Used Vehicle Review: BMW 5 Series, 2004-2010

2006 BMW 550i. Click image to enlarge

Related articles on Autos First Drive: 2004 BMW 530i Test Drive: 2005 BMW 545i Test Drive: 2006 BMW 530xi Test Drive: 2006 BMW 530xiT Test Drive: 2006 BMW 550i Test Drive: 2007 BMW 530xi Test Drive: 2008 BMW 550i Test Drive: 2010 BMW 550i Gran Turismo Manufacturer’s web site BMW Canada

By Chris Chase

The 2004 BMW 5 Series was the second of the company’s cars to wear sheetmetal designed by noted car designer, Chris Bangle. The first was the 2002 7 Series, a car that became one of the most controversial vehicles in the company’s history.

The fifth-generation 5 Series, known internally and to enthusiasts by its E60 platform code, was also controversial not only for its styling but for the amount of electronic controls that the car included, including the iDrive control system that debuted in the 7 Series.

The 2004 5 Series was available as the 530i, with a 225-horsepower, 3.0-litre inline six-cylinder, and the 545i, with a 325-hp, 4.4-litre V8. In 2006, a second version of the six-cylinder was added to create the 215-horsepower 525i, and a 4.8-litre V8 replaced the 4.4 in the 550i; the 530i carried over. Also new was the first use of BMW’s xDrive all-wheel drive system in a 5 Series, available with both six-cylinder models. These cars were designated 525xi and 530xi.

A station wagon model, dubbed the Touring, was added in 2006 as a 2007 model, but was only offered with the larger six-cylinder engines and standard all-wheel drive.

2005 BMW 550i. Click image to enlarge

The 2008 5 Series got a gentle styling update and two new six-cylinder engines. One was a naturally-aspirated 3.0-litre making 230 horsepower, and used in the 528i, and a turbocharged 3.0-litre six that made 300 horses in the 535i; either could be paired with all-wheel drive. The 550i’s drivetrain remained unchanged.

For 2009 models, the rear-wheel drive 535i was dropped, and all-wheel drive models were newly designated 528i/535i xDrive.

Transmission choices included six-speed manual and automatic transmissions.

The M5, the “halo car” of the 5 Series line, was introduced in 2006 and used a wicked 5.0-litre V10 making 500 hp, and mated to BMW’s seven-speed SMG sequential gearbox. The M5 got a six-speed manual as standard equipment in 2007, with the SMG remaining as the option.

2006 BMW 530xi Touring. Click image to enlarge

Fuel consumption ratings in 2005 were 11.9/7.3 L/100 km (all figures city/highway) for six-cylinder models and 14.3/8.6 with the V8. The 2007 550i, with its new V8, was rated at 14.8/9.3, and the M5 at 19.9/11.9 L/100 km. The new six-cylinders introduced in 2008 earned ratings of 11.2/7.0 for the non-turbo six and 12.4/7.7 L/100 km for the turbo six, and the 550i’s ratings improved notably to 14.0/9.1.

Naturally, the added weight and friction of the xDrive all-wheel drive system increases fuel consumption – by a little less than 10 per cent. In most models, the automatic transmission actually improves fuel consumption ratings by a few tenths of a litre per 100 km.

The turbocharged six-cylinder used in the 535i appears prone to problems with the turbocharger, as well as troubles with the engine’s high pressure fuel pump (abbreviated as HPFP). Read more about this problem here and here.

Consumer Reports also notes trouble with the turbocharger itself, which I suggest is linked to what seems to be a well-known problem with “rattling” wastegates. (The wastegate is a device that bleeds off the boost generated by the turbocharger when the throttle is closed.) This thread discusses the problem in 3 Series cars using the same motor. There’s some debate among enthusiasts as to whether the problem is caused by aftermarket engine tuning setups or whether these altered electronic engine control programs can eliminate the sound. We’ll call this one unconfirmed, but definitely something to be aware of.

2006 BMW 530xi Touring. Click image to enlarge

Early versions of the 5 Series’ V8 engines are known for oil and coolant leaks due to bad seals and gaskets on parts like the valve covers, oil pan and water pump. Click here to get an idea of the repairs a few owners have had to make. According to Consumer Reports’ (CR) data, this problem is limited to the 4.4-litre V8 in the 545i up to 2005; CR notes some leak complaints regarding the 4.8-litre engine used in the 550i in 2006, but newer models fare better.

Dead/partially discharged batteries get a lot of attention on various BMW forums. It won’t necessarily cause the car not to start, but a low voltage situation will cause the clock and trip odometer, among other components, to reset themselves. One notable thing to keep in mind is that the 5 Series, like many European cars, has a parking light feature tied into the turn signals: if you press the signal lever to one side or other as you exit the car, the parking lights on the selected side of the car will stay on. At least one poster at BimmerForums.com mentioned this as a possible cause for a drained battery.

Many owners on the web complain of hard shifting from the automatic transmission, referred to as a “transmission slam” by many. In other cases, odd shifting patterns can be fixed with an upgrade to the transmission’s computer control software, but there are hints that this problem might also be linked to the transmission’s “Mechatronics” electronic control unit.

A commenter in our own forums suggests watching for blocked sunroof drain lines, which can direct water into the trunk where it can ruin key electronic components.

Consumer Reports gives the 5 Series its “average” used vehicle rating. From the looks of their data, the main trouble spots are electronic in nature: many incidences of warning lights coming on, and the 5 Series’ complicated stereo – tied into BMW’s iDrive in most cars – is a major source of problems.

The 5 Series earned a “good” rating in the Insurance Institute for Highway Safety’s (IIHS) frontal offset crash test, and models built after May 2007 got a “marginal” rating in IIHS side impact tests, due to a poor showing in driver torso protection, citing a potential for internal injuries and/or a broken pelvis in such a crash.

2006 BMW 530xi Touring. Click image to enlarge

The National Highway Traffic Safety Administration (NHTSA) didn’t test the 5 Series until 2008, when the car earned five stars all around, save for three-star ratings in frontal impact testings.

In EuroNCAP tests, the 5 Series fared well in side impact tests, but results indicated a risk of knee and chest injury in frontal impact tests.

The 5 Series is the point in the BMW range where resale values begin to fall more rapidly in proportion to MSRP. As of this writing, a 2004 530i is worth less than a quarter of what it sold for new, while 2009 models (excluding the M5) are worth about 63 per cent of MSRP. That makes this car look like a pretty good deal second-hand, but the reality is that those low resale numbers are the result of the high cost to maintain a 5 Series out of warranty. Be aware that in certain model years, leather upholstery (as opposed to the standard vinyl “leatherette” seat covering) was an option.

For maximum reliability, choose a car with few extras (like navigation and upgraded stereo systems) and the base, non-turbocharged six-cylinder engine. If you must have more power, either get to know the folks at a good BMW shop very well, or learn to turn a wrench (if don’t already do your own repairs and maintenance). Either way, be prepared for repairs to cost more than in most non-luxury vehicles.

While the M Sport package adds great seats and a chunky steering wheel, the larger wheels and tires and firmer suspension can make the ride uncomfortable. Approach a used 5 Series with caution and do not buy one that doesn’t come with complete service records and a thumbs-up from a trusted mechanic (or a reputable independent BMW shop).