There was a time when the mere presence of a BMW M5 would cause us to bow down at its bumper and offer gifts of frankincense and Quaker State. As the sportiest variant of one of the finest sedans on the planet (BMW’s 5 Series), the M5 boasted an iconic combination of performance and practicality. Even now, many of us pick a previous-generation M5 over many brand-new cars. And yet the current 2009 BMW M5 leaves us sort of cold.

That’s hard to say about a car that packs a scintillating 5.0-liter V10 pumping out 500 horsepower. Acceleration is invigorating, to say the least, and autobahn speeds are achieved without a drop of sweat. This is a supremely fast car that likes going supremely fast. Interestingly, the full 500 hp is only available when selected by the driver using the MDrive performance settings. The default setting is 400 hp — the same output as the previous M5′s V8 — which sort of seems like dating Scarlett Johansson and asking her to wear a muumuu. Nonetheless, keeping those 100 extra horses at bay should help prevent the average driver from overdoing things on the way to the grocery store. Rear-wheel drive, 500 hp and a free-revving V10 with an 8,250 redline can be a volatile combination.

At the current generation’s debut, we were pretty impressed with the latest M5. But the more time we’ve spent with the car, the more ambivalent we’ve become. First of all, both of the M5′s available transmissions leave much to be desired. The sequential manual gearbox (SMG) is painfully slow on the draw when the driver summons maximum power, and it lurches awkwardly among the lower gears when dawdling around town. You’d think the traditional six-speed manual would be more satisfying, but we found in previous testing that the mighty V10 overheated it during aggressive driving. Oddly, manual-shift models are also saddled with an undefeatable stability control system, which limits what the M5 can do on a track or twisty road — a possible deal breaker for skilled drivers.

The variable-assist and variable-ratio power steering is a further disappointment, as it’s notably lacking in feel and generally doesn’t offer the sort of vehicle control and car-driver communication we’ve come to expect from BMWs. And while the various power, throttle, transmission, suspension and stability control settings sure create a lot of choices — BMW says there are 279 different vehicle settings, to be precise — it’s easy to feel overwhelmed by all the electronic and mechanical trickery designed to keep you going fast and/or on the road. Altogether, it’s enough to make us yearn for a simpler time — and simpler BMW M5s.

Speaking of simpler, BMW has made the standard iDrive electronics interface a more user-friendly piece of technology starting halfway through the 2009 model year. We strongly suggest waiting to get one of these cars. You’ll be able to tell the difference between the two systems by the new design’s menu buttons for frequently used functions (stereo, navigation, telephone) that are now adjacent to the control knob. Redesigned menus are also more logically arranged now, while the navigation system features a hard drive and real-time traffic information.

In its effort to create the most technologically advanced super sedan ever, it almost seems as if BMW forgot to imbue the 2009 M5 with a soul. No question, the M5 is still a world-class speed machine, but other high-performance four-doors like the Mercedes-Benz C63 and E63 AMG, BMW’s own M3 sedan and the mighty Cadillac CTS-V are more satisfying to drive. As John Denver may have sung, we’re falling out of love with the 2009 BMW M5.

Body Styles, Trim Levels, and Options 

The 2009 BMW M5 is a high-performance variant of the midsize 5 Series luxury sedan. Standard equipment on its lone trim level includes 19-inch wheels; performance tires; adaptive xenon headlamps; front and rear parking sensors; M sport settings; auto-dimming mirrors; a sunroof; dual-zone automatic climate control; a power tilt-and-telescoping steering column; heated front seats; power sport seats with power-adjustable side bolsters, headrests and thigh supports; front-seat memory; leather upholstery; iDrive electronics interface; navigation system with real-time traffic and voice commands; Bluetooth and a 13-speaker Logic7 surround-sound system with a CD player.

Options include soft-close automatic doors, keyless ignition and entry, fold-down rear seats, upgraded power front seats, a power rear sunshade and manual rear side shades, extended leather trim, ventilated front seats, heated rear seats, a heated steering wheel, a head-up display, an upgraded sound system, satellite radio, HD radio and an iPod interface.

