Author: John-Joe Vollans
Photography: BMW Group
If you thought BMW offered an impressive model range first course during the 1980s, which it certainly did, then the following decade gave us its Michelin-star-winning mains. After the more mature, polished – and better built than its already well nailed down predecessor – 3 Series (E36) gave us a more appealing yet spiritually similar alternative to the Mercedes-Benz (W202 C-Class), BMW treated the world to a gloriously and unapologetically retro, mid-century-evoking roadster, the Z3.
Another model that was unveiled shortly before the introduction of the Z3, at the end of ’95, was the work of the same designer, Joji Nagashima. He’d been given the nod to pen BMW’s vitally important fourth 5 Series in the late 1980s, with his final – and many would say timeless – exterior design for the E39 (as BMW christened it) rubber stamped for production by none other than Chris Bangle in 1992. Bangle would go on to give us the E39’s more controversial E60 successor, though there was nothing overtly challenging about Nagashima’s design. Unlike the E60 – sorry roof fin fans – the E39’s lines remain graceful and well proportioned, attractive in a classical sense, still striking the right tones of elegance and understated power three decades after the covers were first pulled off.
During those intervening years, this future-proofed 5 has become something of a hero of the classic BMW community. Even beyond that, wider modern classic appreciation has been achieved in a way that arguably all of its successors have failed to manage. What makes this BMW 5 Series E39 so special, and why should you be looking for a good example to add to your collection? That’s what we’re here to find out…
By March 1995, this pivotal model range was ready for its first public appearance at that year’s Frankfurt Motor Show. Right away, order books were brimming and by the time it was replaced, nine years later, almost 1.5 million E39s had found appreciative buyers.
The range of engines available this time around managed to cater for every pocket. There was a frugal four-cylinder diesel – the only four pot of the range – for either taxi drivers or the monumentally miserly. Petrol engines only came in six- or eight-cylinder configurations, the range kicking off with a surprisingly peppy 2.0-litre. Things got a lot more interesting as displacement increased. The 523i and 528i both shared the same (M50) 2.5-litre engine block, the former ‘throttled’ back by a restrictive intake manifold that’s easily swapped.
These were overhauled and replaced by far more potent 2.2- and 3.0-litre variants post-2000, with the latter offering an extremely handy 231bhp. In fact, due to it being the largest displacement model to still use rack & pinion steering – the V8s resorted to a box setup – the 530i, especially in ‘Sport’ guise, is widely regarded as the driver’s favourite, this side of the M5 at least.
Beyond its understated and instantly appealing styling and broad range of excellent engines there was one area where this 5 redefined its market segment, handling. The suspension and chassis made extensive use of aluminium where previously steel had been employed. This kept weight to a minimum but crucially, removed unsprung mass, greatly improving response and ability to change direction. Together with a confidence inspiring (not a 5 Series trait to that point) multi-link independent rear suspension, the sensation from the driver’s seat was one of a surprisingly nimble machine that behaved more like a sports saloon from the segment below. This isn’t merely me regurgitating hyperbole either, I’ve had several E39s in both six- and eight-cylinder flavour and take my word for it, these make fantastic regular use classics for either a commute or a weekend fling along down your favourite A road – B road progress is only really hampered by their size, although they do an excellent job of disguising it.
Once again, leaning on personal experience, the cabin of the E39 is one of BMW’s best. The ergonomics are effectively perfect, nothing feels out of reach or hard to access in a hurry. In our current era of fumbling through touch-screen menus and cursing the lack of a button or dial, sitting in one of these reminds us how much better things were in the old days. Aside from its infamously flimsy cupholders, the rest of the materials still feel premium and well put together. If you don’t believe me, look at one of the myriad of high-mileage abused ’39s out there for sale, I bet a peek inside will still reveal a cabin that’s shrugged off the years with aplomb.
Honestly, almost every model in the E39 range from the modest 520i all the way up to the truly magnificent M5 proves to be the best saloon in its market segment. On the topic of the M5, this era’s V8-powered super saloon is nothing short of breathtaking. With the same inherent ‘rightness’ as the rest of the range when it comes to build quality and ease of use, the E39 M5 does one of the best Jekyll and Hyde impressions in motoring. On part throttle, you can pootle along in serene sensory-deprived comfort, but mash the right pedal and 400bhp of Munich-made muscle erupts from the tailpipes, hurling you toward the horizon at near instant autobahn speeds. Peel your plimsole from the pedal and you’re back to stately saloon cruising, it’s a magic trick few machines from this era (or any) perform quite as impressively. If permission for one car is all you can muster then the E39 M5 makes an extremely competent and captivating single-garage companion.
You probably will already have gathered that these BMWs are something a little bit special, but it seems that – beyond the aforementioned M-Power hero – much of the range remains chronically underappreciated.
Values have begun to climb as the M5 has dragged the range from the doldrums, with the 530i Sport and the V8s generally performing better than the smaller sixes. Remember also that any of these are available in Touring (estate) flavour too, adding greater practicality (and we’d say cool) to this 5. Having said all that, it’s still eminently possible to bag an exceptional E39 – that isn’t an M5 – for under £10k, with higher mileage but still great daily fodder available for half that. Yes, running costs are commensurate with a mid-size premium saloon from the late-1990s but, if that’s not an issue for you, then grabbing a good E39 now might just be the best decision you’ve made in a long while.
The BMW 5 Series E39 has earned legendary status among enthusiasts, but what’s your take? Have you owned one, driven one, or always dreamed of it? Drop us a line in the comments below!
