When the BMW 5 Series sedan debuted at the Frankfurt Auto Show in 1972, it marked both the culmination of past designs and the wave of the future for the German-based automaker. The midsize, four-door, rear-wheel-drive 5 Series grew out of BMW's Neue Klasse, a line of four-door sport sedans that rejuvenated the struggling firm in the 1960s and which were BMW's bestselling vehicles up to that point. The new 5 Series was built on their legacy but was the first modern BMW and the first to use the now-common naming scheme the company had developed. The 3, 6, and 7 Series would follow several years later.
The 5 Series was specifically meant to replace the four-door Neue Klasse models, while the 3 Series would replace the smaller two-door models in 1975. Ever since, the 5 Series has been a four-door vehicle, though it has sprouted wagons and hatchback bodies at various times. Like its ancestors, it’s a function-over-form sports sedan, taut and austere in appearance but very satisfying to drive and luxurious without being opulent.
Traditionally, the 5 Series has competed against the best midsize luxury sedans, including the Mercedes-Benz E-Class, Audi A6, Cadillac CTS, Lexus GS, and Acura TL (now the TLX). Historically, the 5 Series has leaned into performance more than luxury, and its ultimate version is the M5, though not all versions are fast. There have been four, six, and eight-cylinder versions of the car, and it’s been powered by gas and diesel motors in the past. In 2024, the latest generation of 5 Series debuted with an electric companion: the i5.
If you’re looking for a luxurious midsize sedan with real performance bona fides, the 5 Series is a must-drive, though recent versions haven’t been as sporty as the 5s of old. Here, we’ve broken down each generation of this long-running sports sedan and included a little advice about what to beware of and what to pay for each one.
Note that BMW fans like to refer to their cars by their chassis designations; for example, the fourth-generation model, a fan favorite, is usually called the “E39.” We’ve included those designations here. Since we also rate the M5 separately, we’ve only briefly touched on those versions.
BMW 5 Series Buying Guide: Cost, Reliability, and the Best Years to Buy
- Frequently Asked Questions
- BMW 5 Series Pros and Cons
- BMW 5 Series Generations
- Eighth Generation (2024-present)
- Seventh Generation (2017-2023)
- Sixth Generation (2011-2016)
- Fifth Generation (2004-2010)
- Fourth Generation (1997-2003)
- Third Generation (1989-1996)
- Second Generation (1982-1988)
- First Generation (1975-1981)
Frequently Asked Questions
Which BMW 5 Series years are the best?
Among newer models, the 2019 to 2023 G30 series 5 Series models are the most reliable. The new-for-2024 G60 design is brand new and, therefore, has been under warranty for a while, but there’s obviously very little reliability data on it so far. Among older 5 Series models, the first four generations are all pillars of reliability, and the fourth-generation E39, built from 1996 to 2003, is generally considered the most rewarding to drive of all 5 Series models.
What are the worst BMW 5 Series years?
The E60 and F10 series, built from 2004 to 2010 and from 2011 to 2016 generate the most complaints from owners, with the issues largely centered around engine and electrical problems. The 2010 to 2013 four-cylinder models generate the most complaints and the most serious issues in the F10 series, but six-cylinder models and diesels are much less trouble-prone. E60 Series cars have more problems across the range that are more costly to fix, particularly transmission issues.
Is a used BMW 5 Series a good deal?
Not really. The 5 Series is an expensive car to buy and run, and while it depreciates quickly enough to make used examples a good bargain, neither of the generations released since 2010 are as well-liked by BMW fans as the earlier models, being a little more luxurious and a little less sporty. Thanks to depreciation, the fifth-gen E60 and sixth-gen F10 are in their prime “good deal” phase. Neither is the most reliable generation, but the F10 is a generally better choice. Upkeep is still costly, however. Older models from before 2004 are excellent machines and affordable, but they're getting pretty old for daily use.
BMW 5 Series Pros and Cons
Pros:
- Great styling
- Plenty of technology
- Always a performer
Cons:
- Technology can be tough to master
- Small-ish trunks
- Pricey and complex
BMW 5 Series Generations
Eighth Generation (2024-present)
The eighth generation 5 Series debuted in the spring of 2023 and arrived in the U.S. later that fall as a 2024 model. The new “G60” 5 Series rides the same CLAR II (CLuster ARchtecture) as the G70-series 7 Series introduced for 2023, and the platform is an evolution of the one that underpinned the previous 5 Series.