Powertrains and Performance 

The 2008 M5 boasts a high-revving 5.0-liter V10 that generates a maximum 500 hp at 7,750 rpm and 383 pound-feet of torque at 6,100 rpm. Sending power to the rear wheels is the standard seven-speed sequential manual gearbox (SMG), an automated-clutch manual that can be placed in a fully automatic mode or operated manually via the gearshift lever or steering-wheel-mounted paddles. A six-speed traditional manual transmission is a no-cost option.

In performance testing, the SMG-equipped M5 went from zero to 60 mph in 4.8 seconds, while a manual-equipped car did the same sprint in 4.7 seconds. Estimated fuel economy is 11 mpg city/17 mpg highway and 13 mpg combined with both transmissions.

Safety 

Standard safety equipment on the 2009 BMW M5 includes stability control, full-length side curtain airbags and front-seat side airbags. Rear-seat side airbags and active head restraints are optional. In government crash tests, the BMW 5 Series received a disappointing three out of five stars for driver protection in a frontal crash, but it got a perfect five stars for front-passenger and side-impact crash protection. The Insurance Institute for Highway Safety awarded the 5 Series a “Good” rating — the highest possible — in frontal-offset crash testing but a second-worst “Marginal” rating in the side-impact crash test. There’s little reason to believe the M5 would perform differently in these crash tests.

Interior Design and Special Features 

Build and materials quality inside the M5 are outstanding, and the commodious backseat makes this an easy car to live with every day. The standard 16-way-adjustable front seats are superb, while the two available seat upgrades give the M5 some of the best seats presently for sale, in both comfort and adjustability. That said, the active side bolsters found in the “Multi-function” seats that move inward to brace the driver (or passenger) against cornering loads aren’t just annoying — they can also distract at critical moments. We’d turn them off and leave the adjustable bolsters at your preferred setting.

Speaking of distracting, early production 2009 M5s come standard with BMW’s old iDrive electronics interface. Too many movements of the mouselike knob are required to perform simple tasks. (Going from the radio preset menu to the auxiliary audio control takes two nudges upward, three turns, a push of the knob, then two nudges down.) Six programmable presets help matters, but not enough. The heavily revised iDrive found in later production M5s is a huge improvement.

Driving Impressions 

Engine performance is absolutely outstanding, as the V10 spins to its 8,250-rpm redline faster than the driver can find words to describe it. The exhaust note is more controversial — some of us don’t mind its subdued rasp, while others find it off-puttingly tinny. Neither transmission choice is enticing. The six-speed manual is more pleasant and gratifying than the herky-jerky SMG (talk about damning with faint praise), but stability control is undefeatable in cars so equipped. Additionally, a manual transmission in an M5 we tested a couple years ago had a propensity to overheat during hard driving.

In terms of handling, the 2009 BMW M5 is a tad underwhelming in the real world, even if it excels on a racetrack. The steering lacks feel and is inconsistent in its effort — a very strange phenomenon in a BMW. Frankly, we’d rather drive a 535i with the sport package on a daily basis.

After toying with the idea of an even larger X7 sport-utility vehicle to complement the midsize X5 SUV, BMW has decided to go smaller instead. The 2011 BMW X1 is an all-new compact-utility vehicle built on the same platform as the recently introduced 1 Series coupe. Caught testing on the streets of Munich, the X1 has a tall-roof design similar to the 2010 BMW V5 utility vehicle. The idea for both vehicles is to cram as much interior space as possible into a relatively small footprint. Like the 1 Series coupe, the 2011 BMW X1 will likely offer two variations of BMW’s 3.0-liter inline-6 engine. Expect base X1s to have roughly 230 horsepower, while the top-of-the-line models will get the same 300-hp 3.0-liter inline-6 found in the 135i and 335i coupes and sedans. Since it’s supposed to have more utility than your average sedan, the X1 will most likely come standard with all-wheel drive. The system will also feature BMW’s new Dynamic Performance Control system, which should help make the X1 handle better than your average sport-utility. It will be awhile before we know for sure, as the 2011 BMW X1 is still several years away from production. Expect to see its official debut sometime in 2010, with sales beginning in the U.S. a year later.

Though there have been two generations of the M6, it is the more recent one that people are most familiar with. Though not a true sports car, the M6, thanks to its 500-horsepower V10 engine, versatile suspension and powerful brakes, can challenge the world’s best on just about any road. At the same time, it offers all the comfort and luxury one would expect from BMW’s premier coupe and convertible.

