Well, that’s not exactly true. “Big fun” pops to mind.  Literally–the X6 M is a sizeable vehicle, and only the 555 horsepower churning through the drivetrain masks the fact that this is an five thousand-pound vehicle.  The X6 M drives small thanks to a 4.4 liter twin-turbocharged V8 engine.  An exclusive pulse-tuned exhaust manifold that manages the flow of gas through the turbochargers enables more linear power delivery than is expected from most turbocharged engines.  An advanced, high-efficiency intercooler is also used.  Stunning acceleration is available instantly throughout the rev range, and extralegal speeds are delivered with a sociopathic lack of drama.  The six-speed M-division-designed automatic transmission is the first autobox ever offered on an M car, and acquits itself to enthusiasts with an algorithm that rev-matches on downshifts, resulting in entertaining burps as you decelerate into a corner.  The transmission also incorporates a launch control function that assists in getting the most performance from a standing start.  BMW’s xDrive all-wheel drive is standard.  The X6 M is a decent freeway traveler, but it drinks fuel at a prodigious rate.

BMW’s M division absolutely excels at producing vehicles that combine track-ready poise with day-to-day compliance.  To handle the additional power, the double-wishbone front, multi-link rear suspension has been lowered 10 millimeters and re-tuned to unique M specifications.  Control is further enhanced with a self-leveling rear air suspension and BMW’s Adaptive Drive system, which includes electronic shock control and roll stabilization software.  There’s almost no body roll in hard cornering, a significant feat with a vehicle this big.  Massive four-piston brakes behind standard twenty-inch wheels help bring the X6 M to a stop, even from track speeds.

For all the engineering violence going on to fling that monstrous power to the road, the X6 M is remarkably serene and poised from the inside.  The interior is large sedan-sized, and the wide trapezoidal dash gives an impression of space, thanks in part to a sparse, almost button-free layout.   Carbon-fiber trim lends a serious air to the already-serious leather interior.  The X6 M also gains grippy sport seats and a unique instrument cluster displaying additional performance-related information.  In recent years, BMW has gone to great lengths to complicate the process of putting your car into gear, culminating in a paddle that requires you to push an interlock button and watch very carefully to be sure you haven’t actually gone into reverse, or not shifted into (or out of) gear at all.  It’s aggravating at first, but once you’ve learned its curious language the X6 M’s transmission works like any other.

Other than that ergonomic quibble, the X6 M is a friendly and surprisingly useful vehicle.  Four passengers will fit comfortably, and with the seats folded there are 50.8 cubic feet available to carry gear.  Amenities like four-zone climate control, navigation and the surprising upgraded sound system with 16 speakers are controlled through BMW’s iDrive multimedia interface.  This mouse-type controller has come a long way since it was first introduced, and now offers one of the most intuitive and easy-to-use layouts available.  A cold-weather package, park-assist camera and head-up display are also available.

It’s already one of the more extravagant-looking BMWs, thanks to the super-sized sedan snout combined with a dramatically sloped hatchback.  The X6 M looks even more aggressive than the standard X6 thanks to massive air intakes that feed the twin turbochargers, front fender gills and side skirts.  A revised rear diffuser and quad tailpipes identify the X5 M from the rear.

It may be hard to classify, but there’s no arguing that the X6 M is the epitome of wretched excess–a big, super-fast four-wheel drive that can’t go off-road and sucks up a ton of fuel, but it still does what it does so well that you’ve gotta respect it.  The MSRP commands no small amount of respect, too:  the X6 M starts at $89,200 and liberal application of amenities will quickly take the price past six figures.

Length:  191.7 in.
Width:  78.1 in.
Height:      66.3 in.
Wheelbase:  115.5 in.
Curb weight:   5247 lb.
Cargo space:   50.8 cu.ft. (seats folded)
Base price:   $89,200
Price as tested:  $94,975
Engine:   4.4 liter twin-turbocharged 32-valve V8
Drivetrain:  six-speed automatic transmission, all-wheel drive
Horsepower: 555 @ 6000
Torque:  501 @ 1500-5650
Est. mileage:   12/17

Drop a six-speed manual transmission into the equation, however, and the 550i is transformed into a serious piece of driving equipment.  BMWs aren’t about being comfortable when stuck in rush-hour traffic, in the end.  This is a car that demands driver engagement.  Even the cupholders are inconvenient, an afterthought.

So what’s new with the 550i?  Everything, actually.  BMW’s big sports sedan is new from the ground up for 2011.  It shares some architecture and a factory with the new 7-Series sedan, but somewhat more compact dimensions and a more overtly sporting nature make this the athlete of an already athletic family.