This new model is the biggest 5 Series ever made—3.4 inches longer than its predecessor, 1.3 inches wider, and 1.4 inches taller. It’s actually about as big as a midsize car can get, stretching 199 inches from stem to stern. This time, there are not only the familiar gas versions but also a fully electric model, the i5, which we evaluate separately. The added size means added weight but also more passenger room. Trunk volume, however, has shrunk from 18.7 cubic feet to 18.4. That’s not a big reduction, but it is less space in a bigger car.
The styling has also been entirely remade into a shape that bears little resemblance to any previous 5 Series, for good or ill. It’s optimized for aerodynamic efficiency, though, with a drag coefficient of just .22 or .23, depending on the trim. A few years ago, such streamlining would have been the domain of race cars, but in the EV age, every little bit of wind-cheating helps.
There are two initial gas models. The 530i features a 2.0-liter turbocharged four-cylinder engine, making 255 horsepower and 295 pound-feet of torque. It’s available with rear-wheel drive or xDrive all-wheel drive (AWD). The 540i comes only with AWD and uses a 3.0-liter turbocharged inline six, making 375 horsepower and 384 pound-feet of torque. That’s up 40 horsepower and 52 pound-feet from the previous 540i. A 530e plug-in hybrid is expected to join the line in 2025, as will a new 717-horsepower M5 (there was no M5 offered in 2024).
There are also four versions of the i5: the 335-horsepower eDrive40 and 590-horse M60, both with rear-wheel drive, and the 389-horsepower xDrive40 and M60 xDrive, with 593 horsepower, which put power to all four wheels.
Inside, the enlarged cabin is dominated by the “curved display,” which integrates a 12.3-inch digital gauge cluster and a 14.9-inch infotainment touchscreen under a single panel. BMW’s latest iteration of iDrive powers these screens, but the lack of touch controls has irked many reviewers, and the system is complex to learn. BMW also offers lots of active-safety features, but as usual the best ones (like adaptive cruise control with lane centering and a hands-free mode) are part of extra-cost option packages.
These cars are still brand new, so there aren’t any used examples yet, but the gas models that have been rolled out so far range in price from roughly $59,000 to $66,000, including destination. Prices will likely rise in 2025.
Seventh Generation (2017-2023)
The 5 Series is no longer the driver’s car it once was, evolving instead to a comfortable luxury sedan with a little bit of verve. Oh, the M5 can still tear up the track, and the M550i has some of that same excitement, but the regular 5 Series models seem to have gotten a little soft, and their steering isn’t as precise or engaging as it once was. New in 2017, the G30 series is understated in many ways, with uncharacteristically subdued looks for a modern BMW and a low profile generally, selling in smaller numbers than its predecessors as buyers took to SUVs instead.
The initial G30 5 Series models were the 530i and 540i. The former 5 Series Gran Turismo from the previous generation was still on sale in 2017, but was dropped after that year. The 2.0-liter four-cylinder 530i engine generated 248 horsepower and 258 pound-feet of torque, while the 3.0-liter twin-turbo inline six-cylinder engine in the 540i put 335 horsepower and 332 pound-feet of torque. Rear-wheel drive was standard, as was an eight-speed automatic transmission, and both models could be had with xDrive AWD.
In 2018, BMW added three more models: the 530e, 540d, and M550i. The first was a plug-in hybrid (PHEV), which mated a 2.0-liter four-cylinder engine with an 11-kW battery pack for 248 horsepower, 310 pound-feet of torque, and up to 16 miles of electric range. The 540d used a 3.0-liter six-cylinder turbodiesel with 261 horsepower and a whopping 457 pound-feet of torque and xDrive as standard. Buyers didn’t order it very frequently, but it could return 30 mpg combined.
Finally, the M550i xDrive sedan used a stonking 4.4-liter turbocharged V8 with 456 ponies and 480 pound-feet of torque; it’s one step below the G30 M5, which used a 600-horsepower V8 and had many chassis tweaks for track optimization. The M550i is generally considered to be the most fun member of this family, the 530e and 540d the most efficient, the diesel the most reliable, and the 540i the best overall value.
