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2004 BMW 5-Series
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| On the Cutting Edge of Tradition |
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| Updated |
Jun 10, 2004 22:38:30 |
| Rating |
 16 ( -2 -12.5% ) | | Author | Christian Wardlaw |
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Description:
2004 BMW 5-Series
On the Cutting Edge of Tradition
Writer's Notes
Test Vehicle: 2004 BMW 530i Sport
Engine Size and Type: 3.0-liter I6
Engine Horsepower: 225 at 5,900 rpm
Engine Torque: 214 lb.-ft. at 3,500 rpm
EPA Fuel Economy (city/highway): 20/30 mpg (est.)
Curb Weight: 3,472 pounds
Competitors: Audi A6, Cadillac CTS, Cadillac Seville, Infiniti M45, Infiniti Q45, Jaguar S-Type, Lexus GS 300, Lexus GS 430, Lincoln LS, Mercedes-Benz E-Class, Saab 9-5, Volvo S80
Based on our initial drive, the new Five is everything a BMW should be - a luxurious sports sedan.
Comments or suggestions about this review? Send an e-mail to: editor@autobytel.com
Autobytel Inc. operates the popular automotive websites Autobytel.com, Autoweb.com, Carsmart.com, and Autosite.com.
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RHINEBECK, NY - Orange traffic cones are tipping over on a slalom course set up at the Dutchess County Fairgrounds because our 2004 BMW 530i's 18-inch run-flat performance tires are clipping them at their bases as we pass by. We're not even driving the car hard, because this is a demonstration of new technology rather than a test of speed and agility. The reason cones are falling is that BMW has included its innovative Active Steering system on every 2004 5-Series model equipped with a Sport Package, and the system is so incredibly responsive in tight quarters at low speed that we are dialing in too much steering input after becoming acclimated to the course in a standard-issue 530i without Active Steering.
About Active Steering
At first, upon our morning departure from BMW's North American headquarters in Woodcliff Lake, NJ, we barely noticed the Active Steering, because one naturally and quickly acclimates to the steering degree and effort a given vehicle requires during everyday driving. Occasionally, such as when parallel parking or negotiating a tight turn in a parking garage, the driver of the completely redesigned 5-Series Sport is reminded that world-debut technology is making the task at hand far more manageable than it otherwise might be. And, when making a U-turn, the quick 1.7 twirls of the leather-wrapped wheel from lock-to-lock imparts the sense that the redesigned Five suffers a wide turning circle, when in reality it's no larger than normal. At higher speeds out on the open road, the new 5-Series Sport feels unfailingly glued to the pavement even when making quick lane changes, but this sort of competence has come to be expected of any BMW and Active Steering's ability to reduce yaw rates in such situations goes virtually unnoticed.
Active Steering electromechanically varies the steering ratio of the new BMW 5-Series between 10:1 and 20:1 to provide immediate and quick response at lower speeds while maintaining the high-speed stability for which German sedans are renowned. Furthermore, because the auxiliary planetary gearbox that controls Active Steering from its location at the base of the steering column is electronically-driven, BMW has been able to network the system with the standard Dynamic Stability Control (DSC) so that when DSC attempts to correct a slide or skid, the rack-and-pinion steering can assist in regaining control of the vehicle, albeit to a small degree. Remarkably, BMW has been able to achieve both tasks without using increasing popular steer-by-wire technology, which the company says is too costly and cannot provide the kind of telepathic road feel for which its products are known.
How Active Steering Feels When Driving
During the slalom demonstration, differences between the steering systems of the standard and Sport models was dramatic. The standard car required more than a complete turn of the steering wheel to negotiate the tightest gates on the course. In contrast, the Sport model (thanks in part to its larger tires, sport-tuned suspension and Active Roll Stabilization) turned in immediately and crisply with less than three-quarters of a turn at the wheel in the tightest of the low-speed gates. So responsive was the Sport model in comparison to the standard 530i that we wound up tipping cones, having become accustomed to the behavior of the base car's conventional setup.
