2004 BMW 5 Series

BMW is to be congratulated for creating new cars that look different in a look-alike market.

But it remains to be seen if the somewhat controversial styling of the redesigned 2004 5-Series model will be accepted by potential buyers of this car, which is a mid-level BMW sedan offered in various trim levels.

The new fifth-generation 5-Series model succeeds the popular, iconic 1997-2003 5-Series, which rival automakers took apart to see what made it so good. The first-generation 5-Series arrived here in 1975 and has been a star ever since.

Chris Bangle, BMW's American-born chief stylist, did a great job with the German automaker's new Z4 sports car. But critics say the top-line Bangle-styled BMW 7-Series sedan looks ungainly, especially because of its bulky rear end. Those who like the styling say the car has more "road presence'' and that the rear end allows more trunk room.

The new-generation 7-Series arrived for 2002 and introduced BMW's daunting "iDrive'' electronic system, which controls many functions and substitutes a console knob and dashboard screen for conventional controls. BMW dealers say some 7-Series buyers refused to fool with iDrive and asked them to just program a few basic functions such as those for the audio and climate control systems.

The new 5-Series has a simpler version of iDrive, although it remains distracting to use when driving. Some may ask why iDrive is needed when you could more easily use, say, conventional radio controls?

Compared to its predecessor, the roomier new 5-Series easily accommodates four tall adults. It's 1.3 inches taller, 1.8 inches wider and 2.6 inches longer at 190.6 inches on a moderately longer 113.7-inch wheelbase, which is the distance between axles. A wider track gives the car a more impressive stance.

Trunk space is impressive, although its length can force even those with long arms to practically crawl into the cargo area to reach objects at its far end.

The new 5-Series backs off from the styling extremes of the 7-Series. Its front end has sort of a ferocious look with feline headlights. However, the rear has some of the bulk of the 7-Series' partly due to upswept taillights and creased fenders. BMW wanted "visual sharing'' with its flagship 7-Series.

Six-cylinder versions of the new, well-equipped 5-Series are expected to account for most of the new model's sales. I tested the $44,300 530i version, which has a 3-liter, 225-horsepower inline (not V-shaped) six-cylinder engine. There's also an entry $39,300 525i with a 2.5-liter, 184-horsepower inline six-cylinder.

BMW is famous for its smooth inline six-cylinder motors, but you can get a $54,300 545i with a silky 4.4-liter, 325-horsepower V-8. The V-8 version is faster (0-60 mph in 5.7 seconds), but the 530i is pretty quick (0-60 in 6.6 seconds) and some may question the need to spend an extra $10,000 for the 545i.

However, the 3-liter six-cylinder engine is rather small for such a big, 3,472-pound car and thus calls for high revs to deliver the best acceleration. Under some driving conditions, drivers will find themselves often using the slick six-speed manual gearbox to keep in the right rev range. That transmission works with a light, long-throw clutch and lets the engine loaf at 2,100 rpm at a steady 65 mph.

A five-speed automatic transmission with a manual shift feature is offered for $1,275. Later in the model year, the 5-Series will be available with a $1,500 six-speed sequential manual gearbox that doesn't require a clutch pedal.

Estimated city fuel economy with the manual gearbox is mediocre with either the 530i (20 mpg) or 545i (17 mpg). Highway economy is 30 with the 530i and 25 with the V-8 version. The entry 525i isn't as fast as the other two 5-Series versions, but is no slug and provides an estimated 19 city, 28 highway. All engines require premium gasoline.

The old 5-Series had benchmark steering, outstanding handling and excellent ride and braking. The new-generation version, which has nearly 50-50 weight distribution, is better -- especially with the $3,300 Sport Package, which is standard for the 545i with the six-speed manual gearbox.

That package contains a sport suspension and an innovative "active steering'' system. This system is a "first.'' It increases steering input at speeds below 75 mph for greater maneuverability and slows it down at higher speeds for better stability.

At lower speeds, the steering is almost go-kart quick, allowing significant directional changes without requiring that a driver to cross or shuffle hands around the steering wheel. Keeping them at the 9 and 3 o-clock wheel positions provides greater control.

The active steering is integrated with an Active Roll Stabilization system, which allows sharper handling and keeps the car flat when driven hard through curves. The package's stiffer sport suspension and wider tires don't cause the ride to lose its supple nature.

Large door handles allow easy entry to the quiet interior, which has supportive front seats and easily read gauges and storage pockets in all doors. Press the turn signal lever firmly during, say, a lane change and you'll find that you must manually return the lever to its neutral position to stop the signals from blinking.

The new, solidly built 5-Series should do well despite its more adventuresome styling because of its superb driving capabilities and also because of the revered BMW nameplate.