Car Reviews: 1997 BMW 5-Series

It's all too easy to let the adjectives flow when describing a BMW. Sophisticated engineering, attractive and understated design, jewel-like finish quality and road behavior matched only by a select few competitors can't help but make an impression on even the most jaded test driver.

The company's 5-Series sedans have long been favorites with automotive

journalists and customers alike. From the beginning they have blended performance and luxury in a most appealing way. In effect, they have traditionally

been slightly smaller versions of BMW's flagship 7-Series sedans, built

to the same standards and carrying most of the same features, yet more

maneuverable and less expensive.

Several manufacturers have compact luxury sedans in their catalogs:

Audi offers the A6, Mercedes-Benz the E-Class, Lexus and Infiniti have

the GS 300 and J30 respectively, Acura has the TL, and Cadillac has recently

weighed in with the German-built Catera. There's a considerable price spread

among these contenders, though the final price of any of them will depend

on equipment level and/or the dealer's need to move cars out quickly.

Even among such high-class company, the 5-Series makes a strong case

for itself. You may have to shell out a substantial chunk of money for

one, but you'll get what you paid for, and more.

A complete redesign last year freshened the skin of the 5-Series without

taking away its distinctive BMW character. From the twin grilles in front

(called "kidney grilles" by the factory) to the large taillights,

the 5-Series seems familiar, yet different and more contemporary.

Looks are only part of the story. The 5-series body shell is extremely

rigid, a plus in terms of safety, noise reduction, ride and handling. Also

aiding in keeping unwanted noise at bay are a very low coefficient of drag

(at 0.30, the 5-Series is one of the most aerodynamically efficient sedans

on the market), foam-filled body cavities and new triple door seals.

Two 5-Series models are available in the U.S. The junior version is

the 528i, powered by an inline six-cylinder engine; its upscale brother

is the V8 equipped 540i. Aside from their powerplants, the two 5s are remarkably

similar, differing mainly in minor detailing and trunklid badges. Both

have ABS, traction control, front side-impact airbags (supplementing the

dashboard airbags) and aluminum alloy wheels.

One easy way of telling the two apart is to look at the wheels. The

528i has 15-inch rims, while the 540i's rims are either one (if equipped

with an automatic transmission) or two (if carrying a manual gearbox) inches

larger in diameter. Manual transmissions are standard in both versions;

the 528i gets a five-speed unit, the 540i a 6-speed. Automatic transmissions

have four (528i) or five (540i) forward speeds.

Our 540i tester was equipped with the six-speed manual transmission,

which not only enhances performance but also avoids the $1300 gas guzzler

tax that goes with the 540i automatic.

BMW never loses sight of its sporting roots, but where does it say sport

and luxury are incompatible? Not here.

Interior trim is sumptuous, whether leatherette with brushed-aluminum

accents (528i) or soft leather with burl walnut panels discreetly applied

to center console, dashboard and door panels (540i). Power front seats

with 10-way adjustments are standard, as are power tilt-and-telescope steering

column and power windows, mirrors and locks.

The automatic climate control has separate temperature settings for

driver and front-seat passenger, and the standard audio system has ten

speakers (528i) or 12 (540i). About all one might want to add are a power

moonroof--on the 528i only; it's standard for the 540i--or heating elements

for front seats and even the steering wheel.

Leather upholstery can be ordered to replace the 528i's leatherette

(and wood can replace the aluminum trim). Power-operated rear window sunshades

and manual pull-up rear side window shades can be added to any 5-Series.

Deeply bolstered manually adjustable sport front seats are available at

no cost for the 540i.

A recent addition to the 5-Series options list is an onboard navigation

system. Using a transmitter/receiver that communicates with GPS (Global

Positioning) satellites, the system can pinpoint the car's precise map

location and display it on a screen mounted in the center console. By following

a series of steps--and inputting information via touch-pads on the screen--a

driver can have his or her route plotted out automatically. Other features

too numerous to list increase the system's versatility.

You don't find out how good the 5-Series cars are by sitting in them;

only after a few miles does the competence of their mechanical systems

become apparent. But the experience varies considerably depending on the

car.

The 528i's strong suit is silky smoothness. Freedom from vibration is

an inherent trait of straight-6 engines, and this 24-valve powerplant is

one of the best of the breed. It delivers plenty of performance (BMW claims

a 0-to-60 mph time of 7.7 seconds for the 528i manual, with the automatic

taking an extra second) and excellent fuel economy.

As might be expected, the 540i accelerates more rapidly though it, like

the 528i, is electronically limited to a 128-mph maximum speed in the U.S.

The 32-valve V8 is also quiet and unobtrusive in ordinary use, making noise

only when pushed hard. It has more of a thirst for premium unleaded fuel

than its smaller-engined brother, as expected. But it is an extraordinary

piece of machinery, and we found it distinctly habit-forming.

All 5-Series BMWs offer superb handling. In this respect, they continue

to define the upscale European sport sedan, tracking precisely through

corners with minimal body roll. Both versions react crisply to steering

inputs, with a tiny subjective edge in feel going to the 528i, which has

rack and pinion steering instead of the recirculating-ball setup found

in the 540i.

The other side of this coin is suprisingly smooth ride quality, even

on nasty pavement. Thanks to advances in shock absorber technology, European

handling no longer equates with a harsh ride.

For the ultimate in razor-sharp road behavior, the manual-transmission

540i, with its standard "Sport" suspension calibrations and slightly

lower ride height is the choice. The stiffer springs and shock absorbers

of this model do result in a slightly harsher ride--all 5-Series are on

the firm side--which may not suit everyone.

All the other elements that contribute to driving pleasure are up to

the standards set by engines and suspensions. The manual transmissions

require a firm hand on the shift lever, but work with precision.

The automatics are equipped with adaptive electronics that use information

from the engines' electronic management systems to tailor shift programs

based on driving style. A "sport" shift program is followed whenever

the 528i's transmission selector is in the "3" position, or the

540's lever is in "4." The 5-Series' disc brakes (with ABS) are

flawless; the standard traction control system operates both in straight-line

driving and during cornering to reduce the risk of skidding.

There is much to appreciate and precious little to dislike about the

upgraded and restyled 1997 5-Series BMWs. When their list of safety, comfort

and performance features is factored into price, they seem to offer more

than reasonable value for money. Add the quality of materials used, flawless

workmanship and three years or 36,000 miles-worth of free regular service

to the equation, and the prices become downright reasonable.

But the real defining characteristic of these overachieving sedans is

their driving pleasure. From that point of view, any 5-Series has to be

considered almost irresistible.