How Active Roll Stabilization Feels When Driving
Not only did the slalom exercise provide insight into how effective Active Steering is, but also we were able to see how big a difference Active Roll Stabilization (ARS) makes. BMW's ARS replaces the suspension's conventional front and rear stabilizer bars with twin active stabilizer bars that are connected in the middle by hydraulic actuators. When the 5-Series begins to take a corner, these active stabilizers respond to keep the vehicle's body level, eliminating roll and increasing occupant comfort. During our slalom runs, the differences between the standard suspension and the Sport suspension with ARS were nearly as impressive as those between steering systems. The base 530i exhibited lateral pitch in the slalom, tossing occupants from side to side. The 530i Sport produced significantly less body roll, keeping occupants comfortably in place.
Thankfully, BMW allowed reporters to spend plenty of time and many miles piloting its redesigned 5-Series, and we came away from the drive impressed with what some might call a controversial change in design philosophy for one of the Bavarian automaker's volume models. Rest assured, this new Five is a traditional BMW from bumper to bumper, and after a day of traveling nearly 300 miles on roads ranging from rumpled two-lane blacktop to the smooth and scenic Taconic Parkway, we are able to find just two nits to pick.
Complaints About the New Five
First, we would prefer to have a proper set of audio controls filling that vast, blank panel beneath the ergonomically correct climate system in the center of the dashboard. Bundling the audio system with iDrive is an irritant and a distraction. (iDrive is a centrally-mounted control 'joystick' that gains front seat occupants access to entertainment, climate, communication and vehicle data menus displayed in a dashboard screen. The interface, loathed by many critics, debuted on the 2002 BMW 7-Series.) It is appreciated that BMW provides simple power, volume, and seek controls in the aforementioned location, supplemented by vaguely marked satellite controls on the steering wheel. And though the simplified version of iDrive that is included in the new Five isn't terribly difficult to use, it is more troublesome than a conventional setup which, in our humble opinion, would not add clutter to the clean design of the 5-Series' cabin.
Second, why did the operation of the turn signal stalk require a rethink? All vehicles are equipped with a turn signal stalk that offers two detents. Push a little bit in either direction and hold to blink the signals for a lane change, and push all the way until it stops for a turn at an intersection. The new Five is no different in this regard. Where it diverges from the norm is in the fact that when making a turn at an intersection, the stalk returns to center while the signal continues to blink, just as in the 7-Series and seemingly in defiance of the laws of automotive physics. Yes, of course you get used to it after a bit and you stop trying to reactivate the signal when the stalk returns to center, but that doesn't answer this question: who decided that the universally understood and accepted operation of turn signals required a revision, and why?
Controversial 5-Series Styling
Don't like the way the new Five looks? It's better in person than in pictures. We're not taken with the 'eyebrows' above the headlamps, and the trunk lid cutline that drapes over the side of the rear quarter panels to meet with the edge of the taillights drags the eye from the C-pillar down to the bumper, making the trunk and rear lights appear to be tacked-on afterthoughts. We also lament the loss of the traditional beltline crease that runs through the front wheel well to the rear of the car (bequeathed to Acura for use on the new TL, perhaps?); without it, the new Five appears to be somewhat slab-sided. But it is generally agreeable to gaze upon and, if nothing else, the subtle concave and convex bodywork enjoys creative interplay with natural light.
Initial Driving Impressions
Concrete driving impressions will need to wait for a more thorough drive on the familiar surfaces of our favorite Southern California test loop, but these things are certain: the 530i's engine revs smoothly, the shifter travels between gates fluidly, the steering provides excellent road feel and feedback, the brakes work flawlessly and the Sport suspension somehow soaks up road anomalies while simultaneously keeping the car firmly planted to the pavement. Based on our initial drive, the new Five is everything a BMW should be - a luxurious sports sedan.
Cabin Comfort
Inside, the cabin is elegantly simplistic in appearance and richly trimmed in wood and leather. The 12-way power sport seats are supportive and comfortable over the long haul though on muggy days their non-ventilated surfaces can trap sweat. Audiophiles are likely to be quite pleased with the optional 13-speaker, Logic 7 surround sound system, all the more enjoyable thanks to the impressive silence of the cabin at highway speeds. Certain functions controlled via iDrive and the steering wheel buttons are not immediately intuitive, but owners will likely learn and adapt better than a reporter with just one day of exposure to the vehicle. Thankfully, most iDrive functions are secondary and once the driver sets preferences in the system, use of the silver controller located on the center console should be infrequent.