2018 was also the year BMW tried to charge a subscription fee for Apple CarPlay, a move that was much-criticized by journalists and drivers alike. BMW has since tried and failed to do this again with heated seats. In 2019, BMW killed the diesel model and the Apple CarPlay subscription fee, although Android Auto was still unavailable. The following year the company added a larger battery to the plug-in hybrid electric vehicle (PHEV) version for 21 miles of all-electric range and added 67 horsepower and 73 lb-ft of torque to the M550i, bringing it even closer to M5 territory.
2021 saw a facelift for the 5 Series with a tweaked front end and larger infotainment touchscreen. The PHEV got a power bump to 288 ponies and the 540i got a mild-hybrid system for improved efficiency and better stop/start performance. However, there were no major changes in 2022 or 2023, though BMW’s parking assistance feature was dropped in that final year of the G30 design.
BMW offered plenty of safety equipment on this 5 Series, and it earned a “Top Safety Pick+” designation from the Insurance Institute for Highway Safety (IIHS) all but one year it was on sale. Every model came standard with blind spot monitoring, lane departure warnings with lane keep assist, rear cross-traffic alerts, traffic sign recognition, and automatic high beams. Still, some of BMW’s best systems remained optional, including a hands-free parking system, adaptive cruise control, and surround view monitoring.
Most reviewers liked this design, but many noted that the steering and suspension in the 530i, 540d, and 540i models didn’t create as much of an engaging drive as older versions of these same cars and that it felt heavy. It’s still a 5 Series, which means it’s more fun than most of its staid competitors, like the Genesis G80 or Mercedes-Benz E-Class. It also has a much better reliability record than the earlier F10 5 Series. This, and its newness, which means it's still eligible for extended warranties and Certified Pre-Owned (CPO) programs, should help add some peace of mind.
These 5 Series models are still quite expensive, with 530i, 530e, and 540d models typically fetching around $30,000 to $40,000 in good condition. 540i models cost about 10-15% more, as will lower trims in more recent years like 2022 and 2023. M550i models are much pricier, typically ranging between $50,000 to $60,000 for a used example in good shape. Look on the bright side—that’s a bargain compared to an $80,000 used M5.
Sixth Generation (2011-2016)
With the debut of the sixth generation or F10 5 Series, the model took an evolutionary step forward while also referencing the past. Gone were the controversial design elements of the previous generation, while some visual cues, such as the lines along the hood, were drawn from earlier 5 Series designs like the E39.
But while the 5 Series sedan courted no controversy, BMW also released an entirely new body style, the ungainly-looking 5 Series Gran Turismo, a tall hatchback model with a front-end design that looked a little like the 3 Series. Many buyers might have been happier to have the 5 Series wagon, which was no longer imported but still available in other countries. The Gran Turismo had a lot more interior and cargo room (up to 63.6 cubic feet!) than the sedan and a clever Saab-like two-way tailgate, but its off-putting styling ensured it was a slow seller.
Once again, BMW stretched the 5 Series' wheelbase, this time to nearly 117 inches, an improvement of more than 3 inches over the previous generation, and to nearly 193 inches overall. The design features an upgraded suspension with a multilink configuration in the rear. The new 5 Series remained rear-drive by default, with xDrive AWD optional on most models.
In 2011, the 528i, 535i, and 550i powerplants were available. The 3.0-liter inline six-cylinder engine in the 528i produced 240 horsepower and 230 pound-feet of torque. The 535i sported a 3.0-liter turbocharged inline six-cylinder engine with 300 horsepower and an equal amount of torque. The 550i used a 4.4-liter turbocharged V8 stuffed under the hood with 400 horsepower and 450 pound-feet of torque. An eight-speed automatic transmission was standard, but the 535i and 550i could be had with a six-speed manual.
This generation’s M5 debuted with the other models for 2011, using a twin-turbo V8 making 560 horsepower and 500 pound-feet of torque mated to a six-speed manual or a seven-speed dual-clutch automatic. It was rear-wheel drive only, with an active rear differential to help put power down.
