(first posted 12/1/2015) The current F10 generation BMW 5-Series is a very capable, very competitive large luxury sedan. There’s no denying that. With BMW’s legendary engineering, a profusion of gasoline, diesel, and electric powertrain in four, six, and eight cylinder options, and numerous performance, luxury, and technology features that could take hours to fully explore, the modern 5-Series is a highly appealing vehicle. Unfortunately, for many of us who remember 5-Series of years gone by, the excitement in BMW’s middle child is no longer present.
(The current F10, produced since 2010)
It was not too long ago that BMW was the undisputed king of handling and driving experience among luxury brands. While its vehicles were indeed luxurious, being the Ultimate Driving Machine was their number one priority, even if it meant that comfort took more of a supporting role. Recent years, however, have seen BMWs become increasingly more comfort-oriented, in the ever-fierce battle to take first place in sales among luxury brands. Conversely, “softer” brands like Mercedes-Benz and Lexus have been releasing models aimed towards performance, with sportier styling elements and firmer suspensions. The result of this is that all luxury vehicles are becoming more alike in features and driving dynamics.
(The E39’s immediate predecessor, the E34, produced from 1987-1996)
Going on sale in Germany and Europe in late-1995 as a 1996 model and arriving in North America the following year, the E39 (“E” for “Entwicklung”, the German word for “Development”) 5-Series replaced the highly regarded E34 5-Series, sold from 1988-1996.
Slightly larger in every dimension, the E39 drew heavily from the recently introduced E38 7-Series for its design inspiration, looking somewhat like a 7-Series that had gone though the dryer. This degree of familiarity was by no means a negative, as at least in your author’s opinion, the short wheelbase E38 is one of the most beautiful BMW sedans ever.
Some of this beauty was lost in translation to the 5-Series’ smaller proportions, owing to a bit of chunkiness versus its larger sibling’s lankiness. This look was especially made prominent by the E39’s more bulbous front end, to this day my least personal favorite part of the design. Compared to the outgoing E34, the E39 clearly looked sleeker and more aggressive, while still retaining lineage to its predecessor. Although headlights were now single-piece composite units, BMW’s iconic quad round headlights were retained, now courtesy of dual projector beams behind the glass.
Increasing structural rigidity for better comfort and handling was a major goal of engineers. Utilizing high-strength steel and laser welding, the E39’s body structure was greatly stiffened over the E34 for less flex, with torsional rigidity increased by some 40 percent. To keep weight down and give the car a more maneuverable feel, aluminum was extensively used for brake, suspension, and chassis components. Depending on model, in some cases, the E39 was actually lighter than a comparable E34, despite its increase in size.
Numerous enhancements were also made to the car’s suspension over its predecessor, all improving handling. For the four and six cylinder models, BMW now used rack-and-pinion steering and an aluminum subframe. V8 models continued using the old recirculating ball and steel subframe due to the engines’ larger size and weight. Both front suspensions were MacPherson strut type. For the rear, all E39s employed a four multi-link setup using Chapman struts, which was derived from the flagship E38 7-Series.
The engine lineup for North American models initially consisted of just the six-cylinder 528i and eight-cylinder 540i. Over the 1995 525i’s 2.5L, the 1997 528i’s 2.8L made just one additional horsepower, but 25 additional pound-feet of torque and an improved torque curve increased the E39’s zero-to-sixty time by 1.2 seconds, for a 7.4 second figure. With its 4.0L V8 initially producing 282 horsepower and 324 lb-ft torque, the 540i was in many ways the sweet sport of the E39 lineup, offering a very healthy increase in power and performance (especially with its available Sport package, standard when coupled with a 6-speed) for substantially less money than the M5.
Speaking of which, the M5, with its 5.0L, 394-hp all-aluminum V8 returned to the European market in 1999 and North America for 2000. With an 11.0:1 compression ratio, fuel-port injection, a semi-dry sump oiling system, a 7000-rpm redline, and six-speed manual, the M5 was capable of sprinting from zero to sixty in an impressive 4.7 seconds. Of course, being a BMW of this era, handling was just as important, if not more important, than raw power.
On that note, BMW expectedly gave the M5 extra firm shocks, higher spring rates, larger M ventilated disc rotors, bigger 18-inch wheels with fatter tires, and Servotronic power steering, a system that increased effort and responsiveness over the standard setup. Upon its release, the E39 M5 was met with near-total universal praise, and immediately became the benchmark high-performance sedan of this period.
