THE HISTORY OF THE BMW 5 SERIES.

The idea goes back to the end of the fifties, its success continues today. At
that time, the decision was made at BMW to develop an automobile which had not
existed up to that time in Germany: a stylish, average-sized four-door car with
a sporty chassis and powerful engine; comfortable enough for five passengers,
agile enough for fast motoring. The marketing strategists gave it the name "The
New Class": in 1961 the BMW 1500 was born.

The design of the New Class was neither conservative nor was it influenced by
the American style; instead it was more reminiscent of Italian lines - after
all Giovanni Michelotti at been involved in the design. The 4-cylinder in-line
engine with overhead camshaft and V-shaped hanging valves was the first German
touring sports engine. With a maximum output of 80 bhp at 5700 rpm, the BMW
1500 approached a top speed of 150 km/h.

The wheel suspension of the new BMW attracted particular attention. The wheel
location of the front wheels was provided by a transverse link, supported by a
tension strut and a McPherson strut. The rear wheel suspension was particularly
sophisticated, controlled by a rubber-mounted transverse link bolted to the
differential. The driving response remained neutral in virtually all
conditions, the suspension was tight but not uncomfortable. The interior
provided safety features such as padded upper and lower edges on the instrument
panel and a padded steering wheel hub.

The BMW 1500 found a very positive response, both amongst the international
automobile press and customers. Only a year after the start of production, a
sibling model with a 1.8 litre engine and 90 bhp - the BMW 1800 - was put on
the market. In 1964 and 1966 respectively, the BMW 1600 and 2000 followed. And
in 1969 the top model of the New Class appeared in the form of the BMW 2000
tii, the first BMW serial production model to have a petrol injection system.
As early as August 1965, BMW customers could order an automatic transmission
for the first time. The 1800 model was also available with a ZF three-speed
automatic transmission at extra cost.

Up to the end of production in 1972, the New Class had become the most
successful BMW model series. 329,626 cars of this type had come off the
production line in Munich. BMW had finally achieved the step of becoming a
successful mass producer of automobiles.

Code name E12: the first generation of the BMW 5 Series.
"The new 2-litre 4-cylinder car of the Bayerische Motoren Werke bears the model
designation BMW 520 ('five-twenty'), diverging from previous designation
practice. Here, the first figure refers to the body type, the second and third
to the engine capacity." With this statement, a new generation of automobiles
was presented at the IAA motorshow in 1972: the 5 Series.

The appearance of the two initially presented models, the BMW 520 and BMW 520i,
was characterised by a whole new design style: large window areas and a deep
waistline were the most striking features of the new shape, along with the
typical double headlights. In the cockpit, a markedly economical functionality
dominated. BMW had created a style which was to last for decades, making the
brand unmistakable to this day.

In the design of the body, which offered further improved passive safety as
compared to its predecessor, BMW had for the first time made more extensive use
of computer technology - still in its infancy at this time. Computer-calculated
front and rear crush zones with controlled, optimum deformation guaranteed the
greatest possible occupant protection at the time, with a high degree of body
stiffness being achieved by means of roll-over bars integrated in the roof
construction.

New 4-cylinder with swirl combustion chamber.
In the conception of the revised 2-litre 4-cylinder engines, in the BMW 520
with two Stromberg horizontal draft carburettors and in the BMW 520i with
petrol injection, reference was made to experience with the new 6-cylinder
engines, in production since 1968: the combustion chamber was developed into a
triple sphere swirl pan with combustion concentration on the spark plug. The
result was a high anti-knock index and low fuel consumption. On the chassis
side, too, considerable advancements were made on the New Class. The wheelbase
and track were significantly enlarged, the front axle with individual
suspension and transverse link, tension strut and stabiliser now had struts
tilted back at an angle of 12° with trail. The sophisticated rear axle
semi-trailing arm developed by BMW remain essentially unchanged. All in all,
spring travel was lengthened by 20 mm and the car displayed safe, easily
controllable driving qualities with sporty but comfortable overall suspension
settings.

The new models were excellently received and as usual the performance-oriented
BMW clientele soon wanted additional, even more powerful models. So only a year
passed before BMW put the first 5 Series model with a 6-cylinder engine onto
the market, in the form of the BMW 525. In 1975, the 165 bhp 528 followed. Both
models were fitted with carburettor engines borrowed from the big series and
promising superior driving performance. In particular the balanced BMW 525
developed alongside the BMW 520 into the most successful representative of the
series. The BMW 518 with 90 bhp appeared in the summer of 1974 as a relatively
economically priced entry model to the upper medium category.