Current BMW M6

The BMW M6 is available in coupe and convertible body styles. Both versions employ a 5.0-liter V10 engine that produces 500 horsepower and 383 pound-feet of torque. Transmission choices are a standard seven-speed sequential manual gearbox (SMG) or a traditional six-speed manual. Compared to the M5 sedan, the M6 offers greater performance due to a slightly lighter curb weight and a lower center of gravity.

The look of the M6 takes the low-slung style of the mainstream 6 Series coupe and convertible and adds unique front and rear fascias. These not only contribute to a more sporting look, but also serve to enhance performance and aerodynamic efficiency. The exterior is further differentiated by unique trim, mirrors, wheels, colors and a quad-outlet exhaust.

Edmunds editors have found the performance of the BMW M6 to be simply intoxicating. The sounds emanating from the V10 power plant are like nothing else available to consumers. The M6 convertible only adds to the aural pleasure. With the sun and sky overhead, the song of an F1-inspired V10 in your ear and 500 hp underfoot, life just doesn’t get much better for an automotive enthusiast.

With an F1-racing-inspired engine and transmission, it seems only logical that a fully programmable driving experience be included. Owners can choose among three different engine programs that vary horsepower between 400 and 500, along with throttle response, at the push of a button.

Unfortunately, because the M6 is a BMW, it comes equipped with BMW’s iDrive. Designed to help simplify the interface between the driver and the vehicle’s various electronic systems, iDrive has been vilified by most of the automotive media, including Edmunds’ editors and many owners. What was supposed to help simplify has only served to complicate and frustrate.

Past BMW M6 Models

The BMW M6 was introduced as a coupe only for the 2006 model year. For 2007, BMW introduced the convertible model and, later that year, the traditional six-speed manual transmission.

The first generation of the M6 was imported briefly to the U.S. market starting in 1988. Based on the 6 Series coupe of the time, the M6 was powered by a 3.5 liter inline-6 engine that produced 256 hp and 343 lb-ft of torque. Production ended in 1989.

There’s a fair amount of competition even in this elite vehicle class, but the 7 Series sedan’s athletic handling dynamics have long set it apart, starting with the early 733s and carrying through to the present-day BMW 750i and 750Li. While other manufacturers have been content to build high-end sedans with soft, serene rides, BMW engineers its 7s to engage their drivers on an emotional level. For that reason, the BMW 7 Series is the definitive super luxury sedan for people who like to drive.

Current BMW 7 Series

The current BMW 7 Series was completely redesigned for 2009. There are two models — the 750i and the long-wheelbase 750Li. Both share the same 4.4-liter twin-turbo V8 that produces 400 horsepower and 450 pound-feet of torque. A six-speed automatic is standard.

This new 7 Series erases the foul taste left in the mouth of many Bimmerphiles and car enthusiasts who disliked the previous 7. While there are certainly some brash elements — particularly the flared nostril grilles — BMW’s flagship is significantly more visually pleasing. The bodywork now appears tauter, the light clusters are more harmonious and the bulbous trunk lid has been put on a diet. The interior is also more traditional in design (the gear selector is now on the center console rather than the steering column) and the iDrive electronics interface is vastly improved versus past editions. The same high level of expected luxury features remain.

Despite its limolike comfort and size, the 7 Series remains a class benchmark for its handling prowess — particularly in regards to steering feel. The “Dynamic Driving Control” system contributes to this status, featuring four different settings that alter the driving characteristics of the car. It’s complicated and we’d bet good money most folks will leave it on “Normal,” but it should reward an owner who likes to customize their car to their own driving tastes.

There are many worthy choices in this illustrious car segment, but the BMW 7 Series is one of the most appealing.

Used BMW 7 Series Models

There have been four previous generations of the BMW 7 Series. The previous-generation BMW 7 Series was produced from 2002-’08 and was by far the most radical version of the nameplate. Traditional exterior styling cues from the previous 25 years were largely abandoned in favor of a more aggressive, avant-garde design. The car was still recognizable as a BMW 7 Series, but many purists found the look abrasive. A refresh for 2006 smoothed out some of the harsher elements, but it’s still a stretch to call this car beautiful, whether in standard-wheelbase 750i form or long-wheelbase 750Li and 760Li form (it was previously known as iL).

