The BMW 5 Series is enhancing its leadership in technology to an even higher level than before: Starting in spring 2005, the BMW 523i, 525i, and 530i come with new, innovative straight-six petrol engines featuring a composite magnesium/aluminium crankcase and VALVETRONIC for even greater efficiency and dynamic performance. At the same time the BMW 525xi and 530xi feature BMW's further enhanced, intelligent xDrive four-wheel drive system offering not only excellent traction, but also a new dimension of driving dynamics, motoring safety and agility in the all-wheel-drive market. Driven by this kind of high technology and new equipment features, the BMW 5 Series is setting several highlights in spring 2005: The new-generation models with BMW's innovative six-cylinder power units are replacing the former BMW 520i, 525i, and 530i. And in combination with BMW xDrive already proven and widely lauded in the X3 and X5, the BMW 525xi and 530xi offer further qualities under all driving conditions. All five new models come in both Saloon and Touring guise. Introducing the BMW 523i and 530i Touring in spring 2005, BMW is rounding off the range of six-cylinder engines in the 5 Series Touring line-up.
New engine data: Output Torque 523i 130 kW (177 hp) at 5,800 rpm 230 Nm/169 lb-ft at 3,500-5,000 rpm 525i 160 kW (218 hp) at 6,500 rpm 250 Nm/184 lb-ft at 2,750-4,250 rpm 530i 190 kW (258 hp) at 6,600 rpm 300 Nm/221lb-ft at 2,500-4,000 rpm
Capacity Bore/stroke 523i 2,497 cc 82.0/78.8 mm (3.23/3.10'') 525i 2,497 cc 82.0/78.8 mm (3.23/3.10'') 530i 2,996 cc 85.0/88.0 mm (3.35/3.46'') Performance and fuel consumption (Touring figures in brackets): 0-100 km/h Top speed Fuel con, EU, composite 523i 8.5 (8.8) sec 235 (227) km/h 8.5 (8.7) litres/100 km 525i 7.5 (7.8) sec 245 (240) km/h 8.7 (8.9) litres/100 km 530i 6.5 (6.6) sec 250 (250) km/h 8.8 (9.2) litres/100 km 525xi 8.3 (8.5) sec 237 (232) km/h 9.6 (9.9) litres/100 km 530xi 6.8 (7.0) sec 250 (245) km/h 9.7 (10.1) litres/100 km
Capacity Bore/stroke 523i 2,497 cc 82.0/78.8 mm (3.23/3.10'') 525i 2,497 cc 82.0/78.8 mm (3.23/3.10'') 530i 2,996 cc 85.0/88.0 mm (3.35/3.46'') Performance and fuel consumption (Touring figures in brackets): 0-100 km/h Top speed Fuel con, EU, composite 523i 8.5 (8.8) sec 235 (227) km/h 8.5 (8.7) litres/100 km 525i 7.5 (7.8) sec 245 (240) km/h 8.7 (8.9) litres/100 km 530i 6.5 (6.6) sec 250 (250) km/h 8.8 (9.2) litres/100 km 525xi 8.3 (8.5) sec 237 (232) km/h 9.6 (9.9) litres/100 km 530xi 6.8 (7.0) sec 250 (245) km/h 9.7 (10.1) litres/100 km
These figures relate to cars with standard equipment and fitted with a six-speed manual gearbox. Six-speed automatic with Steptronic is available as an option, and the 530i also comes as an option with BMW's SMG gearbox. Progress at its best: more power on less fuel. Customers benefit from the new straight-six power units first through the significant improvement of output and torque with fast-revving engine characteristics and turbine-like smoothness, second from a further reduction in fuel consumption. The increase in engine size from 2.2 to 2.5 litres in the entry-level 523i means 20 Newton-metres more torque than on the previous 520i. At least 90 per cent of the maximum torque of 230 Nm/169 lb-ft is maintained consistently between 1,500 and 6,000 rpm, and engine output is up by 5 kW (7 hp). Output of the 2.5-litre 525i is up by 19 kW (26 hp), with an increase in maximum torque by 5 Newton-metres over the former model, more than 90 per cent of the maximum torque now being maintained between 1,750 and 6,700 rpm. Output of the 3.0-litre power unit in the 530i is up by 20 kW or 27 hp. With output per litre of 63.3 kW or 86.1 hp, this engine offers the highest specific output of all power units in its class, maintaining at least 90 per cent of its maximum torque consistently between 1,500 and 6, 700 rpm. Powerful torque curves over a wide speed range form the foundation for the car's superior driving performance and flexibility. On average, for example, acceleration times from 0-100 km/h are approximately 5 per cent better than before. At the same time BMW's engineers have succeeded in reducing fuel consumption, depending on the model, by up to 10 per cent. The average improvement in fuel consumption over the previous models is a remarkable 7 per cent. The lightest production six-cylinder in its class. Introducing the new six-cylinder, BMW is continuing its role as a pioneer in engine development: The use of composite magnesium/aluminium technology marks a milestone in engine construction. For the first time in modern engine building, BMW is using magnesium in the large-scale production of a water-cooled crankcase, on the bedplate and the cylinder head cover.