“Regular” 5-Series were not forgotten though, with still very praiseworthy handling and dynamics, and a wide range of engine choices. Over the course of its seven-year run in North America, the 5-Series was available in M5, 540i, 528i, 525i, and 535i form, the latter two of which replaced the 528 in 2001. Unlike the current F10 generation 5-Series, wagons were still exported to North America.
Typical of most German cars, customers in the homeland had a much higher degree of choice in powertrain, with 520i, 523i, and 530i gasoline engines and the 520d, 525d, 525td, 525tds, and 530d diesel engines all offered. Not that I need to tell you, but the first number of these models denotes the 5-Series and the last two numbers of each model denotes how many liters the engine for that model possessed.
Transmissions offered on the E39 included a 5-speed manual, 4-speed automatic, or 5-speed Steptronic semi-automatic on smaller-engined models, and a 6-speed manual, 5-speed automatic, or 5-speed Steptronic on 530i and above models.
Stepping inside, the interior of the E39 was a huge leap forward in terms of luxury, amenities, and overall refinement. The somewhat stark interior of the E34 was replaced by a far more cohesive and substantial looking driver-focused dashboard, plusher seats, and a greater use of padded surfaces, all very E38 7-Series in design.
Taking place of the pedestrian looking rotary dial and slider bar climate controls was an imposing wall of symmetrical buttons for the climate, radio, and other various vehicle functions. Genuine wood trim ran the entire width of the dash (interrupted only by the steering wheel) and wrapped into the front door panels, where it continued their entire length. Wood also adorned the top of the center console and gear shifter.
In the North American market, broad, contoured buckets were commonly upholstered in standard leatherette on lower models or in available Dakota leather. In other markets, several types of cloth upholstery were offered. Wood trim and rather elegantly stitched leather door panel inserts continued to the rear. Although most interior measurements were up over the E34, despite the E39’s longer wheelbase, rear leg room was actually down, a sore spot for some critics.
BMW had no hesitation rolling out the latest technology features in the E39, among them an in-dash GPS navigation system. Four successive versions of this system, the first three CD-based and the fourth DVD-based, were implemented over the course of the E39’s production. Anticipating these updates from the start, BMW utilized a flexible bus system, making it easy for owners to retrofit their cars with the latest software.
For all its class-leading handling prowess, capable powertrain, sumptuous interior, advanced technology features, and Teutonic engineering, the E39 is generally regarded as the pinnacle 5-Series, and overall, one of the best packaged luxury sedans of the era. The E39 M5, in particular, is commonly named as one of the greatest BMWs ever produced. By the end of its life cycle, most competitors had been redesigned and improved, yet despite its age beginning to show, the 5-Series was still one of the most competitive luxury sedans in its class right up until the end in 2003. Although it went on to achieve higher sales, its E60 successor grew in size, softness, and complexity, with its somewhat controversial styling and iDrive infotainment system panned by critics.
(The E39’s immediate successor, the E60, produced from 2003-2010)
Having recently driven a 2016 535i xDrive, I can say that I was more than a tad disappointed. Power was there, but the car’s 8-speed automatic frequently took too long hunting gears to make adequate use of this power when accelerating, and downshifts were noticeably jerky (something unexpected, as I’ve never had these issues in other modern BMWs with the same ZF transmission). Steering was thankfully good as far as the overly power-assisted systems in new cars these days go, but that sweet revving sound I was hoping for was missing, even when artificially amplified in “Sport” mode. 300 horsepower may sound like a lot, but with 4,200 pounds of bulk, a number that is actually higher than the 2016 740i, the 535i xDrive felt painfully heavy.
Granted the 2016 750i does have a twin-turbo V8 with 145 additional horsepower, but even with an extra 400-pounds and 13 inches of length, the 750i I’ve driven feels remarkably more agile, athletic, and sheer exhilarating than the 535i. Realistically, I’d much rather take a 500-pound lighter 335i xDrive (or better yet, skip the unnecessary xDrive and save 200 additional pounds) with the same engine, less sound deadening, and a few less luxury features for a driving experience that I can firsthand attest is lightyears more enjoyable and exciting.
Given where cars in its segment are going in this day and age, I doubt we’ll see a return to the E39’s size and dynamics in a near-future 5-Series, as that mission is largely being carried out by the 3- and 4-Series now, with the 2-Series subsequently taking the role of 3-Series coupes of yore. While the 5-Series might indeed remain a full-size automobile (the current F10 is as long and wide as the short-wheelbase E32 7-Series), it’s likely the next generation 5 will take its lead from the new 7 and go on a weight reduction program. We can only hope in that in the process, the 5-Series gains back some of its dynamic road manners cars like the E39 possessed.
