BMW 5 series history: Slowly find it hard to grow
The 5 Series has, in its structure, form, performance and overall excellence, been the archetypical sport sedan for more than 30 years. It has become the bench mark against which every other sport sedan must be measured. Every time BMW redesigns the 5 Series, it risks destroying all that. The first 5 Series wasn’t really […]
The 5 Series has, in its structure, form, performance and overall excellence, been the archetypical sport sedan for more than 30 years. It has become the bench mark against which every other sport sedan must be measured. Every time BMW redesigns the 5 Series, it risks destroying all that.
The first 5 Series wasn’t really much smaller than the “big” E21 model sold alongside it. With a 103.8-inch wheelbase and 181.9-inch overall length, the 1972 520 was a significant 4.7 inches longer than the 2000 sedan it replaced (and only 3.1 inches less lengthy than the European-model 3.0S version of their large sedan). But it didn’t look like a success because Bavarian engineers were having the America market in mind. It was also underpowered for that market. It was not until 1975 a 3.0 liter engine was introduced for BMW users-which was good.
Following a car as successful as the first 5 Series is always daunting, so it’s understandable why BMW’s first redesign of the car was very conservative. To many it was even tough to tell much difference between the new E28 5 Series and the old E12. The E28’s windshield, roof and doors, for example, either carried over directly from the E12 or were only slightly modified. The most obvious change was to the car’s rear third where the fenders and trunk lid stood high rather than drooping as in the E12. Even though bigger ranges of engine were introduced it slowly gradually lacked intimidation.
The third-generation 5 Series, designated E34 within BMW, was truly an all-new vehicle. The 1989 5 rode on a longer 108.7-inch wheelbase, had an all-new structure with an all-new suspension, was significantly roomier than before and was a leap forward in sophistication, refinement, performance and overall comfort. As good as the E12 and E28 5 Series cars were, it was the E34 that propelled the line to the forefront of critics’ minds. This is the machine that people took seriously as a contender for the title “World’s Best Car.” This is the point where BMW began setting standards for itself and other to follow. I must really tell you this it is truly by far one of the best cars I have ever driven. My in law has it and I cousin has one and I intend to drive it this week for a more final experience. It continued to experience goo sales for a decade and also won awards with much more added improvements. In Nigeria if anyone wants to buy it I’ll always recommend it but watch out for those bills that will come after.
Much as the E28 evolved from the E12, BMW’s new E39 5 Series was a refined expression of the ideas embodied by the E34. Slightly larger in virtually every dimension and riding on a 111.4-inch wheelbase, the greatest innovation of the new 5 Series lay in its suspension where most of the links and elements were now cast of lightweight alloys instead of steel. Combine that dramatic reduction in unsprung weight with the adoption of rack-and-pinion steering and the result was a more responsive chassis than ever before. Still with bigger bills it slowly became uninspiring.
The all-new 5 Series 2004 is an all-new car that demands attention not just for its mechanical competence but also for some of its adoption of controversial technology and radical new looks- which someone got it parked up for 2 years before it could get on the road.
Now the 2010 version is yet to arrive what will it hold because it is now fighting against it standards will it move the game higher or stay where it is? I don’t know.