The revolutionary composite magnesium/aluminium crankcase weighs only 57 per cent of a comparable grey-cast iron block, the weight advantage over an all-aluminium engine is 24 per cent. So that in a nutshell, BMW's straight-six power unit, weighing 161 kg or 354 lb overall, is the lightest six-cylinder in its class the world over. For this reason alone, the engine ideally supplements the lightweight construction of the BMW 5 Series made entirely of aluminium at the front all the way to the A-pillars. BMW's engineers refer to this technology as the weight-reduced aluminium front section. With aluminium being two-thirds lighter than steel, customers benefit from this reduction of weight in terms of enhanced fuel economy, greater dynamism, and exemplary agility. Innovations: lightweight camshafts, electrical coolant pump. Following the revolutionary composite magnesium/aluminium crankcase, the lightweight camshafts make the largest individual contribution in minimising the weight of BMW's straight-six. The so-called composite camshafts are made by inner high-pressure moulding of a steel tube, with cam rings made of high-strength stainless steel fitted on top. This reduces the weight of each individual camshaft by a significant 600 grams. BMW's new straight-six also comes with further innovations: For the first time BMW uses an electric water pump for on-demand control of the coolant flow. Accordingly, the electric pump makes a significant contribution to the reduction of fuel consumption by BMW's new six-cylinder. Even greater driving pleasure: second-generation VALVETRONIC. The engines' superior power output supplements the unparalleled low weight of BMW's six-cylinders. The three-litre power unit in the 530i, for example, ranks right at the top in its class, with output per litre of 63 kW or 86 hp. This superiority is largely attributable to BMW's unique VALVETRONIC valve management system, an outstanding innovation controlling both valve timing and opening times infinitely and as a function of the gas pedal. Hence, BMW VALVETRONIC allows largely throttle-free load management for particularly efficient use of fuel and significantly enhanced engine response. BMW's straight-six is the first engine to feature second-generation VALVETRONIC allowing the engine to run at an even higher speed. This is made possible by the much stiffer structure of the engine and, as a result, higher acceleration speeds in operating the valves. The advantage for the driver is even more sporting performance and speed reserves in the various
gears, with maximum speed on the straight-six featured in the 525i/530i being increased by 400 and, respectively, 600 rpm to 6, 500 and, respectively, 6,600 rpm. The engine cut-off speed, in turn, is now 7 000 rpm (+ 500 rpm) in each case. Intelligent xDrive four-wheel drive on the BMW 525i and 530i: A new dimension of driving dynamics and traction. Introducing optional xDrive on the 525i and 530i Saloon and Touring, BMW is expanding the wide range of choice offered by the 5 Series. Now, therefore, the superior sporting performance and motoring comfort, the roominess and superior function of the 5 Series are further enhanced by xDrive offering supreme traction for extreme requirements. BMW's solution incorporates the intelligence of xDrive introduced for the first time on the X3 and X5, enabling the driver to use the advantages of four drive wheels without having to "drag along" the disadvantages of many four-wheel-drive systems for the rest of the time. For in their everyday driving characteristics the new 5 Series with xDrive are virtually just as agile and dynamic as their rear-wheel-drive sister models, thus setting a new standard in the four-wheel-drive market. The chassis and suspension of the 5 Series with xDrive is in principle the same as on the rear-wheel-drive 5 Series, with the exception of specific features catering for four-wheel-drive requirements. Reflecting their special four-wheel-drive features, the xDrive models come as standard with 17-inch 225/50 wheels in "basic" trim replacing the usual 16-inch light-alloy wheels. xDrive: even faster than wheel spin. BMW xDrive in the 5 Series is in principle the same as the four-wheel-drive technology already introduced in the X3 and X5, with the hardware and software naturally adapted to the specific requirements and features of the 5 Series. xDrive allows infinite, variable distribution of drive forces between the front and rear wheels, therefore setting new standards in terms of agility and dynamics also in the segment of all-wheel-drive saloons. The system immediately recognises the need to change power distribution and responds proactively, thus preventing wheel spin right from the start. As a result, BMW xDrive is able to feed optimum drive power to the respective axle at any time in, say, a dynamic, fast bend, in the process minimising both under- and oversteer.