BMW added a variety of new tech features on this 5 Series, most notably a Parking Assist feature that let the car steer itself into parallel parking spaces. A big 10.2-inch screen sat in the subtle, understated dashboard running iDrive 6, which was controlled by a click wheel as BMW systems were at that time. There were also lots of luxury options, including ventilated front seats and a rear entertainment system, and many available active safety features, including adaptive cruise control, surround view cameras, and a head-up display. Most of the time, these cost extra.
In 2012, BMW switched up the 528i, subbing in a 2.0-liter turbocharged four-cylinder engine with 240 ponies and 255 lb-ft of torque. In 2012, drivers could also tick the xDrive box for that model, which had been rear-drive only at first. The company also recalibrated the throttle for a quicker response time and offered a hybrid model. That year also saw the addition of the ActiveHybrid 5, which used a 3.0-liter inline-six coupled to an electric motor mounted inline with the transmission. The combined effect is similar to a conventional hybrid but with regular gears, not a Continuously Variable Transmission (CVT) as in cars like the Lexus ES Hybrid. It could do 26 mpg combined.
BMW did not significantly change the 5 Series in 2013, but buyers in the following year could opt for a 3.0-liter turbocharged six-cylinder diesel 535d sedan with 225 horsepower and 413 pound-feet of torque and up to 30 mpg combined, well ahead of the ActiveHybrid 5. The V8 in the 550i got a boost to 443 ponies and 479 pound-feet of twist. Navigation and handwriting recognition were standard across the board in 2014. 2015 and 2016 saw no major changes in the 5 Series.
Not every reliability tracker agrees on this 5 Series’ track record, and most don’t track every year of this car’s availability. The 5 Series isn’t a big seller, so there isn’t a big sample set of data to draw from. Many, however, don’t give the early years of the F10 a great report card.
This generation and its immediate predecessor generate more reports on CarComplaints.com than other 5 Series models, and in what years, Consumer Reports Tracks get worse or much worse than average ratings. The weak points in the F10 lineup seem to be the four-cylinder models, which can have faulty timing chains, but this has also been reported in other models. Crankshaft pulleys, leaking trunk and sunroof seals, battery drains, and small electrical problems are the most common issues.
Aside from the M5, however, these cars are now very affordable, considering the level of performance and technology they offer. Almost all F10 5 Series models, even a few V8 550is, can now be had for under $20,000 in good condition with under 100,000 miles on the clock. Prices start at around $10,000 for the early base-model four-cylinder versions, but given how close the prices of all the models are, it’s better to go for a six; they’re more powerful and more reliable.
Fifth Generation (2004-2010)
The controversial fifth-generation E60 5 Series hit the roads in 2004. The controversy concerned how it looked, not how it drove, as it was dramatically reshaped with BMW’s then-current “flamed surfacing” design language. Many BMWs of that era were roundly criticized for this look, but the E60 5 Series actually didn't look bad. However, it replaced a serious fan favorite, the E39 5 Series and that would always be a hard act to follow.
The new car included options such as Active Cruise Control, Active Steering, and High-Beam Assist. In addition, BMW offered the fifth-generation trims with optional xDrive AWD. This was the final 5 Series model to offer a station wagon in the U.S., much to the lament of BMW fans.
In 2004, the six-cylinder engines remained largely unchanged from the previous generation. The 2.5-liter mill in the 525i produced 184 horsepower, and the 3.0-liter in the 530i was good for 225 ponies. However, both were offered with a six-speed manual transmission or six-speed automatic. The 530i could also be had in a six-speed sequential gearbox.
BMW also lifted the 325 horsepower, 4.5-liter V8 from the 7 Series and threw it in the 545i, adding an optional manual transmission. Other new goodies from the 7 Series included BMW’s iDrive infotainment system and adaptive cruise control. Also new was an active front steering system to keep steering input the same across all speeds, adaptive headlights, and adaptive brake lights that got brighter with increased pedal force.
BMW interiors got an upgrade in 2005 with more wood trim, but more importantly, the 545i got a six-speed manual transmission standard and a six-speed sequential manual gearbox (SMG, a manu-matic) as an option. In the best BMW tradition, the E60 interior was functional and plain, but it also featured some new additions like a standard screen and a very early version of iDrive. The standard screen was a 6.5-inch unit, while navigation-equipped models got an 8.8-inch version. These were not touchscreens, though, a click wheel controlled the system.
