There were times when BMW's would walk all over the competition straight out of the box, without having to spec certain options. I think with so many poor reviews we can conclude that it's not a resounding success some people would have us believe. This is a shame as the F10 is high on my list as a future purchase.
5 Series (F10/F11/F07/F18) BMW F10 5er - press drives & reviews
- Thread starter EnI
- Start date
The BMW F10/F11/F07/F18 is the sixth generation of the BMW 5 Series, manufactured for model years 2010–2017. The body styles of the range are: 4-door sedan/saloon (F10), 5-door estate/wagon (F11, marketed as "Touring"), 5-door fastback (F07, marketed as "Gran Turismo"), and 4-door long wheelbase sedan (F18, sold only in China and the Middle East).
There were times when BMW's would walk all over the competition straight out of the box, without having to spec certain options. I think with so many poor reviews we can conclude that it's not a resounding success some people would have us believe. This is a shame as the F10 is high on my list as a future purchase.
braaf
Stuttgart Specialist
I read a report somewhere that bMW made bucket loads of cash with 5er customers speccing their vehicles out to the max.
I think this was their statergy from the begining, to make the standard setup not so nice (to the journos only judging from the reports I've heard so far) and then to have most of their customers spec their 5er with VDC hence once again making bucket loads of cash.
Zafiro
Supreme Roadmaster
I drove the new 5er some time ago with adaptive suspension. The handling is very good and just as good (if not better?) as my babybimmer with M-package and believe me when I say my car has tons of grip. It's such a joy to take those high speed corners.
I wonder if the next 1-series will be available with adaptive suspension?
The new 5er felt like a smaller a 3-series to drive but still a too large car for my taste. 1er or 3er is the perfect size for me.
BTW of course BMW are offering the adaptive suspension as an extra option. Majority of the buyers are going to choose this option and BMW know this.
but still the 5-series is winning every comparison (except in UK of course
)
Make your own decision if the 5er is a car for you or not, do you really need others opinions?
I wonder if the next 1-series will be available with adaptive suspension?
The new 5er felt like a smaller a 3-series to drive but still a too large car for my taste. 1er or 3er is the perfect size for me.
BTW of course BMW are offering the adaptive suspension as an extra option. Majority of the buyers are going to choose this option and BMW know this.
but still the 5-series is winning every comparison (except in UK of course
)Make your own decision if the 5er is a car for you or not, do you really need others opinions?
but still the 5-series is winning every comparison (except in UK of course
Make your own decision if the 5er is a car for you or not, do you really need others opinions?
The UK is well known for it's poor road surfaces, so it's no wonder that the stock suspension 5er is suffering over here compared to the rest of Europe. The blame lays squarely with RF tyres of which BMW are doggedly sticing with which is a shame because everything else about the car is exceedingly good.
braaf
Stuttgart Specialist
Zafiro
Supreme Roadmaster
Theres a solution to that problem,stick on normal tyres.
My runflats only lasted for a couple of months so I replaced them to "normal tyres" Goodyear Asymmetric F1. I absolutly felt a difference afterwards.
Here in Sweden you could order yourself a E60 with or without runflats but all 1/3-series always came with runflats. Weird move by BMW.
No. But before I have chance to make up my own mind and I read quite a lot of tests saying the same, negative, comments, then it's not a good start is it?
The idea that the British press have something against BMW is utter nonsense. By the way, only last week I was reading a review in a Dutch/Belgian car magazine and the 5 Series was beaten by the Mercedes E Class. I can't remember the name of the magazine but I'm sure somebody on here does.
Zafiro
Supreme Roadmaster
I havent said a single word about British press having anything against BMW. You easily get upset dont you
I've read a lot of positive things about the 5-series. I also read a lot of comparisons and the new five is doing very well.
More important, I've driven the car and I was impressed. I drove the X1 afterwards and didnt felt overwhelmed. Make your own opinion or keep your mouth close
j/k I havent said a single word about British press having anything against BMW. You easily get upset dont you
I'm not upset. And where did I say you've said anything about the British press having anything against BMW? But it's a comment I've heard from many fanboys on here.
Make your own opinion or keep your mouth close
If people were not allowed to comment on here without having been in a position to form their own opinion then this place would be very quiet indeed.
Mr. Mercedes
Premium
If they continue to test the 5-series with adaptive suspension, then the E should be equipped with airmatic to be fair.
Zafiro
Supreme Roadmaster
Already been such tests which BMW won. Also been a test against airmatic E-class vs 5-series without adaptive suspension, once again they prefer BMW.
