Concluding the story of the BMW E12-generation 5 Series.
The new 5 Series received a generally positive if not euphoric reception from the automotive press. With its 2-litre four-cylinder engine, it was not powerful enough, even in fuel-injected form, to exploit fully the capabilities of its chassis, and the engine itself was somewhat lacking in refinement when pushed hard.
BMW answered these criticisms in 1973 with the introduction of the 525. This was fitted with a straight-six SOHC engine with a capacity of 2,494cc which produced maximum power of 143bhp (107kW). Stiffened front springs and a thicker anti-roll bar were fitted to counter the extra weight of the engine. The 525 was fitted with disc brakes on all four wheels. Power steering and a limited-slip differential were now on the options list. Badging apart, the only external identifier for the new model was a subtly different bonnet: the 525 had a slightly raised centre section instead of the slightly indented section on the 520.
Car Magazine published its first impressions of the 525 in October 1973 and these were very positive: “the sheer performance was predictable, but the smoothness, flexibility and sweetness of [the] package was more of a surprise. It will potter along at very low speeds in top, rarely needs anything lower than third once on the move and will storm to over 120mph with beguiling ease.” The reviewer went on to Continue reading “Der Fünfer (Part Two)”
Half a century ago, BMW quietly launched its first 5 Series. The automotive world did not realise what a seminal car it would become.
The trio of German so-called ‘premium’ automakers like to represent themselves as operating at the cutting edge of automotive engineering, technology and design. Hence, instead of using whimsical or ephemeral names for their cars, they instead identify them with scientific precision, using alphabetic and/or numerical model designations that are entirely logical in their construction and impossible to confuse(1).
In earlier times, the business of model nomenclature was much more straightforward. Smaller cars had smaller engines and vise-versa, so the engine capacity alone was often enough to distinguish between different models. When BMW introduced its ‘Neue Klasse’ mid-sized saloon in 1962, it was simply called the 1500. Larger-engined versions followed and these were duly called 1600, 1800 and 2000. However, when BMW introduced a range of smaller saloons using the same engines, they had to Continue reading “Der Fünfer (Part One)”