Model Lineup
Though our initial drive was limited to the 530i with a six-speed manual transmission and Sport package, BMW plans to offer a wide range of models with base prices ranging from just south of $40,000 to nearly $60,000. At the bottom end of the range is the 3,428-pound 525i, powered by a 184-horsepower, 2.5-liter inline six-cylinder engine. The 3,472-pound 530i, the volume model in the range, employs a 225-horsepower, 3.0-liter inline six. The 3,803-pound 545i receives a 4.4-liter V8 good for 325 horsepower and 330 pound-feet of torque - more than 100 more of each than the 530i. All three powerplants can be matched to a six-speed manual transmission, a six-speed Steptronic manually interactive automatic transmission, or a six-speed Sequential Manual Gearbox (SMG). According to BMW, the 525i with an automatic runs from zero to 60 mph in 8.2 seconds while the 545i with either the manual or SMG will complete the same task in 5.7 seconds. Falling in between is the 530i we drove, with numbers a bit closer to those of the 545i than the 525i. A 530i with a manual is rated 30 mpg on the highway, while a 545i with a manual or SMG will achieve 17 mpg in the city. Fuel economy data for the 525i was not available at the time this story was published.
Standard Equipment
Standard equipment on all 2004 5-Series models includes DSC with traction control, stability control, ABS and Dynamic Brake Control (DBC); tire inflation monitor; automatic headlights; rain-sensing wipers; heated exterior mirrors; dual power front seats with driver-side memory; BMW Assist communications; automatic dual control climate system; dual-threshold, two-stage front airbags; front and rear side curtain airbags; and all of the standard-issue goodies that we've come to expect on most luxury cars. Aside from hardware, the 525i and 530i differ little, but the 545i adds Xenon adaptive, self-leveling headlights; a universal garage door opener; special interior illumination; Dakota leather upholstery; real wood interior trim; and a moonroof. When equipped with the six-speed manual, the 545i also includes the content of the Sport Package, such as Active Steering, ARS and meatier rubber.
Optional Equipment
Notable options include the Sport Package, a Premium Package, a Premium Sound Package and a Cold Weather Package. Models equipped with the Sport Package get lower-profile 18-inch run-flat performance tires, stiffer suspension tuning, 12-way power front sport seats, unique exterior trim, ARS, and Active Steering. The Premium Package adds leather, wood, and other conveniences. The Premium Sound Package includes a six-disc CD changer and the exceptional Logic 7 sound system. The Cold Package provides heated front seats, headlamp washers and a heated steering wheel.
Stand-alone options are also available, such as rear seat heaters, Park Distance Control, radar-operated Active Cruise Control, a navigation system, a rear seat entertainment system with DVD player, a head-up display and Sirius satellite radio. Fully equipped with every option, a 525i will top out around $57,000 while the 545i will crest the $70,000 barrier.
M5? AWD? Wagon?
For now, mum's the word on wagon and M5 variants, and BMW will admit only that they are looking into equipping the new 5-Series with an all-wheel-drive system. Seeing as how the only serious competition the redesigned Five has is the new-for-2003 Mercedes-Benz E-Class (which comes with optional AWD, in both sedan and wagon configurations, and in a blisteringly quick E55 AMG edition), and considering the fact that Audi is readying an all-new A6 (AWD, sedan or wagon, and if the RS 6 was any indication, some kind of super sport sedan), it's a sure bet that the Bavarians will want to meet the competition head-on.
So far, so good.
--Story by Christian J. Wardlaw
--Photos courtesy of BMW North America
Christian Wardlaw joined the Automotive Information Center (AIC) in January 2003, managing content development for AIC and the Autosite consumer website. Previously, Mr. Wardlaw served as Editor-in-Chief and Director of Automotive Data for Edmunds.com. A writer, editor, and automobile aficionado, Mr. Wardlaw is a different sort of car enthusiast. His passion lies in the vehicles that people most often buy, rather than with high-performance sports cars or ultra-luxury sedans. “Given the choice to spend an hour with a Dodge Viper or a Honda Accord, I’ll choose the Accord,” he claims. Unless, of course, the driving venue is a racetrack. Mr. Wardlaw has been a car enthusiast all of his life, uttering “car” as his first word while growing up in Detroit. A graduate of Western Michigan University, Mr. Wardlaw holds a bachelor’s degree in English. |
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