Its even been posted on this board. Keep your eyes open
LoL Betty. I'm just pushing your buttons Look up what "j/k" means
BTW did you know I call my car Betty Blue
Mr. Mercedes
Premium
Already been such tests which BMW won. Also been a test against airmatic E-class vs 5-series without adaptive suspension, once again they prefer BMW.
Its even been posted on this board. Keep your eyes open
I don't pay much attention to judgments about suspension comfort from mainland European magazines. I usually wait for the UK and Australian tests. Our roads are far from being super smooth.
CAR, while they preferred the 5-series overall, they did report the E-class had a more compliant suspension set up. This to me sounds realistic given the 5-series handling advantage. I very much look forward to the comparison by 'Wheels' over here. They have noted recently that the newer lot of BMW's have much improved suspension comfort, so it should be a very good test.
Tests are most relevant in your 'area' simply because the tests are conducted on roads similar to the ones you will more likely be driving on, that is why you should ignore comments regarding suspension in European tests if you are from UK but not the other way round. Like Australia we here in the UK have the poorest roads and if a car performs well here it will perform well just about anywhere, which isn't the case in Europe.
From my experience on UK roads in the 5er if you are someone coming from either a Merc or Jag then the adaptive suspension on the 5er is a must, but even if not I still feel this is one option well worth ticking, especially if you like the biggest of alloys options.
LoL Betty. I'm just pushing your buttons Look up what "j/k" means
Believe me. The last thing you want to do is "push my buttons". It's not like I need encouragement.
Zafiro
Supreme Roadmaster
I never been in Australia, only in US. And the roads are nowhere as good as the roads in Europe. So if the roads in US are bad then Australian roads must be worse I guess.
Anyway, in European streets the new 5-series is a very comfortable car
I know Betty, you aren't famous for your 'happiness'
Merc1
Premium
Edmunds - 2011 BMW 535i Full Test
The March Toward Technological Perfection Continues
That the 2011 BMW 535i is available with an eight-speed automatic transmission — about three too many speeds in some situations — is emblematic of the newest generation of the company's core midsize sport-luxury sedan. This is an exponentially more complex thing than the car you first met as the 5 Series.
For 2011, the 5 Series has adopted the underpinnings of the 7 Series, and undeniably, some of its styling. It's received the company's Driving Dynamics Control, which allows drivers to tweak powertrain and chassis response across four settings. And beneath the front fenders are one upper and two lower control arms that replace the aging-but-proven strut suspension.
Whether these changes are for the better will depend on: 1) your willingness to drink the BMW Kool-Aid and 2) a thorough survey of the technologies and how they affect the experience.
We can only help you with No. 2.
Start Simple
Certainly the only bit in the 2011 BMW 535i that is simpler is the engine — a new version of the 3.0-liter turbocharged mill that previously powered 1, 3 and 5 Series cars. The simplification was accomplished by removing both turbochargers and replacing them with a single twin-scroll turbo, which BMW says helps improve throttle response. Also absent is a throttle valve. The new engine is throttled via BMW's Valvetronic system, which alters valve lift to control engine speed.
Direct injection is at least partially responsible for the 535i's improved EPA fuel economy ratings, which rise from 17 city/26 highway in 2010 to 20 city/30 highway for 2011.
Despite these changes, or perhaps because of them, power and torque ratings remain the same at 300 horsepower and 300 pound-feet. Our dyno test, however, showed the new engine was less consistent in delivering the much-appreciated platform of torque. Power, too, suffered by wandering slightly and peaking below that of the old engine.
The Human Dyno
Fortunately, those machine-measured differences never registered at our backside. Once under way, there's a virtually immediate shove when the throttle is depressed for passing. In fact, response is near instant in every situation due to the transmission's rapid shifts.
Despite rev-matched downshifts activated via wheel-mounted paddles, we found it easy to lose our place among the transmission's numerous gears in Manual mode. The solution is to simply let the transmission do the shifting. With so many gears to choose from, we never found a hole in power delivery while exiting a corner or climbing a hill.
Standing starts, though, never feel intuitive. Acceleration, at least initially, isn't proportional to pedal input. On many occasions this caused us to dig into the pedal even further — an effort which often produced an unwanted surge of acceleration once the throttle position actually registered with the car's electronic brain. Whether this is a product of throttle calibration, transmission calibration or the power delivery of the new engine isn't clear. But it's something we noticed on our long-term 7 Series as well.