With the exception of 2002 when only a V8 was offered, the fourth-generation 7 Series lineup always included sophisticated eight- and 12-cylinder engines paired with a six-speed automatic transmission. The 745i and 745Li sold from 2002-’05 were equipped with a 325-hp 4.4-liter V8, while the 750i and 750Li that succeeded them had a 360-hp 4.8-liter V8. The 750s were slightly heavier, so performance was about the same as for the 745s.

Offered continuously from 2003, the 760Li had a 6.0-liter V12 capable of 438 hp. Unlike the V8s, which are eager to rev, the V12 delivers a massive wave of thrust as soon as you nudge the accelerator pedal. BMW offered a short-wheelbase 760i from 2004-’06.

The modernist exterior styling of this generation carried on in the cabin, where BMW’s typically button-heavy control layout gave way to an all-in-one system called iDrive that governed climate, audio and navigation functions via a single console-mounted dial and a central display. Although iDrive assured the 7′s place in the information age, its steep learning curve proved bewildering for many a 7 Series driver. During this 7′s lifespan, iDrive was consistently upgraded, so newer 7 Series will come with the later (and less maddening) versions of this control device. Make sure to thoroughly examine iDrive before purchasing a 7 Series, or at the very least, driving it off the lot.

Even though it tended toward the esoteric, the 2002-’08 BMW 7 Series proved quite popular, largely because of its superb driving experience. Here BMW applied its arsenal of technology to great advantage, as features like self-stiffening antiroll bars, self-leveling air springs and adaptive shock absorbers worked together to keep the big sedan stable when driven hard.

The third generation, sold from 1995-2001, is generally regarded as the finest era for the 7 Series. It was a true driver’s car just like today’s 7, but there was less in-car technology to distract from the task at hand. And most people agree that its sleek, classically styled body was easier on the eyes.

Provided the car is in good condition, any 7 Series from this generation would make a fine purchase. Quality was generally excellent on these cars, but like most high-end German products, repair costs can be hefty as they age. The main advantage to choosing a car from later in the model cycle is added standard feature content. BMW’s Dynamic Stability Control system, for example, debuted across the line for 1998.

The model lineup included the regular-wheelbase 740i sedan, which was offered every year except 1996, and the long-wheelbase 740iL and 750iL, which had an uninterrupted run. The BMW 740s were powered by a 282-hp 4.4-liter (4.0-liter in 1995) V8, while the 750iL had a 5.4-liter V12 good for 326 hp. All 7s came with a five-speed automatic transmission. Either setup provided strong acceleration, but fuel economy was poor by today’s standards.

Similar in style and focus to its successor, the second-generation BMW 7 Series was on sale from 1988-’94. This was the first 7 Series to include both regular- and long-wheelbase models, the advantage to the latter being increased rear legroom. For most of the cycle, the base engine was a 208-hp 3.4-liter inline six-cylinder offered in 735i and 735iL models. A four-speed automatic transmission was standard, but a five-speed manual was offered as well. The 282-hp 4.0-liter V8 replaced the inline-6 in 1993, yielding the 740i and 740iL, both of which took a five-speed automatic only. The BMW 750iL was offered throughout the run. The first V12-equipped BMW, it had a 296-hp 5.0-liter engine and a four-speed automatic.

The first-generation BMW 7 Series enjoyed a long run from 1978-’87. It was the largest sedan the company had ever built and directly targeted the Mercedes-Benz S-Class. All 7s of this era were powered by an inline six-cylinder engine.

Most BMW 5 Series cars you’ll come across new or used are rear-wheel drive; however, the current-generation lineup includes all-wheel-drive variants. Most 5s also have an inline six-cylinder engine, though BMW has offered V8 versions since 1994. Model names are numeric, with the first number identifying the car as a 5 Series and the last two historically, but not always, denoting engine size. Today’s BMW 528i, for instance, has a 3.0-liter inline-6. The final “i” originally distinguished 5 Series cars with fuel injection; these days, it only has significance in Europe where diesel models (that carry a “d”) are also offered.

When people ask us to recommend luxury cars, BMW’s 5 Series is invariably high on the list. Wealthier shoppers may gravitate toward the newer models loaded with technology, but older 5 Series cars can be just as satisfying to drive and own.