Related Reading:
Peak 5-series indeed. Got the E39 530i Touring with full options. Best car I’ve ever driven and the only wagon that truly handles like a sedan.
Certainly peak BMW styling.
I miss the days when BMW made a worthwhile automobile that was truly special. Having owned a couple of ’90’s models (E30 325i and an E36 M3), and driven a few of my late-wife’s ex-husband’s models (E34 M5 – God I wished I’d have had the money when he decided to trade that one, E39 540i with the six speed and sport option), I have very fond memories of what BMW used to be: The Ultimate Driving Machine.
Today? To say “not so much” is to engage in a great amount of understatement.
3-series – overweight, no better than the competition, and to see one on the street is to safely bet that the owner is a status-seeking show-off who’s leasing because he couldn’t possibly afford the car (sometime in the past seven years it was released that 70% of all 3-series were leased).
5-series – big, porky and soft. Manual transmission no longer available.
7-series – big, porky, soft, ugly, and so overly-technologied that even among the reviewers its an also-ran to Mercedes, Audi, and . . . . . . Lexus? Dumbing down to be the equal of the Cadillac XTS.
Z4 – used to be a sports car, now its a soft grand tourer, crowding in on the Lexus SC430 market.
X6 – the abomination of the western driving world.
Yes, they had a smart business plan: To hell with the enthusiast driver (they invariably buy used and there aren’t enough of them anyway) and go for the mass market. Waiting for them to bring out a Chevrolet equivalent. After all, there’s a lot of drivers out there they aren’t selling to yet.
Fortunately, they still make motorcycles.
I agree. These days, you’d be better off in whatever equivalent car Volvo is offering. What happened to BMW in the last 10 years?
I suspect Mini is BMW’s “Chevrolet” division. And what about the 1-series? That model range took me by surprise.
Empirical observation is always risky, but I don’t see many BMWs driven with any engagement, so you’re probably right about enthusiasts being an outlier market. One would think, however, that ordinary German buyers might still care, unless they’re getting soft now.
Long ago I was driving PCH in California rather quickly in my dumb Escort, & was only passed by a 2002. Now there was an enthusiast, I thought to myself.
I see where you’re coming from, and agree to some extent, but must respectfully disagree with your claims of the 3 and 7-Series.
The current F30 is indeed larger than its E90 predecessor, as is nearly every new car compared to the outgoing model. Had BMW kept identical dimensions as well as the same base suspension, those would’ve been the first criticisms they’d receive from the media: “backseat isn’t large enough for adults” and “ride is harsh”. Not to mention the fact that in the growing Chinese market where owners don’t drive and are driven, rear seat space is key.
The claims that the F30 is an inferior handler are mostly overstated and overused. I’ve driven 328 and 335 versions of both the F30 and E90, and honestly there isn’t much difference. The only major detriment of the F30 is that steering is more overly assisted, requiring less effort than I’d like. That said compared to competitors I’ve driven, F30 steering is still superior.
It’s really not that the 3-Series has gotten worse, as that the competition has become better. A decade ago, the 3-Series was a big fish in a small pond. The IS was merely a rebadged non-premium, virtually subcompact rebadged Toyota. Cadillac had nothing in this class and the C-Class and A4 were decidedly less refined. You’ll also be happy to know that the F30 3-Series’s base curb weight is actually less than the E90’s.
As for the 7-Series, it blows the soft and dated A8 and LS (which I might add is very uncompetitive and Toyota parts bin inside) out of the water. The extensive use of carbon fiber in its construction has allowed weight to decrease over the previous generation. A car that size isn’t going to handle like a go-kart, but for a car its size, the G11 surprised me with its acceleration, tight cornering and the overall feel that I was driving a smaller car.
The S-Class of course, will always be the benchmark in this class, due to its heritage and sheer levels of rear passenger comfort (after all, the majority of S-Classes see chauffeur duty over personal vehicle). I haven’t driven the S-Class, but I’m willing to bet it isn’t as dynamic as the 7-Series, which I’d hardly call “soft” for a car in its class.
BMW’s move to become more mainstream is of course to gain more sales. Low lease rates are of course part of this, but in a day when people who own their cars are keeping them even longer, it’s the only way for all automakers to keep moving cars. Even most people I know who have Honda Civics lease them. Leasing is the new buying.
Consumer buying power has dictated BMW’s decisions. Cars that are more comfortable and have more space and technology features is what sells.