Adjust This
Ultimately, though, a throttle delay from a standing start is a subtlety to which we can adjust. And when the car is moving it does nothing to diminish the engaging driving character that is still present — if somewhat tempered — in this midsize sedan. Bump the optional Adaptive Drive switch up to Sport mode ("Normal" is the default) and you get more aggressive gear selection logic, quicker shifts, stiffer damping and increased roll control.
And it works. Subtly.
The most effective trait of Adaptive Drive is Dynamic Damping Control, which tunes damping for the mode selected and the conditions the car is experiencing. There's a wide range of personalities available, ranging from bump compliance that would make your grandma's Buick jealous to remarkable levels of control useful for laying waste to on-ramp dawdlers. A testament to BMW's confidence in the system's abilities is its choice of 35 and 40-series tires on 19-inch wheels — a combination that removes any hope of tire compliance and demands the suspension do all the work.
Electric power steering enhances efficiency and offers appropriate weight in most situations, but still lacks the feedback of the best EPS systems. Our test car wasn't fitted with BMW's Integral Active Steering, which integrates rear steering to add high-speed stability and low-speed maneuverability.
Ultimately, however, almost every interface inside the 535i is quite good. Especially considering the audience. Sure, there will always be those hard-core devotees who insist that this sedan should come with a manual transmission and be driven accordingly. Largely, though, this is a comfortable cruiser that is just as at home in the daily traffic slog as it is on the open road. And there are few machines better adapted to those environs.
At the Track
We'd love to tell you that all these advances result in better test numbers, but the simple and unpopular fact is that, save the 60-0-mph braking distance, the 2011 BMW 535i is outperformed in every performance test by its predecessor. And let's not forget, that predecessor a twin-scroll turbo and adjustable suspension damping.
Notes from our test driver indicate the above-mentioned delay from a standing start, which likely contributed to a 0-60 sprint almost a half-second slower than the previous-generation 535i. At 5.9 seconds (5.6 seconds with a 1-foot rollout as on a drag strip), the 2011 BMW 535i's performance is on par with Infiniti's M37. In the quarter-mile it's slower than both the old 535i and the Infiniti M37 at 14.3 seconds at 95.1 mph.
In addition to the power deficit, at least some of the lazy acceleration can be pinned on an as-tested weight 171 pounds higher than the last 535i we tested. BMW acknowledges this difference itself even more significantly, claiming a 386-pound variance between the curb weights of the current and outgoing model.
An average of 0.84g around the skid pad is less lateral grip than the M37S and previous 535i (0.86g and 0.89g, respectively). What's more, Active Roll Stabilization still allows more body roll than we'd prefer. Slalom speed, at 64.9 mph, is accompanied by admirable balance despite feeling somewhat limited by tire grip. It's also slower than the previous 535i (65.3 mph) and the current M37S (67.9 mph).
We recorded a combined fuel economy of 22.7 mpg over 1,438 miles — almost identical to the 22.5-mpg number we measured in the old car.
Good Inside
But deciding the worth of a multitalented sedan like the 2011 BMW 535i based solely on its track performance is like writing off a Scorsese film because of its violent content. There's a lot more to this stately sedan than what GPS instruments can measure.
For example, there's the standard fourth-generation iDrive, which we find pleasantly usable relative to previous generations even if we have seen it before in other models. Our test car lacked navigation and was relegated to use of the smaller 7-inch screen rather than the 10.2-inch IMAX version that comes with the navigation system. The presence of the "Nav" button near the control knob was somewhat confusing at first, but overall intuitiveness of the iDrive user interface has been elevated to among the most easy-to-use multicontrol devices on the market.
Our tester was also upholstered in Venetian Beige Dakota Leather — a truly stunning material to view and touch, but also one that is easily discolored. The now-familiar BMW dual-zone climate controls are present, as are new steering-wheel-mounted cruise control buttons. Fortunately, they're as functional and logical as the stalk-mounted cruise control of the 3 and 7 Series.
But the absolute stunner of the interior is the thick, small-diameter steering wheel, which comes wrapped in the same leather as everything else. For our money, this device, which you touch every time you drive the car, seals the deal.
Measuring Up
In following the current more-is-better automotive design philosophy, the 5 Series' wheelbase has grown 3.2 inches. At 116.9 inches it is the longest in its class. Oddly, this doesn't translate to the most front and rear legroom — that honor goes to the Infiniti M. Even our larger editors found ample space in the 5, however. Average-size passengers have room to swim in the rear seat and large adults (6 feet plus) can fit behind their own driving position without being cramped. But none of this should come as a surprise in this class.
