid, steady styling evolution. The real problem may be the front. The new 5's heavily stylized, cat's-eye headlamps that pull way back into the front quarterpanels probably are a bit overdone — and certainly seem to draw attention away from the famed dual-grille “kidneys.”
And from some angles, the flanks appear pedestrian, less crisp than the assured lines of the previous-generation 5-Series. There are disconcerting overtones of Pontiac Grand Prix or Honda Accord, neither of which likely is BMW's intended message.
But if you can forgive BMW its audacity for blazing new styling trails, underneath, the all-new 5-Series is on firm ground.
From the front bumper to the A-pillar, practically the whole car, including the body panels, is aluminum. That includes the strut/coil-spring double-wishbone front suspension. BMW says the overall weight savings for the new car (which in almost every way is dimensionally larger than the outgoing 5-Series) is about 44 lbs. (20 kg).
All 5-Series, regardless of which engine is installed, now feature rack-and-pinion steering (V-8 powered E39s used a recirculating ball setup), the better to accept BMW's mostly magnificent, though optional, Active Steering system.
Active Steering uses a secondary planetary gearbox to actively alter the steering ratio according to road speed and driving situations. In effect, the system “increases” the standard power-assist ratio at low speed to reduce arm-pumping maneuvers such as tight parking, while at higher speeds Active Steering reduces the ratio to actually make the steering less direct, which enhances stability.
Plus, Active Steering can talk to other vehicle systems, such as the Dynamic Stability Control unit to help the driver out of a potentially dangerous situation. Amazingly, Active Steering can take control from the driver in the event of a slide, expertly and precisely steering to counter the skid before the driver could have hoped to begin reacting. The system's only drawback, other than being optional with the pricey Sport package, is a minor numbness when steering immediately off center.
The available engine lineup is comprised of the familiar 2.5L and 3L DOHC inline 6-cyls. (184 and 225 hp) and, just now appearing in showrooms, the cranking 4.4L DOHC V-8 (325 hp) with Valvetronic variable valve timing that renders obsolete the throttle as we know it. There is a tantalizing trio of available transmissions, all featuring six ratios: the faultless 3-pedal manual, the Steptronic automatic and the love-it-or-hate-it Sequential Manual Gearbox (SMG) robotically shifted manual.
The company had only 3L cars available for our early evaluation, and teamed with the 6-speed manual, the driveline leaves little to be desired, although 225 hp ultimately seems tame in comparison with many of the stouter V-6s offered these days in less-pedigreed nameplates. The V-8 cars doubtless will be as storming as their predecessors.
The rear suspension continues the latest 4-link “integral” design BMW launched with the latest 7-Series, and it too is all-aluminum. Optional is the new Active Roll Stabilization, which employs hydraulic stabilizer-bar mounts to counteract body roll. It works. Convincingly.
Inside there's a grand new architecture that's open and inviting in its layout and general deportment. The center console no longer is slanted toward the driver, an orientation more inviting to the front passenger. Gauging is clear and concise, free of the electronics-for-electronics-sake frippery that often distracts in other vehicles.
The new console includes a revised, less-frustrating version of the wholly deplored iDrive control interface that bowed on the new 7-Series. Generation II of iDrive is better but still obtuse. If this is the price for clearing away the buttons, we'll take the buttons.
There's the usual array of options, but the samples we tried all displayed a discouraging level of material quality. Particularly troubling is the broad expanse of upper dash, which on 6-cyl. models was festooned in black with uncharacteristically cheap-looking graining and feel. Likewise for portions of the doors and lower panels. And, trite as this sounds, the tiny and fragile cupholders (the passenger's ratchets painfully from the dash) are unconscionable in a car of this caliber.
It won't be easy, then, for this all-new 5-Series. The styling is iffy. A friend who fits the demographic, and owned the beloved E39, is unmoved by the new look. Pricing seems stiff: The 525i (BMW says 35% of the mix) starts at $39,995; the 50%-of-volume 530i goes for a not-unsubstantial $44,995; and the move to the 545i hikes you to $54,995 or $58,295 for the 545i 6-speed that includes as standard the goodies from the Sport package (Active Steering, Active Roll Stabilization chiefly).
But the main problem for the '04 5-Series is that it takes the baton from the oh-so-complete previous-generation car. For the all-new 5 to succeed, BMW will need its customers either to embrace the new styling — or to appreciate what lies beneath.
2004 BMW 530i
Vehicle type: Front-engine, rear-wheel drive, 5-passenger 4-door sedan
Engine: 3L (2,979 cc) DOHC I-6 aluminum block/aluminum head
Power (SAE net): 225 hp @ 5,900 rpm
Torque: 214 lb.-ft. (290 Nm) @ 3,500 rpm
Compression ratio: 10.2:1
Bore × Stroke (mm): 84 × 89.6
Transmission: 6-speed manual
Wheelbase: 113.7 ins. (289 cm)
Overall length: 190.6 ins. (484 cm)
Overall width: 72.7 ins. (185 cm)
Overall height: 58 ins. (147 cm)
Curb weight: 3,472 lbs. (1,576 kg)
Market competition: Audi A6; Jaguar S-Type; Lexus GS300; Mercedes E-Class; Volvo S80