For 2006 BMW introduced the wagon body and made xDrive AWD available. The 545i was dropped in favor of the 550i with a 4.8-liter V8 pushing out 360 horsepower and equal torque. The 3.0-liter engines got an update as well. The 525i models produced 215 horsepower and 185 pound-feet of torque. In the 530i drivers got 225 ponies and 220 pound-feet of torque. For the ultimate 5 experience in these years, the M5 offered a 5.0-liter V10 with 500 horsepower and 384 pound-feet of torque, mated to a six-speed manual or seven-speed SMG.
In the 2007 model, BMW offered night vision in the 5 Series, but in 2008, the company revised the front end slightly and dropped the 525i for the 528i with 230 ponies. The 530i got an upgraded name, and the 535i used a 300 horsepower inline six-cylinder engine also found in the 3 Series. Model years 2009 and 2010 saw minimal improvements.
The E60 5 Series doesn’t have the best reliability record, and many BMW fans consider it to be the most challenging and expensive to maintain. It debuted many new technologies in 2004 and is a complex vehicle. Typical problem areas include failed brake boosters (which can dramatically stiffen the brake pedal), broken or worn-out control arms, bad thermostats and fuel pumps, noisy windows, leaky sunroof seals, and a variety of electrical issues and troubles with the SMG transmissions (really, it’s better just to stay away from them).
That said, this is a rewarding car to drive and visually unlike any other 5 Series, as the later F10 reverted to a more conventional look. There’s also a wagon, which some people prefer, though it isn’t easy to find one. Today, the E60 5 Series is cheap, though preventative maintenance can be expensive. Almost every model except the M5 now costs roughly $7,000 to $14,000 in good condition with under 100,000 miles.
Fourth Generation (1997-2003)
Considered the best of the 5 Series breed by many BMW-philes, the fourth-generation “E39” was brand new in 1997 and sported round but muscular looks. It came as a sedan or as a Touring, BMW’s term for station wagon, and it was probably the best-handling sports sedan of the late 1990s and early 2000s.
There were two initial models, the 528i and the 540i. The 528i used a 2.8-liter inline six, making 190 horsepower and 206 pound-feet of torque, while the 540i used a 4.4-liter V8 with 282 horses and 310 pound-feet. Both were rear-wheel drive but used different transmissions. The 528i could be had with a five-speed manual or a four-speed automatic, the 540i with a five-speed automatic or a six-speed manual. In the E39 years, the M5 (introduced in 1998) was powered by a 4.9-liter V8, making 394 horsepower and 369 pound-feet of torque, exclusively paired with a six-speed manual.
Visually, the fourth generation got a rounder double-kidney grille that was incorporated into a longer hood. Although the car was bigger overall, it was also lighter thanks to new aluminum suspension and structural alloy components.
The interior was as sober as before, functional more than luxurious but beautifully made. This is an era before screens, so it was also a less complicated interface. All of the controls are analog, with many steering wheel buttons. It’s comfy up front, but the rear is a little cramped for a midsize car, with a little less legroom than a 2020s-era 3 Series. It did have a big 16.3 cubic-foot trunk, however.
1998 saw a boost in the 540i’s torque number, now up to 324 pound-feet. In 1999, BMW gave us the 528i and 540i sport wagons. The 528i models got a slight bump in power to 193 ponies. In 2000, the 5 Series saw no changes.
In 2001, The 5 Series was available in three sedan trims and two wagon trims. A new base 525i was found in sedan and wagon form and sported a 2.5-liter six-cylinder engine with 184 horsepower. The 528i was gone, in its place was a 530i with a 3.0-liter six-cylinder engine with 225 ponies and 214 pound-feet of torque. Both these cars were offered with a five-speed automatic transmission or five-speed automatic. The 540i sedan and wagon got a 4.4-liter V8 engine with 282 horsepower and 324 pound-feet of torque.
BMW lightly refreshed the E39’s styling in 2001, and the V8 got a few more horsepower in 2002. In 2003, the 530i got a new sport package with sport suspension.
In addition to being lots of fun to drive, the E39 5 Series is also one of the most reliable versions of this car. Maintenance costs can be high, and it pays to keep an eye on the cooling system and change the coolant regularly, but in general, they are hardy, long-lived companions. Best of all, they’re still pretty cheap. M5s will cost big bucks now, but the E39 is just starting to appreciate as a classic car. E39s in good condition with under 120,000 miles on the odometer generally cost about $7,000 to $13,000. Manuals and wagons might be a bit more, but higher mileage examples go for even less, and they’re capable of 200,000 miles or more with maintenance.