Current 5 Series

The BMW 5 Series is available in sedan and wagon body styles. Three engines are available on the sedan that correspond to the three trim levels (528i, 535i and 550i), with xDrive all-wheel drive available on the 528i and 535i sedans. The wagon comes in 535i xDrive trim only. The 528i features a 3.0-liter 230-horsepower inline-6, the 535i has a turbocharged 3.0-liter 300-hp inline-6 and the 550i has a 360-hp 4.8-liter V8. Every model comes with a standard six-speed manual or six-speed automatic.

On the surface, the 5 Series incorporates bold styling cues that depart from BMW’s traditional styling language established over the preceding four generations. Inside, the 5 boasts one of the most spacious and comfortable cabins in its class, particularly when optioned with the fantastic multicontour front seats, which adjust in seemingly infinite ways. A system called iDrive corrals audio, climate, navigation and communication functions using a central LCD screen and console-mounted control dial. We’ve found iDrive cumbersome to use, although other BMW models feature an upgraded system. Given its wide price range, the 5 Series can be equipped with a huge variety of luxury and technology features — from a heated steering wheel to a lane departure warning system.

The latest BMW 5 Series is a well-balanced machine that can handle aggressive driving on winding back roads just as easily as it dispatches weekday commutes on crumbling expressways. The 5′s adeptness at both ride comfort and handling prowess borders on the amazing. The steering is equally sublime, with perfect weighting and a near-telepathic feel. If you like the styling and aren’t intimidated by its hefty dose of electronics, the 5 Series is an excellent choice for a midsize luxury car. The only significant drawback is high pricing.

Used BMW 5 Series Models

The present fifth-generation 5 Series debuted for 2004. For 2004 and ’05, it was offered only in sedan form and only with rear-wheel drive. There were two six-cylinder models, the 184-hp 525i and 225-hp 530i, along with a top-line V8 version, the 325-hp 545i. Buyers looking at six-cylinder models would be wise to focus on 2006 and newer models, as the ’06 model year brought a new pair of 3.0-liter sixes, resulting in a more spirited 215-hp 525i and a 255-hp 530i. The V8 sedan was already quick, but it, too, received a new engine, a 360-hp 4.8-liter, and became the 550i.

The 5 Series wagon also arrived for 2006. It’s offered in a single 530xi model and all-wheel drive is standard. Additionally, all-wheel drive became optional for the 530 sedan. For 2007, additional standard equipment was added like an auxiliary input jack and BMW Assist, while new options include high-definition radio, BMW’s Night Vision system and 20-way adjustable front seats. The current crop of engines and model designations arrived for 2008.

Shoppers will have little difficulty finding representatives from the fourth generation (1997-2003). Many purists consider this the finest era for the BMW 5 Series, as exceptional on-road dynamics, premium furnishings and unparalleled refinement came together in one classically styled package. Resale value has always been high for this generation, so expect to spend more than you would for competitors of similar age. Reliability has been strong as well.

Provided it’s well-maintained, any car from this generation is worth your consideration. For 1997 and 1998, only sedans were offered: a 528i with a 190-hp, 2.8-liter inline-6 and a 540i with a 282-hp, 4.4-liter V8. The wagon joined the lineup in 1999 and was available with either engine, both of which gained variable valve timing that year. In 2001, the 528i sedan got a new 225-hp 3.0-liter six and became the 530i; the 528 wagon was dropped. BMW also added an entry-level, 184-hp 525i sedan and wagon to the lineup.

Third-generation BMW 5 Series cars (1989-’95) are still common as well. Although not as perfectly balanced as its successor, this car was highly regarded in its day. If you find one in good condition, you’ll almost certainly find it enjoyable to own. The best years were 1994 and ’95 when BMW offered V8 power in two 5 Series with the 530i sedan and wagon (215 hp), and the 540i sedan (282 hp).

The 2010 BMW M3 is a luxury sports car available in the coupe and the roadster trims. Both are the best high performance cars in the market. Comparable vehicles in the marketplace to the 2002 M include the Acura NSX, the Mercedes-Benz CLK-Class, and the Volvo C70.

Both trims are equipped with a standard 3.2-liter, I6, 315-horsepower engine that achieves 17-mpg in the city and 25-mpg on the highway. A 5-speed manual transmission is standard. The 2010 M is a carryover from 2002.s.

 BMW M3 Specifications

 Engine