Also, unsurprising is our test car's $60,225 sticker price (including destination). Major options include the $2,700 Dynamic Handling package, $2,200 Sport package, $1,450 Dakota Leather and $800 Side and Top View Camera option.
At the end of the day, the 2011 BMW 535i might not be as quick as before and it might not answer a rigid test track protocol with the alacrity of its predecessor. We'd even say that it's no longer the sportiest driving car in its segment. But we'd guess most buyers won't measure it using those criteria.
Rather, the critical question will be how the 5 measures up to the tasks of daily driving, convenience, over-the-road comfort and moving passengers with grace and style. And using those standards it's hard to say it's anything but a wild success. The 2011 BMW 535i is a graceful, competent and rewarding sedan — whether or not you drink the Kool-Aid.
2011 BMW 535i Full Test
Love this car.
M
The March Toward Technological Perfection Continues
That the 2011 BMW 535i is available with an eight-speed automatic transmission — about three too many speeds in some situations — is emblematic of the newest generation of the company's core midsize sport-luxury sedan. This is an exponentially more complex thing than the car you first met as the 5 Series.
For 2011, the 5 Series has adopted the underpinnings of the 7 Series, and undeniably, some of its styling. It's received the company's Driving Dynamics Control, which allows drivers to tweak powertrain and chassis response across four settings. And beneath the front fenders are one upper and two lower control arms that replace the aging-but-proven strut suspension.
Whether these changes are for the better will depend on: 1) your willingness to drink the BMW Kool-Aid and 2) a thorough survey of the technologies and how they affect the experience.
We can only help you with No. 2.
Start Simple
Certainly the only bit in the 2011 BMW 535i that is simpler is the engine — a new version of the 3.0-liter turbocharged mill that previously powered 1, 3 and 5 Series cars. The simplification was accomplished by removing both turbochargers and replacing them with a single twin-scroll turbo, which BMW says helps improve throttle response. Also absent is a throttle valve. The new engine is throttled via BMW's Valvetronic system, which alters valve lift to control engine speed.
Direct injection is at least partially responsible for the 535i's improved EPA fuel economy ratings, which rise from 17 city/26 highway in 2010 to 20 city/30 highway for 2011.
Despite these changes, or perhaps because of them, power and torque ratings remain the same at 300 horsepower and 300 pound-feet. Our dyno test, however, showed the new engine was less consistent in delivering the much-appreciated platform of torque. Power, too, suffered by wandering slightly and peaking below that of the old engine.
The Human Dyno
Fortunately, those machine-measured differences never registered at our backside. Once under way, there's a virtually immediate shove when the throttle is depressed for passing. In fact, response is near instant in every situation due to the transmission's rapid shifts.
Despite rev-matched downshifts activated via wheel-mounted paddles, we found it easy to lose our place among the transmission's numerous gears in Manual mode. The solution is to simply let the transmission do the shifting. With so many gears to choose from, we never found a hole in power delivery while exiting a corner or climbing a hill.
Standing starts, though, never feel intuitive. Acceleration, at least initially, isn't proportional to pedal input. On many occasions this caused us to dig into the pedal even further — an effort which often produced an unwanted surge of acceleration once the throttle position actually registered with the car's electronic brain. Whether this is a product of throttle calibration, transmission calibration or the power delivery of the new engine isn't clear. But it's something we noticed on our long-term 7 Series as well.
Adjust This
Ultimately, though, a throttle delay from a standing start is a subtlety to which we can adjust. And when the car is moving it does nothing to diminish the engaging driving character that is still present — if somewhat tempered — in this midsize sedan. Bump the optional Adaptive Drive switch up to Sport mode ("Normal" is the default) and you get more aggressive gear selection logic, quicker shifts, stiffer damping and increased roll control.
And it works. Subtly.
The most effective trait of Adaptive Drive is Dynamic Damping Control, which tunes damping for the mode selected and the conditions the car is experiencing. There's a wide range of personalities available, ranging from bump compliance that would make your grandma's Buick jealous to remarkable levels of control useful for laying waste to on-ramp dawdlers. A testament to BMW's confidence in the system's abilities is its choice of 35 and 40-series tires on 19-inch wheels — a combination that removes any hope of tire compliance and demands the suspension do all the work.