On the road this means significant enhancement of agility, driving pleasure and safety compared with conventional four-wheel drive. Chassis control systems such as DSC only have to intervene, if at all, at a much later point in time. And xDrive also ensures better traction on loose or slippery surfaces, power being transmitted instantaneously to the wheels with sufficient grip whenever one of the wheels threatens to spin and, as a result, interrupt the flow of traction. The driver benefits from the advantages of the proactive xDrive system all the time, with the flow of power being continuously adjusted to the respective driving situation. A few examples: When setting off under normal conditions, the multiple-plate clutch will remain fully closed up to a speed of approximately 20 km/h, thus ensuring optimum traction in the start-up phase. Then, at speeds above 20 km/h, the multiple-plate clutch serves to distribute drive power perfectly between the rear and front axle as a function of driving conditions and the road surface - under normal conditions maintaining a 60:40 ratio between the rear and front axle. In bends the instantaneous re-distribution of the power flow reduces both under- and oversteer: Whenever the rear end of the car threatens to swerve around in a bend, xDrive will close the multiple-plate clutch harder than before, guiding more drive power to the front wheels. This allows the rear wheels to build up more side force and re-stabilise the car. Being combined with DSC, the system determines any risk of oversteering from a very early point in time, intervening before the driver even notices the change in a car's behaviour, the 5 Series thus running round the bend as if "on rails". Only when the risk of oversteering can no longer be eliminated by variable power distribution alone is the DSC control system required to intervene. Whenever the car "pushes" out of a bend over its front axle, such understeer is recognised by information coming from the DSC control system and is set off by reducing the flow of power to the front axle, meaning that in an extreme case up to 100 per cent of the engine power may go to the rear wheels. If even this is not sufficient, DSC will intervene also in this case, enabling the driver to manoeuvre his all-wheel-drive 5 Series on serpentine routes with virtually the same agility as in a rear-wheel-drive 5 Series. BMW xDrive even sets off an abrupt gas change without problems: While the time lag between pressing down the accelerator pedal and building up engine power is a minimum of 200 milliseconds, the multiple-plate clutch is able to open and close completely within 100 milliseconds.
When driving with a large steering angle and under low power - the classical situation when parking the car - four-wheel drive is cut back to a rear-wheel-drive system, avoiding any unpleasant distortion in the drivetrain or influences on the steering. On gradients with a slippery surface, for example on ice or snow, locking action between the front and rear axle prevents individual wheels from spinning. Accordingly, DSC only has to intervene under far more difficult surface conditions by taking back the accelerator or applying the brakes on the wheel in order to modify the flow of power. And then, as soon as the driver continues afterwards, the locking effect significantly reduces the risk of individual wheels losing their longitudinal or lateral forces. This gives the driver much safer and more agile driving behaviour in his car. The heart of xDrive: the electronically controlled multiple-plate clutch. The electronically controlled multiple-plate clutch in the power divider is the main component giving xDrive its particular potential: Depending on specific requirements, the multiple-plate clutch controls the flow of power to the front axle within milliseconds, meaning that in an extreme case the front and rear axle may be fully disconnected or firmly connected to one another. Such a firm connection serves the same function as a 100 per cent longitudinal lock on conventional four-wheel drive. BMW xDrive interacting with DSC. Part of xDrive's outstanding performance is attributable to the fact that this system is able to draw on all the information offered by DSC Dynamic Stability Control. Via the yaw rate sensor, for example, the system determines any rotational movement of the car, while a steering angle sensor monitors the position of the steering wheel. Together with information on road speed coming from the wheel sensors, data on the car's lateral acceleration as well as engine data, xDrive is able to determine at an early point in time how the car is currently behaving and thus spread out drive forces perfectly between the front and rear axles. Intervening electronically in the brakes, DSC serves as a lateral lock with forced power distribution to the front and, respectively, rear wheels: As soon as a wheel is about to spin and thus lose grip, it is slowed down by application of the appropriate brake. The differential in the axle drive unit is therefore able to automatically direct more power to the wheel at the other end of the axle.