Third Generation (1989-1996)
As they sit between two more famous generations, the popular E28 second-gen and the fan-favorite E39 fourth-gen, the third-generation E34 models don’t always get the attention they deserve. But they were a great car, and introduced lots of new technology to the 5 Series lineup. It has a good reputation for quality and reliability, and with proper care, they can last 200,000 miles or more while offering a much more modern feel than the earlier 5 Series models.
The E34 5 Series was designed alongside the mid-1980s E32-generation 7 Series, and the two cars shared much of the same thinking and many new systems. Both were penned under famous designers Ercole Spada and Claus Luthe and then finished by Jay Mays, later of Audi, VW, & Ford fame. The E34’s longer wheelbase made it look larger than the E28, but it was smaller and roomier inside than its predecessors.
The E34 5 Series and the E32 7 Series featured entirely new electrical architecture, which enabled many new features that would eventually come to this 5 Series, including stability control, traction control, and adjustable suspension damping. This generation also brought the first V8 5 Series models, all-wheel drive versions, and wagons.
In the U.S., the E34 first appeared in late 1988 as a 1989 model. There were two initial models, the 525i and the 535i. The former used a 2.5-liter six-cylinder engine generating 168 horsepower while the latter got 3.4-liter inline six-cylinder engine good for 208 horsepower. Buyers could choose from four-speed automatic or five-speed manual transmissions in both versions, and they were exclusively rear-wheel drive sedans.
In 1991, the 525i was upgraded to 189 horsepower, but things remained basically the same in 1992 save for a new Touring Wagon model. From 1991 to 1993, U.S. buyers could also get the E34 M5, with a 3.5-liter inline six packing 311 horsepower and 266 pound-feet of torque, mated only to a five-speed manual transmission. BMW upgraded the 525i again in 1993, and the engine now produced 184 pound-feet of torque.
For 1994, BMW dropped the 535i and added two V8 models, the 3.0-liter 530i and the 4.0-liter 540i. The Touring came only with the 530i drivetrain, but sedan buyers could get either one. The smaller V8 made 215 horsepower and 214 pound-feet of torque, while the larger one made 282 horses and 295 pound-feet. At first, the 540i was exclusively an automatic, but a six-speed manual became available for the 540i in 1995. 1996, this generation’s final outing, was essentially a carry-over year.
The E34 5 Series models were comfy and luxurious in their day, and they’ve since become classic vehicles. It’s still possible to find cheap ones if you don’t mind a high-mileage example, but manual sedans, V8s, and Touring models are already starting to become valuable collectibles. They look great, and they’re pretty reliable, too, with maintenance needs similar to the later E39. Cheap examples start at around $5,000, but if you want a nice, clean, low-mileage one, prices typically start around $13,000. They can range much higher for rarer models.
Second Generation (1982-1988)
When the time came to replace the original 5 Series in the early 1980s, BMW chose evolution over revolution, at least superficially. The second-generation E28 model is a heavily updated version of the original, and they even look similar, though a close inspection will reveal that they don’t share as much as you’d think.
The styling was the work of longtime BMW style boss Claus Luthe, but he mainly updated the existing shape, first done by ex-Mercedes-Benz designer Paul Bracq in the early 1970s. Under the skin, the electrical systems, suspensions, and engines were all heavily revised, and the cabin was made more modern, with improved plastics.
While the original 5 Series was popular in the U.S., this new version sold in much bigger numbers and helped solidify BMW’s reputation as a maker of luxury sports sedans for well-heeled up-and-comers. It and the famous E30 3 Series arrived just as the company’s popularity exploded in the era of Yuppies and conspicuous consumption.
The longevity of the E28 was also ensured by its extreme durability. It was more mechanically robust and better insulated from rust than the earlier E12, and so today you still see loads of E28s around, and they’re known to do 250,000 miles with proper care. As with all BMWs of 1980s, the U.S. got a limited range of models, but the 5 Series was actually the most comprehensive lineup the automaker offered at that time.