Yes, there are still good cars in the BMW portfolio that will appeal to the driving enthusiast (ok, the rare driving enthusiast who buys or leases a new car). The problems are:
1. Picking those cars out in the BMW catalog and bypassing all the “appeal to everyone so we can move more metal” models. They’re in the minority. An ever smaller minority. And even the M cars are losing their hard edge and becoming overpowered, overteched barges
2. Having the dealer stock one or two of those cars. A couple of months ago, I dropped by Richmond BMW/Crown Mini just to look around. If I wanted something with a manual transmission, new, that day, I would have had to take a Mini. Yeah, a large inventory of BMW’s in stock and they’re all automatics (I call anything with two pedals an automatic, no matter what the actuation, because you can put it in full automatic mode).
3. There was a time, from the beginnings of BMW in the US until about a decade ago, that EVERY BMW was an enthusiast driver’s car. From the smallest 318/320 to the big stuff. Even if you only wanted the small engine version with the automatic to run the kids for school and do the “ladies who lunch” bit, you got a car that with the replacement of the transmission was one hell of a driver’s car. Today? See #1, then #2. Just like every other entry level to full luxury car manufacturer.
Somewhere after the E46, BMW fell off my radar. It got too soft, too loud, and too “look at me” status conscious. If I were looking for something in the 3-class (yeah, used, I can’t afford new anything anymore that’s much more than a Fiat 500), my three main choices are:
Lincoln MKZ
Buick Regal
Acura TL or TLX
Notice something in common with those three? They don’t scream “look at me and how well off I claim to be!” True luxury is subtle. And the name on the hood doesn’t necessarily matter.
Lincoln MKZ is more or less a larger mid-size luxury car for comfort, just like the Continental in the ’80s. I can’t really say it competes against anything besides Cadillac CTS and larger Lexus sedans.
Buick Regal is pretty disappointing though, because of the powertrain. It’s really weak, quite a waste to the tight body. And the seats are not comfortable.
Almost forgot, there was also a time when those numbers on the rear deck actually told the world what you had under the hood (usually with a margin of less than 100cc). Nowadays, they’re meaningless.
Another lie added on to “the adequate driving machine”.
Another ‘driving purity issue is the turbo fours having replaced the n/a inline sixes. For some reason it feels like they crossed another ‘line’ with renaming the 328/528 to 330/530 with the most recent updates too.
One of the most handsome sedans ever made. Even an XJ6 looks slightly inferior next to one of these.
It’s interesting how the succeeding generation now looks more dated. Great designs are timeless, not trendy. I’m still not sure why BMW was so eager to leave their German design roots behind. Were they trying for greater appeal to (non-enthusiast) Americans?
The market dictated it. BMW sales are very strong–they just responded to what consumers are demanding. A relatively small percentage of buyers/leasers are looking for that finely honed driving machine, so BMW puts more into the technology and less into the engineering.
Couldn’t agree more. There’s a silver 530i in my neighborhood with the M Sport package that still catches my eye (and the owner keeps it spotless). Chris Bangle’s flame surfacing always felt forced, and it has aged badly on the subsequent e80, and the current 5 is just flabby. Although it must be said that the current 3-series sedan, hardly any smaller than the e39, is pretty taut and I think will age pretty well.
Oh, to have an e39 M5 in the driveway (and someone else’s credit cards to keep it running)
Brendan, thanks for the great write-up on one of my favorite cars. Your points hit very close to home for me, as my wife and I had a 2002 E39 540i and now have a 2013 535 Xdrive.
The 540 was an outstanding car. The performance and handling were amazing, and the interior was beautiful and businesslike. The back seat was very small though, especially for the size of the car. As the kids got bigger, we really did find it very tight. But we loved that car–it was a great BMW and worthy of the name and reputation.
We hated the redesigned E60 5 Series. The front looks almost like some sort of cheap Pontiac, and the rear lights were just bizarre. Inside wasn’t much better. So no 5 Series of this generation graced our driveway.
However, given our great experience with BMWs, when the redesigned F10 came out, we liked it enough to get one. Notice I said “like” not “love.” Compared with the way BMWs used to be, the F10 seems soft and detached. It is a handsome car, and comfortable, but in no way engaging. Very sad for the Ultimate Driving Machine.
These really were the peak of a fine line. My favorite would be at the very bottom of the USA line with a manual 525i with the sport package. This got you the lightest weight yet still with the suspension mods and the magical BMW inline 6. Skip the premium package, the leather and wood always seemed tacked on in these. What a car of a lifetime.
The followups never quite matched but how could they really. Every year the car was more mainstream and the growth markets were in developing countries where the owner is a passenger and he values his comfort, not the skidpad. So now every car has to be the same, not too sporty and not too floaty. I miss the extremes and the choices. Good writeup.