In 1977, the series was revised in terms of visual details, and the BMW 520 was
given a completely new 6-cylinder short stroke engine with double register
downdraft carburettor and an output of 122 bhp. The new top model was the BMW
528i with 176 bhp and from 1978 with 184 bhp, the first BMW 5 Series to break
through the 200 km/h barrier - still magical for a sedan in this class at the
time. The 3-litre BMW 530i came out in the autumn of 1974, especially for the
US market with its increasingly stringent exhaust gas regulations.

The M 535i was developed by BMW Motorsport GmbH - founded in 1972 - and marked
the final power increase of the first BMW 5 Series in 1979. This car was little
changed on the outside and was powered by a 3.5 litre short stroke engine with
218 bhp. Fitted with a 5-speed sports transmission, only 1,410 units of the M
535i were produced: it was the first model of the category of automobiles
derived from serial production models - a category which has remained a
tradition to this day.

With this first generation of the 5 Series, which came to the end of its
lifecycle in 1982, BMW was able to more than double production of automobiles
in this class, with over half of all 5 Series being exported. Apart from a
small number made between 1972 and 1974 at the Munich plant, all BMW 5 Series
were produced at the new plant in Dingolfing.

Qualitative lightweight construction for greater lightness: the second 5 Series
generation E 28.

BMW had already presented the successor models of the E12 series to the press
in the summer of 1981in Munich. Although it was not entirely recognisable as a
completely new automobile at first sight, it nonetheless reflected a great deal
of painstaking work to optimise the body, interior and technology. By means of
'qualitative lightweight construction' - i.e. improvements in construction
details - and the use of new materials, the weight of the new models was
reduced by 60 kg to 90 kg, making the BMW 520i the lightest car of its class.
The smoother body and a slight wedge shape with a raised rear reduced air
resistance as compared to the predecessor model by 12% to 0.385.

This time, BMW immediately put out four models with a broad range of engines:
the 518i with 90 bhp carburettor engine and the three injection 6-cylinder
engines 520i, 525i and 528i with 125,150 and 184 bhp respectively. The BMW 520i
with a compression ratio increased to 9.8 : 1 was regarded as the most
economical 6-cylinder of its class. Passive safety was further improved in the
new 5 Series. The completely redesigned interior reduced the risk of injury by
means of new materials and by reducing the sharpness of protruding parts as
much as possible.

An absolute novelty was provided by a whole range of new electronic systems
such as the service interval display, Energy Control, Check Control and the
electronic heater regulation system. ABS and on-board computer were optional
extras.

The wheel suspension now used the double cardan universal joint strut with
angled coil springs offset to the shock absorber which had been used in the 7
Series models since 1977. The well-established transverse link rear axle was
completely revised and used for the models 518i, 520i, 525i and 528i in two
variations, differing in sweep. All these measures ensured that the new models
were more agile and had greater stability, with at least the same level of
comfort.

In 1983 the new 5 Series generation was expanded with two especially
interesting variations, the 525e and 524td. The small "e" in the model
designation of the BMW 525e stood for the Greek letter "eta", the mathematical
symbol for the efficiency factor. The aim with this model was to critically
reduce fuel consumption without foregoing characteristic BMW properties such as
superior output and engine comfort. With various measures which resulted in
lower frictional losses and optimised cylinder charge with air/fuel mixture,
this aim was met in the BMW 525e.

BMW 524td: the diesel revolution.
A revolutionary decision in the history off BMW was to penetrate the highly
competitive market for diesel automobiles and thus develop a new generation of
engines. Finally, in June 1983, the BMW 524td was presented. BMW had faced up
to the challenge of constructing a diesel engine which was to unite the
benefits of the diesel principle with characteristic BMW qualities such as
dynamic performance and running smoothness. Thus the BMW turbodiesel engine was
created on the basis of the existing in-line 6-cylinder engines between 2 and
2.7 litres capacity. With turbo supercharging and large flow cross sections in
the intake and outlet valves of the 2.4 litre engine, a high output of 115 bhp
was enabled. The further developed swirl chamber combustion process also
offered excellent conditions for low fuel consumption and combustion noise.
According to DIN norms, BMW achieved a fuel consumption of just 7.1 l/100 km
with this modern turbodiesel. With a top speed of 180 km/h and acceleration of
13.5 seconds from 0 - 1

00 km/h, driving performance figures were realised which set new standards in
dynamic performance for diesel automobiles.

