Otherwise, the 5 Series remains instantly recognizable as a BMW with its beautifully proportioned lines, and elegant front and rear fascia. The overall shape of the 5 Series body is a well-done evolution of a handsome basic design that dates back more than two decades.
5 Series sport wagons differ visually from the sedans only aft of the C-pillar, where an extended roof and tailgate replace the sedan profile and trunk lid. The tailgate has a commendably low opening, giving access to the luggage bay right down to bumper-top level; if smaller items are to be loaded aboard, the rear glass can be raised separately. The 5 Series sport wagons offer a larger cargo capacity than the new BMW X5 sport-utility.
The 5 Series body shell is extremely rigid, a plus in terms of both safety and noise reduction. With its low 0.30 coefficient of drag, the 5 Series is one of the most aerodynamically efficient sedans on the market. Foam-filled body cavities and well-designed door seals help keep noise at bay.
The 5 Series interior gets high marks for comfort and appearance. Trim is sumptuous. The leatherette that comes standard on 525 and 530 models is attractive, with brushed-aluminum accents. The bucket seats feel like buckets; they wrap around your lower back and derriere. Our car did not come with a Cold Weather Package ($600), so we missed the heated seats.
Our 530i came trimmed in soft gray leather with beautiful Vavona wood trim panels discreetly applied to the center console, dashboard and door panels. This was part of the Sport Premium Package ($4300), which also includes the sports suspension and other features. Ten-way seat adjustments and a power tilt-and-telescopic steering column help the driver fine tune seating position.
The 5 Series center console is much more elegantly designed than the somewhat disappointing console in the 3 Series cars. The little cubbyhole with the roll-up lid and the slot for pens on top of the console seem out of place in an otherwise beautiful 5 Series interior, however. The 5 Series perfunctory cupholders show BMW is still struggling, or is not concerned, with this most American of features.
Studying the audio system owner's manual is needed to fully master the BMW Business CD Car Radio as it's called. It automatically changes volume according to speed, ties into a cellular telephone, and has tuning features useful for traveling from city to city. Once you're reading is done, you should be able to tailor station selection, tone controls, and other settings to your preferences. It's a good-looking system with buttons linked to fields displayed digitally.
The map lights work very well, but a compass would be useful. A nice sport steering wheel that came as part of our Sport Premium Package is elegantly designed without the big pillow associated with older style airbags. It has all kinds of buttons on it to control audio and other functions that may require a trip to the owner's manual to fully master.
The 530i's engine is smooth and responsive. It glides along quietly when cruising, feeling like finely engineered machinery. Freedom from vibration is an inherent benefit of inline-6 engines, and BMW's are among the best.
Nail the throttle and there's a growl akin to BMW's race engines. There's also instant throttle response: the 530i takes off like a rocket.
The 530i we drove offers an excellent balance with high-performance throttle response and handling without the expense of the 540i, which gets stuck with a $1300 Gas Guzzler Tax. On the other hand, the 540i offers an incredible 324 pounds-feet of torque for brilliant acceleration performance. The 525 represents an excellent value and we're eager to test it with the 2.5-liter engine.
From 0-60 mph, the 530i is about a half-second quicker than a 525i; you can feel that. Our 530iA was capable of accelerating from 0 to 60 mph in about 7.5 seconds; it could perform this with the manual transmission in 6.8 seconds. By comparison, a 525i accelerates from 0-60 in 7.3 seconds with the manual, 8.0 seconds with the automatic. At the same time, the 530i returns an EPA-estimated 21/30 mpg city/highway, though that drops to just 18/26 mpg with an automatic transmission. All these BMW engines require premium unleaded fuel.
Both the 2.5-liter and 3-liter engines are updated for 2001: A fully electronic throttle system replaces the electromechanical type. As a result, throttle response is even more precise than before. Also, a new intake manifold and increased valve lift improve performance.
We've tested the 540i in the past and found the 32-valve V8 to be quiet and unobtrusive, making itself heard only when pushed hard. When pushed hard, it's powerful, covering 0-60 mph in just 5.8 seconds with the manual, 6.1 with the automatic. The V8 has not been changed this year.