My Mom has an E60. I got to drive it on the highway once…it was a very competent car…no lack of power…quite tossable….fun too drive with enthusiasm.
That being said….I have just as much fun, if not more, driving my Honda Accord.
I used to own a 2001 525i automatic. Slow by American standards, yet still the best all-around car I’ve ever owned.
If BMW were still building them, I’d buy one. (Well, I’d lease it… they weren’t particularly durable, and I wouldn’t want to be on the hook for repair costs!)
“Taking place of the pedestrian looking rotary dial and slider bar climate controls was an imposing wall of symmetrical buttons for the climate…”
A portent of things to come and an early sign of the rot setting in. HVAC controls shouldn’t be “imposing” or “symmetrical”, they should be simple and easy to use in heavy gloves and/or at autobahn speeds. That’s the way the Germans had always done it, makes you wonder whatever led them to look at the center stack of an optioned-up GM10 and think that was the way forward.
If I’m buying a luxury car that costs three times as much, I don’t want any controls to resemble those of a subcompact econobox.
Personally, I really like the toggle controls for driver and passenger temperature in my Acura. Up for warmer, down for cooler.
Re: the comment about the current BMW styling being “trendy,” while the specific models of the 5-series featured here were typically BMW in their conservatism and strong corporate identity, the current models, like current Mercedes, ape the Asians, probably in an effort to be “cutting-edge.” The problem is that once you ape anybody, you are no longer cutting-edge, but a follower, back in the pack. However, BMW’s treatment of the sweepback front light assemblies strikes me as a caricature, perhaps unintentional. They look like what some USA grade-school kids once did to taunt their Japanese-American fellow students, by pulling their eyes out sideways to mimic Asian “squint-eyes.” I’m old enough to remember that, and remember too that at the time the memories of World War II and fighting the Japanese were not that far in the past. Maybe BMW designers are too young to remember; or maybe they didn’t do that because their ancestors did not fight the Japanese, but built engines that went into Luftwaffe aircraft meant to kill British and Americans “for the glory of the Fatherland and the Master Race.”
NOTE: My father-in-law’s brothers, and others in the family, were members of the Gernan-American Bund. He wasn’t. He enlisted…underage. He didn’t care if he was to be sent to the Atlantic or the Pacific, and wound up fighting Japanese on Okinawa. By the 1990s he was willing to consider Japanese cars, and after a distressingly bad experience with a Ford and a Saturn, he bought a Subaru. But he never even thought about buying German.
FYI, BMW’s primary WW2 aero engine was the 801, used in the FW-190. It was probably influenced by the Pratt & Whitney Hornet, built under license during the ’30s. However good the FW was, its engine ran out of puff at the altitudes American heavy bombers flew at; the Me-109 with its DB-601 V12 flew better there. However, the Me had inferior armament unless it carried performance-robbing gun pods since it took serious firepower to down a B-17.
And the FW-190 itself was inspired by US & Japanese Navy fighters, which designer Kurt Tank noticed were all radial-powered.
I completely agree with the title that the E39 is the pinnacle for the 5-series model and it looks like it’s all been sort of downhill from there.
These are also beautiful cars, the kind of car where I wouldn’t care which engine it had.
There is a navy blue one of these in my neighborhood that I am not sure has ever moved since I first noticed it. When I drive by that house in my Civic of about the same vintage, I hope that BMW just sits on the same spot after every trip….and I envy the owner.
Great article. I have a 2003 525 Touring manual that I absolutely love. With 3 kids I needed a little more room than a 3 series so I went with the 5. I couldn’t be happier. Handles and drives fantastic. Feels much lighter and smaller than it is. The only element of the design I would change would be the headlights. I do prefer the more classic headlight design of the E34. Overall a very cohesive design though, that was really well thought out. The solidity of the car is amazing, reminds me of some Mercedes I have been in over the years in that it is kind of vault like when you close the doors.
These were nice looking cars with comfortable interiors and sound handling. They were the last attractive 5-series in my opinion. They were also the last BMWs bought in meaningful numbers by my peer group. Perhaps it was due to the hideous aesthetics of the Bangle cars, but it was at least equally because of the ownership arc of these cars. New owners loved them and pledged lifelong devotion, planning on retiring them to their vacation homes and keeping them forever. Usually less than a year later, they didn’t want to talk about them, and looked angry if I brought them up. I bet I can still tick off a bunch of former enthusiasts just by saying the words ‘body computer.’
Every time I see one I remember one of my old bosses who kept taking his 535i back to the dealership. They couldn’t get the gap between the arches and the top of the tyres the same on both sides of the car.