Electric power steering enhances efficiency and offers appropriate weight in most situations, but still lacks the feedback of the best EPS systems. Our test car wasn't fitted with BMW's Integral Active Steering, which integrates rear steering to add high-speed stability and low-speed maneuverability.
Ultimately, however, almost every interface inside the 535i is quite good. Especially considering the audience. Sure, there will always be those hard-core devotees who insist that this sedan should come with a manual transmission and be driven accordingly. Largely, though, this is a comfortable cruiser that is just as at home in the daily traffic slog as it is on the open road. And there are few machines better adapted to those environs.
At the Track
We'd love to tell you that all these advances result in better test numbers, but the simple and unpopular fact is that, save the 60-0-mph braking distance, the 2011 BMW 535i is outperformed in every performance test by its predecessor. And let's not forget, that predecessor a twin-scroll turbo and adjustable suspension damping.
Notes from our test driver indicate the above-mentioned delay from a standing start, which likely contributed to a 0-60 sprint almost a half-second slower than the previous-generation 535i. At 5.9 seconds (5.6 seconds with a 1-foot rollout as on a drag strip), the 2011 BMW 535i's performance is on par with Infiniti's M37. In the quarter-mile it's slower than both the old 535i and the Infiniti M37 at 14.3 seconds at 95.1 mph.
In addition to the power deficit, at least some of the lazy acceleration can be pinned on an as-tested weight 171 pounds higher than the last 535i we tested. BMW acknowledges this difference itself even more significantly, claiming a 386-pound variance between the curb weights of the current and outgoing model.
An average of 0.84g around the skid pad is less lateral grip than the M37S and previous 535i (0.86g and 0.89g, respectively). What's more, Active Roll Stabilization still allows more body roll than we'd prefer. Slalom speed, at 64.9 mph, is accompanied by admirable balance despite feeling somewhat limited by tire grip. It's also slower than the previous 535i (65.3 mph) and the current M37S (67.9 mph).
We recorded a combined fuel economy of 22.7 mpg over 1,438 miles — almost identical to the 22.5-mpg number we measured in the old car.
Good Inside
But deciding the worth of a multitalented sedan like the 2011 BMW 535i based solely on its track performance is like writing off a Scorsese film because of its violent content. There's a lot more to this stately sedan than what GPS instruments can measure.
For example, there's the standard fourth-generation iDrive, which we find pleasantly usable relative to previous generations even if we have seen it before in other models. Our test car lacked navigation and was relegated to use of the smaller 7-inch screen rather than the 10.2-inch IMAX version that comes with the navigation system. The presence of the "Nav" button near the control knob was somewhat confusing at first, but overall intuitiveness of the iDrive user interface has been elevated to among the most easy-to-use multicontrol devices on the market.
Our tester was also upholstered in Venetian Beige Dakota Leather — a truly stunning material to view and touch, but also one that is easily discolored. The now-familiar BMW dual-zone climate controls are present, as are new steering-wheel-mounted cruise control buttons. Fortunately, they're as functional and logical as the stalk-mounted cruise control of the 3 and 7 Series.
But the absolute stunner of the interior is the thick, small-diameter steering wheel, which comes wrapped in the same leather as everything else. For our money, this device, which you touch every time you drive the car, seals the deal.
Measuring Up
In following the current more-is-better automotive design philosophy, the 5 Series' wheelbase has grown 3.2 inches. At 116.9 inches it is the longest in its class. Oddly, this doesn't translate to the most front and rear legroom — that honor goes to the Infiniti M. Even our larger editors found ample space in the 5, however. Average-size passengers have room to swim in the rear seat and large adults (6 feet plus) can fit behind their own driving position without being cramped. But none of this should come as a surprise in this class.
Also, unsurprising is our test car's $60,225 sticker price (including destination). Major options include the $2,700 Dynamic Handling package, $2,200 Sport package, $1,450 Dakota Leather and $800 Side and Top View Camera option.
At the end of the day, the 2011 BMW 535i might not be as quick as before and it might not answer a rigid test track protocol with the alacrity of its predecessor. We'd even say that it's no longer the sportiest driving car in its segment. But we'd guess most buyers won't measure it using those criteria.
Rather, the critical question will be how the 5 measures up to the tasks of daily driving, convenience, over-the-road comfort and moving passengers with grace and style. And using those standards it's hard to say it's anything but a wild success. The 2011 BMW 535i is a graceful, competent and rewarding sedan — whether or not you drink the Kool-Aid.
2011 BMW 535i Full Test
Love this car.
M
Car tested is a 550i manual with "sport package", "dynamic handling package" and integral active steering.