The initial model, in 1982, was the 528e, using the 2.7-liter “eta” inline-six making 121 horsepower and 170 pound-feet of torque mated to a five-speed manual or four-speed automatic transmission. This engine was tuned for emissions compliance rather than power, but it was popular anyway. In 1983, BMW added the 533i, using the same 3.2-liter inline six as the 633i and 733i, with 181 horsepower and 195 pound-feet of torque.
Many other engines were offered in Europe, and in 1985, BMW shipped over one of them as the 524TD, using a turbodiesel 2.5-liter inline six with 114 horsepower and 155 pound-feet of torque. It wasn’t very popular and was dropped after 1986. The other “lesser” European 5 Series models, like the 520i, were never officially sold here, though gray market importers brought some over in the 1980s.
The real excitement came in 1987 and 1988. In ‘87, the 533i became the 182-horsepower 535i, with the handling-enhanced 535iS added to the lineup. In 1988, the first M5 arrived, with a 3.5-liter inline six making 256 horespower and 243 pound-feet of torque. It was slightly detuned from the European model for emissions purposes but delighted BMW fans and provided the perfect swan song for the E28 lineup.
Throughout this era, U.S. models were encumbered by big federalized bumpers, massive compared to the lithe, pretty (but not so useful) euro bumpers. Some owners have converted the cars since the 1980s. The interior, functional more than pretty, was comfy for the day but isn’t all that roomy by modern standards. It is, however, quite durable, and all of the 5 Series models in this era were of high quality.
Today, the E28 is a collector car and clean, low-mileage examples are very pricey. You can find higher-mileage versions starting at about $6,000, but the entry cost for a nice example is roughly $12,000 to $20,000. M5s and Euro-spec cars are worth much more, while eta-engine 528es and turbodiesel models tend to be the most affordable.
First Generation (1975-1981)
The foundation of the modern BMW lineup was 1962’s Neue Klasse sedan, which also gave birth to the famous 2002, its fastest two-door variation. Redesigning that car was a daunting task, but its replacement, the E12 5-series, ended up a gem. Like the Neue Klasse, this original 5 Series was also a car of many firsts. The E12 introduced BMW’s now-familiar naming scheme and it was the first car to come out of the automaker’s brand-new Dingolfing factory.
Designer Paul Bracq’s sharp styling was a study in contrast to the e12’s main competitor, the conservative Mercedes W114, but the car also enjoyed significant input from Lamborghini Miura designer Marcello Gandini, who crafted Bertone’s 1970 BMW 2200TI Garmisch concept car. The Garmisch is often credited with inspiring the E12, and BMW built a replica of it in 2019, but the E12 is a Bracq design. Some of the Garmisch’s details were integrated though, with the help of BMW designer Manfred Rennen.
For the first time, the automaker used computer modeling to design some of the 5 Series' safety features, such as the front and rear crumple zones. BMW also used roll-over bars in the roof to help stiffen the body, resulting in tight, responsive handling.
BMW launched the E12 5 Series in 1972 with a pair of 2-liter four-cylinder engines (the carbureted 520 and fuel-injected 520i). To Americans, it might seem unusual that the early 5 Series came only with fours, but that’s because this car did not debut in the U.S. until 1975. When it did, it came only as a six-cylinder model, effectively the top-grade European version. The Neue Klasse had used only fours, but the 5 Series lineup quickly expanded to fight both the Mercedes-Benz midsize sedans above it and the German Ford and Opel sedans below it.
The 2.5-liter M30B25 Six joined the line in 1973 as the 525. Eventually, the sixes ranged from the 143-hp twin-carb 525 to the 3.5L M90-powered M535i (precursor to the M5) with 210 injected hp. The first U.S. model was the smogged 176-hp 530i, which gave way to the 169-hp 528i for 1979. Created for emissions rules in Sweden, it was easier to adapt the 528i for 50-state emissions than the 530i in 1979, but it wasn’t any slower or less agile.
These two versions were the only E12 models sold in the States, and they are rare today thanks to rust. The E12 is just more vulnerable to it than later models, even if its mechanical components are very durable. As a result, these cars are very rare now. They’re still pretty affordable though, with good examples generally selling for about $8,000 to $14,000. Hotter European-spec models, and anything from Alpina, are worth much more.