I’m also reminded of the Jaguar Kensington…
I’d not spotted that before, but from the A pillar forward it’s uncanny!
To be honest, for the longest time, I refused to give BMW any leeway or praise. Growing up, when I was little there were three brands that when I heard them I knew said luxury, Mercedes Benz, Rolls Royce, and Cadillac. The merits of their models could be debated, and indeed, they often were (When I was growing up the Cadillac that was starting to be put on a pedestal was the gaudy, over priced, tacky as all get out POS that we know as the Escalade) but these brands I understood meant luxury. BMW was a brand that I regarded as being a luxury brand, only because everyone else did. They didn’t seem high end to me, they only seemed that way because others did. It also didn’t help that the first thing that still comes to mind when I hear that is not “Handling” or “Sport” or “The Ultimate Driving Machine”, it was “A**hole Drivers.” and with a very good reason. (I still make the joke that BMWs often have turn signals as dealer installed options rather than coming from the factory with them.)
The other thing that cemented it was that in my senior year of high school (When I wasn’t driving at all, not even having a learner’s permit), I was doing a one act film for a one act festival in my school (I was a drama kid, met a lot of good friends in drama class). Anyways, I knew of the director and he drove a BMW 3-series, a relatively modern one that was used (Typical Southern California, any brand that can be found in a high school parking lot can no longer really be considered a ‘luxury brand’, there’s plenty a high school kid I’ve seen have Daddy give them a Bimmer for the 16th birthday) and I got to ride in it. Admittedly the kid was very nice, but I couldn’t tell you anything about that 3-series, other than the fact that my 6’3 frame was too small for the backseat so my head rested against the sloping glass partition. Not exactly good impressions for a luxury car.
Nowadays, I’ve cooled on BMW a bit, there are some models that I do in fact like (M1, the E32 and E38 7-series, the 8-series), but as for their current product line? No, not really. There’s not a BMW I would buy right now, other than the BMW i8, but considering that’s a pipe dream car that’s in a segment where the typical buyer has far more money than taste, that’s not viable. To be fair, I wouldn’t buy most luxury cars that are being sold brand new, and if I did, they sure wouldn’t be from ze Germans at all. (Not that I can, but that’s beside the point). I guess, in many ways, I still don’t understand why BMW is still popular when there are more viable competitors out there, unless it’s just by a sense of duty and acceptance amongst the common status seekers of the U.S. Especially when you consider some of there current lineup like the X6 (or as I call it “the German Aztek)
As for this generation 5-series, I can certainly respect it’s merits for it’s handling prowess and performance pedigree, but I just always thought these cars were a touch too small for my tastes. (I’m a full size kind of luxury guy myself)
E34, the last of the analog BMW’s. Everything since is digital pate de fwa gwa.
Wasn’t the E39 GM’s benchmark for the Zeta platform (i.e. Chevy SS, 2010-2015 Camaro)?
I know I’m preaching to the choir, but I strongly prefer these to their successor, the E60. Not only has the E60 aged badly to my eye (the E39 has aged, but gracefully), but it introduced idiocy like run-flat tires, battery “coding”, and the two-step ignition (even if not equipped with keyless ignition). iDrive was at least improved over the E60’s run. The current 5-Series is a vehicle I have given absolutely no thought to since its launch. Hopefully, the new 7-Series is a good sign.
However, as much as everyone loves to pile on the F30 3-Series, it is the car luxury buyers want.
My Mom is still driving her 1998 528i. It just hit 80k miles and is in showroom condition. She absolutely loves that car and has no intentions of getting rid of it. Whenever I drive that car I still get that old BMW feeling, something the newer ones have lost IMHO. I think the design is timeless as that car still looks amazing for a 17 year old car. Overall she has had very few problems with that car over the years. The A/C controls had to be replaced once, and she had a coolant leak from a hose that decided to let go one 100 degree summer day. Other than those few minor things it has truly been a fantastic car.
love these cars- best car I ever drove was a 1997 BMW 540i Sport 6spd manual with a V8
Cause of death? we had an early model 1997 with some unobtainium ABS computer parts……only early 1997 models had this specific part and could not be found for love or $$
Love these E39’s. A clean, classic look. No Bangle butt.
My dad has a 2001 525 with the automatic, it’s not fast but it’s reasonably quiet and smooth – that inline six. Fuel economy is not bad.
Thank you Brendan for highlighting this legendary BMW model. Since I first set eyes on my first BMW in high school (a 1600) many models over the years were on my shopping list. Buying one would elude me for a long time but in late 2009 while looking for a domestic car in a particular price range I came upon a nice, sandy coloured 2003 530i gently used by a realtor. She had it in the garage over the course of several months using a newer SUV for her work. An offer was made and my wife and I finally had a BMW.