A particular highlight of this 5 Series generation from 1984 was the first BMW
M5, built in small series. With the 286 bhp 4-valve engine of the BMW M635CSi
and a chassis adapted by BMW Motorsport GmbH to the enormous output, this
exclusively fitted four-door model proved itself to be one of the fastest
sedans in the world.

After a production cycle of seven years and a new record with over 722,000
units produced, this series was replaced by the entirely new vehicles of the
third BMW 5 Series generation.

The E 34: a new dimension in the upper medium category.
In January 1988, BMW presented a completely new 5 Series, highly sophisticated
in every detail. The larger and much more spacious, strikingly wedge-shaped
body not only provided more interior space but also achieved a much improved
air resistance figure of 0.30 - 0.32 depending on the model

Under its body, the chassis derived from the 7 Series with double tube gas
shock absorbers, double cardan universal joint strut front axle and precision
arm rear axle had a positive effect. Larger brake discs matched the higher
output levels of the engines.

In terms of passive safety, the vehicle front structure was designed to exceed
the requirements of the stringent US safety norms: up to an impact speed of 56
km/h the passenger cell largely retained its shape.

For the first time in the history of the medium BMW series, the series was
launched only with 6-cylinder engines, with the spectrum ranging initially from
the 524td with 115 bhp to the 535i with 218 bhp, but other variations were
quickly developed. It started in the summer of 1988 with the new M5 with 315
bhp 4-valve high performance engine with Bosch Motronic, from 1992 tuned up to
340 bhp with a longer stroke and higher compression. From 1994, the M5 was even
available with newly developed 6-speed transmission and also in a touring
version. In 1991, a more powerful turbodiesel version appeared with 2.5 litres
capacity, charge air cooling and 143 bhp.

From the model year 1992, BMW fitted all automobiles as standard with ABS, and
with the new 525iX, permanent all-wheel drive which had seen its debut in 1985
in the 3 Series was now available in the upper middle category too. The
introduction of estate models to this class was completely new - with BMW using
the designation 'touring'. On request, these models could also be ordered with
a special variable double slide/tilt roof.

One year later, the standard of this series was significantly raised with the
option of two V8 engines from the BMW 7 Series. These completely new engines
made of light alloy and with three or four litres capacity, 4-valve technology
and 218 and 286 bhp respectively guaranteed outstanding output potential with
maximum running smoothness and comparatively low fuel consumption.
With over 1.3 million units produced, this model series became one of the
outstanding success stories in the history of BMW automobiles.
With light alloy chassis: the E 39.

In 1995 the fourth 5 Series generation had its debut at the IAA in Frankfurt.
The sedan had grown in every dimension and showed a unique level of static and
dynamic torsional stiffness within its class. A particular highlight of the new
series was the chassis, however: this 5 Series was the world's first
large-scale serial production automobile to have a chassis made virtually
entirely light alloy. In order to convert the reduced weight effectively into
optimum driving response, the front axle was for the first time a combination
of front rack-and-pinion steering and double cardan universal joint axle with
tension struts. The patented integral rear axle was optionally available with a
new pneumatic suspension.

For the first time in the history of the 5 Series, BMW now offered no
4-cylinder variation any more - with the exception of the 520d from 1999. From
the beginning, the 6-cylinder petrol and diesel engines were used, at the end
of 1996 there followed the two V8 engines. The top model came out in 1998: the
new M5 with the most powerful serial production BMW engine of all times. Among
other things, the 5-litre power unit with 294 kW/400 bhp has oil supply with
centrifugal control and electronically controlled individual throttle valves.
For the first time, BMW used a tyre warning system in this high-performance
vehicle.

In 1997, BMW offered the 540i Protection model - the first standard light
armoured security car in Germany. The sedan was protected with aramid and
armoured glass against small arms and weighed only 165 kg more than the
standard version. In the same year, numerous 5 Series variations were available
in the popular touring version.

This much is certain: this BMW 5 Series will once more have set a new
production record with over 1.4 million vehicles - in spite of tougher
competition - when the successor generation shortly lines up for the start. All
in all, BMW has created for itself a crucially successful pillar of company
success with the 5 Series. In the sum of its qualities, the middle BMW series
has always set standards. From 2003, the innovative new generation of 5 Series
models, the E 60, will continue this tradition equally successfully.

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