No complaints about the steering, btw.
More at: ADLX Review: 2011 BMW 550i
No complaints about the steering, btw.
Automobiles De Luxe review: BMW 550i F10 manual
POWER into a corner and the first thing you’ll notice is just how eager the 2011 BMW 550i tears into it – like a possessed terrier that upon sighting the wily squirrel – sets off, up, over, through, and round brush, wood, and rock until the target is acquired.
A large part of this 4,343 pound 5-series sedan’s ferocity can be linked to the Heaven-sent, torque rich, 400 hp Twin-Turbo V8 – the same magnificent motor found in the 750Li. Equal credit is due, however, to the physics defying technological armada that’s employed to do your bidding.
The 550i’s Integral Active Steering, for instance, is an innovative feature that’s evolved from just a slightly numb steer-by-wire system in the previous 5-Series (E60), to a super-intuitive, ultra responsive position command system that, among other things, adjusts the rear wheels to rotate up to 2.5 degrees opposite the fronts to increase turn-in under 37 mph. Above that tempo, the rears move in-sync with fronts.
There’s also an active anti-roll bar that keeps the big Bimmer remarkably flat through the bends.
All this leaves you, the would-be maestro behind the wheel, to marvel at the smooth symphony of movement.
That said, it really doesn’t matter which of four suspension/engine settings you select via dash-mounted rotary knob; “Sport Plus”, “Sport”, “Normal”, or “Comfort”, the essential timing is such that the 550i really never misses a beat. Never gets caught off guard. Always seems eager, assured, and planted.
And in the event one or all of the four wheels takes flight from the road’s surly bonds, the 550i lands safely each time, every time.
Of course it would.
More at: ADLX Review: 2011 BMW 550i
Automobiles De Luxe: BMW 550i F10 vs M5 E39.
DEEP in the heart of the Constitution State, there’s an area called “Devil’s Hopyard.” State forest – the land comprises a waterfall that gushes into a ravine that cuts through a narrow valley between two steep ridges. Legend has it that Puritans were convinced/spooked that the perfectly round divots in the rocks below the falls must be marks left from the Devil’s happy hooves. Hence the name.
In the Hopyard, a road rises, falls, twists, and bends between hillside and river. Devil BMW turf. That’s why we chose Devil’s Hopyard as our location for the first BMW enthusiast segment back in 2007. Then, it was a test of mettle and viewpoints: did the e39 M5 have the cojones to put down the standard e60 550i? We threw in an M6 for good measure. The M6′s 5.0 L, 510 hp V10 blew in everyone’s doors that day.
We concluded, rather diplomatically, that the e60 5er was a flambéed luxe sedan that stepped in favor of Chris Bangle’s new sporting luxury. The ’07 550i’s performance specs remained a respectful half step behind the ’00 e39 M5: the 550i’s (N62B48) 4.8 L V8 made 360 hp and 360 torques @ 3400 rpm , respectively, versus the M5′s venerable (S62) 5.0 L V8 which produced between 394-400 hp and 395 torques @ 3800 rpm.
With curb weights nearly identical – 3,803 lbs and 3,792 lbs, respectively – simple math assured us that with the same driver, the M5 would eek out a victory on the backroads and in the straights. The M5 was harder and meaner – and the 550i just a little soft, despite strong and able performer.
Now, we’re on today.
The undulating road through the Hopyard is wet with recent rain.
There’s a briskness to the air so the 245/45 run flat all-seasons on the 2011 BMW 550i aren’t as pliable as they could be. Proof comes with the hazard indicator blinking away on the instrument display panel. It’s probably not helping that every few hundred yards or so the 4,343 pound 550i is catching air.
Looming a second or two behind in the rearview is Richard in his damn-near flawless 2000 BMW M5. The shine on the blue sedan coupled with those amber halo eyes seem to wink for attention. Yes, purists note that RD opted to swap the original headlights to the LEDs that were standard issue in the waning days of the e39.
Continued at ... ADLX: Battle Royale: e39 BMW M5 v. f10 BMW 550i/
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BMW
Bayerische Motoren Werke AG, abbreviated as BMW is a German multinational
manufacturer of luxury vehicles and motorcycles headquartered in Munich, Bavaria, Germany.
The company was founded in 1916 as a manufacturer of aircraft engines, which it produced
from 1917 to 1918 and again from 1933 to 1945.
Official website: BMW (Global), BMW (USA)
Official website: BMW (Global), BMW (USA)