It was a wonderful car not loaded with options, but well equipped, powerful, good on gas (30 mpg) at 120 km/ph. Sadly it as written off in November 2013 when a guy blowing a stale amber light collided with my wife waiting to make a left turn. The night of the collision I began searching Kijiji and Autotrader knowing the car would be written off. Three weeks later we found a somewhat suitable replacement, a 530i with M Package. Not as well maintained and slightly higher kms but I worked my magic and detailed it enough so that it looks just fine. Some money had to be spent to make it run better and so far all is well.
We’ll keep the car for as long as possible. I have no desire buy a new BMW as its time to set aside some money for retirement. It’s sad that BMWs are less about the driving experience and more about electronic gizmos. I enjoy driving very much but having driven a few of the newer models, I’m just not into them.
So thats the peak ok I’ll take your word for it, I just remember J Clarkson saying you go as fast if not faster for in a Vauxhall VXR with handling as good plenty of comfort and toys less annoying electronic crap for 10,000 pounds less money, and a supercharged V8 soundtrack for icing on the cake.
Loved and still love both the E34 and E39 designs, both are classy and timeless designs. What has come since is just meeeeh.
Definitely peak 5-series. A friend bought a ’98 540i-6 speed in 2004 or so. Beautiful car, identical to the black example pictured in the article, same wheels and everything. He had to replace the wheels after a year or so as they were leaking air in several places–evidently a common problem with that design. He went with some 19″ E60 M5 replicas, which changed the look of the car considerably. Mostly good, but I did like the originals. Fantastic car though, powerful, responsive, great interior. It had well over 100k miles when he bought it, and ended up selling it after 2 or 3 years partially due to it being a bit of a money pit. Also partially due to his habit of keeping cars only until they bored him..
I might be in the market for a used station wagon sometime next year, and if I am, and if I can find any, a 530 Touring of this generation would be something I’d consider. (Shame they didn’t make a 540 Touring.) Money pit potential is a bit scary, but what a car…
They made the 540i Touring, both in manual and auto form. Not sure whether these were offered in the states, but I’m sure you could get at least pre-facelift automatic 540i Tourings. Motorweek tested them.
As a proud E39 528i manual owner, I couldn’t agree more with the article (apart from the bit about the E39s styling, imo they are one of the most beautiful BMWs full stop). They are getting older now so typical old car problems will occur sooner or later. But parts are easy to come by (at least in Europe, also lots of parts sharing with other BMW models) and with the help of the huge E39 community, they are fairly cheap to run and easy to fix. Together with the other 90’s BMWs, the E39 is one of the best used car purchases you can do for your money right now. Incredible cars, and in case of the M5 and Alpina versions a guaranteed future classic.
Not so sure about the statement “fairly cheap to run.” Although our first 03 530i needed only regular maintenance. It was well maintained and clearly pampered by the first owners. Sad to look at it in the towing yard the day after it was hit in the front one winter evening.
The replacement 530i was used as a work car by a realtor and while he repaired anything that broke, he did not give the car the attention it needed. So we come along and sink almost $3,000 in replacement parts and work to get it running to the standard I expect of such a model. It will soon reach 200,000 kilometres and some items will need attention again and I’m okay with that. My wife likes this 530i almost as much as the previous one. We will enjoy it for as long as we can hopefully to 300,000 kms and beyond.
Chris M,
North America only had following Touring (station wagon) models: 528i, 540i and 525i. 530i was available only as a sedan on our shores in E39 generation.
I suppose I’m wrong about the touring then. Was it the E34 generation that offered a 530 Touring but not a 540? Or am I completely crazy?
In any case, amend my statement to “a 540 Touring of this generation would be something I’d consider.”
Six months ago I bought a 328i Touring E36. I like it a lot, and when I´ll fix a couple of things it will be a really nice car. But I miss some refinement: less road and aerodinamic noise, more comfortable seats, better quality interior…sometimes I think I should have bought an E39. Does the E39 feel a lot heavier than a E36, or is it more or less as nimble?
Its probably one of the best handling midsize sport sedans you could buy, especially the lighter 6-cylinder models. I don’t know how it compares to the E36, but I doubt it will handle much worse. It will certainly feel more expensive and modern.
Yeah, although E36 styling seems sharper to me, perhaps I should have bought an E39 528i/530i. My fear was the added complexity (I like to “try” to work in my cars) and a heavy, ponderous feel, but looks it´s worth.
I don’t think the E39 is much more complex or harder to work on than an E36, the drivetrain and many electrical and other components are identical after all. They do need a bit attention, but if you like BMWs its worth it.
Brendan, E39 was never offered as 535i in North America. I believe you were thinking about 530i.
After 50 years of motorcycles and dozing off at 75 mph but waking before something ugly happened I said “enough of bikes”. I had never had a bmw but the e39 always impressed me with their classic looks unlike newer 5 series. I found a very nice 2002 black e39 330i. It has the M sport and premium package. I hate leakers so I had the oil pan gasket, rear main seal and front tranny seal replaced for cheap by a friend of mine. I ha ve also replaced 3 window regulators and more. But I have a total of under six grand invested in it.. It puts a smile on my face every time I drive it, I will take it to my grave.
I had the pleasure of driving a 2021 540i recently when the car rental agency gave me a free upgrade. The only other BMW I’d driven is my brothers old 1994 3-series. Anyway, I was very happy driving it and received many compliments. I think it is a very nice vehicle. The only issue I had was sometimes it didn’t want to lock the doors with the remote control. Especially in the morning when it was below freezing.
I dread the thought of owning a European car and if I was in the market for something like the 5-series I’d probably buy the Genesis G80, G90, or a CPO Kia K900 instead. Just because I think those would hold up electronically better than a BMW would over the course of time. Resale value be damned.
But I don’t fault anybody for buying a BMW instead. They are really comfortable cars and ride as smooth as anything this side of a 1970’s Cadillac when in “Comfort” mode. Like I said, I really enjoyed driving it!
All right! A Brendan post means a look at The Good Stuff.
I have nothing much to add except to say, “Damn, what a good-looking car.”
Pretty much most BMW models that came after I’d rather not see.
In fact, none I can think of.
I had a 2003 E39 530i – this exact color, but M pack, so BBS style wheels and slightly lowered. One of my favorites! Great handling with an equally great ride – that got ruined in the next generation when run flat tires were used. Lovely straight 6, but cooling systems only lasted 80,000 miles and the seat adjustment cable sheathing “grew” with use and the heat of California, leaving the seatbacks skewed to one side and requiring the seats to be dismantled to cut 2′ off – pig of a job! The gearbox also needed some minor work at 120,000 miles.
What a contrast to my brand new 2014 Mercedes E350 company vehicle in all respects, despite being over 10 years older. The Merc was rougher riding, its V6 rougher ran as if on 5 cylinders with rough gearchanges it looked horrible, both inside and out. The stalk layout was unergonomic and confusing and there were quality problems such as optical imperfections in the windscreen. Total disappointment after my wonderful experiences with W124s and I preferred to take the E39 and pay my own gas rather than drive the E Class.
The Joji Nagashima designed E39 was pretty near “peak BMW” for me, along with the E36 and 46 3 Series. Handsome, urbane and a treat to drive – I miss mine and would love to have one again. Maybe a 540i/manual or M5.
Look at BMW’s latest direction and see whether you agree that they have lost their design mojo…..
BMW’s latest…..
Nice KiForChevToMitsNdaiDaUoka! ®
Nostrils on wheels.
Nice cars to drive but can be incredible money pits as they age… also their status connotation is a negative imo, but BMW sales show that there are those who need that kind of self-affirmation, as most owners probably don’t appreciate or use the goodness of the chassis dynamics, and believe that they’re more durable than they’ve proven to be over many decades.
BTW back in the ’70s we owned a ’71 2800 4 Spd and ’75 2002 4 spd. There hasn’t been one BMW I’d want since, having experienced what I’d consider to be the true “peak” BMW.
Lovely cars, both! I’d love a 2800 or 3.0 sedan, or an ’02ti or tii. E9 coupe is my favorite BMW and one of my dream cars – ice blue metallic with Alpina rims, please!….
Chris Bangle, who ruined the 5 and 7 series, did to BMW what Irv Rybicki did to GM in the 1980s. No taste when it comes to styling.
Current model: “…sound I was hoping for was missing, even when artificially amplified in “Sport” mode.”
BMW: The Ultimate Pretend Machine
My 1995 540i/6 E34 asserts that it, in fact, was peak 5 series. Guy I bought it from sold it in favor of an E39 because it didn’t have enough gadgets. That’s exactly why it appealed to me…
In 1998 I spent a few months living in Los Angeles with a friend who had a black E39 528i. I remember driving across the desert on the way to Vegas, with the air-conditioning blasting and Cole Porter on the stereo and thinking: “This. This is what the 20th century was invented for.”
When I hear ‘F10’ I always think…..