Whatever the model, BMW styling has long been about familiarity, and the latest 5-Series is no exception.  Familiar cues remain in place:  the quad headlamps with “halo” driving lights and LED accents, the slight forward tilt to the grille, the long hood.  The new things are subtle; the new 550i is two inches longer than its predecessor, with a three-inch longer wheelbase.  A strong body crease contains the door handles and contrasts with concave surfaces and powerful fender flares, especially at the rear where BMW’s stylists have done their best to emphasize the wide rear track.  Rear lighting consists mostly of bright, modern LEDs.  The new 5-Series is lighter too, thanks to aluminum body components including the hood, doors and front fenders.  The eighteen-inch wheels are wrapped in run-flat tires that eliminate the need for a spare; I ended up putting it to use thanks to a poorly-mounted manhole cover in downtown Detroit.  The run-flat tires are able to limp up to 50 miles without any obvious degradation in steering or handling.

BMW’s interiors are graceful yet severe compositions of elegant surfaces and materials.  The 550i’s cabin invites you to slide in under a driver-centric, asymmetrical dashboard finished with a choice of Dark Burl Ash wood, Fine Line Matte wood or Ash Anthracite gray trim.  Comfortable seats are heated and wrapped in Dakota or Nappa leather, and the steering wheel and shifter are placed just-so for enthusiastic driving.  Once again, the upgrades to iDrive are impressive.  It’s easy to use on the fly, and programming destinations is fast and intuitive.  Clicking between functions is also easy, and the rotary dial makes paging through satellite radio stations a breeze.   There are two displays available; a seven-inch or ten-inch screen.  Both feature transreflective screens that are enhanced rather than washed out by direct sunlight.  A head-up display puts speed and some navigation functions directly in front of the driver, just to keep the focus where it should be.

Matters of ergonomics are quickly rendered incidental once the 550i is in motion.  This car invites and rewards a high level of driver involvement.  That’s not to say that it’s hard to drive; the double-pivot front suspension and active steering keep the driver comfortably in control at all speeds.  Pay attention to what you’re doing, however, and the 550i rewards you like a proper sports car, with confident response and masterful grip through the turns.  Large brakes with two-piece rotors are augmented by BMW’s Dynamic Stability Control, which includes brake-fade compensation.  The 550i stops just as easily as it goes, as a result.  A rear-steering system is available as well.

Because the 550i was developed in tandem with the flagship 7-Series, a lot of that vehicle’s driver-aid technologies have found their way onto the 550i, including the available Lane Departure Warning, Blind Spot Warning and active cruise control that includes full stop-and-go capability.  BMW also includes its Driving Dynamics Control system, which provides four suspension and engine-response modes that tailor the springs to the individual driver’s taste–or the needs that arise during a drive.  The Comfort mode is best for freeway travel, but the 550i was more than happy to switch into the hard-edged Sport+ mode to play tag with a G35 for several miles up I-75 one sunny afternoon.

The 550i would be an entertaining drive even if it was slightly underpowered, but thankfully BMW hasn’t chosen to neglect that arena.  The 550i is the top of the 5-Series range, and earns that spot with a 400-horsepower, 4.4 liter direct-injection twin-turbo V8.  BMW uses a “reverse-flow” system which places the turbochargers and catalytic convertors in the center of the two cylinder banks, and the exhaust valves are mounted inboard.  In addition to creating a shorter and more direct route to the turbochargers, this also results in a more compact engine.  The six-speed manual transmission is nicely suited to the V8′s power, allowing the driver to modulate and control power delivery at any speed.  Should one desire a 550i without a third pedal, an eight-speed automatic transmission is available.

An interesting fuel-efficiency trick hides in the alternator.  The 550i’s alternator spends most of its time freewheeling and drawing no energy from the engine.  It only works to charge the battery during deceleration and braking.  BMW has equipped the 550i with a high-efficiency glass-mat battery that doesn’t require continuous charging.

Like just about every other 5-Series before it, the 550i is one of the dynamic leaders of a very talented class.  This big luxury sedan is powerful enough to be a satisfying road-tripper and agile enough to be considered a true sports car.  It looks good, too.  The only downside is the price, as is frequently the case with BMW products.  The 550i starts at a stately $60,575, and my tester came in with $9000 of additional equipment including a cold weather package, the Dynamic Handling package, the head-up display and the Sport package.  The most impressive thing about the 550i is that (especially with a stick) it’ll make all of that seem worth it.

All specs are for the 2011 BMW 550i.
Length:  193.1 in.
Width:  73.2 in.
Height:     57.6 in.
Wheelbase:  116.9 in.
Curb weight:   4365 lb.
Cargo space:   14.0 cu.ft.
Base price:  $60,575
Price as tested: $69,575
Engine:  4.4 liter DOHC twin-turbocharged V8
Drivetrain:  six-speed manual transmission, rear-wheel drive
Horsepower: 400 @ 5500-6400
Torque:  450 @ 1750-4500
Fuel capacity:  18.5 gal.
Est. mileage:  15/22

These days, the X5 is more of a large, wide station wagon that can go anywhere than it is a truck of any sort.  It’s still got the ability to tow and haul, of course, but with a fresh redesign that adds more painted surfaces in place of utilitarian plastic, the X5 is unlikely to be anyone’s workhorse no matter what its towing capacity is.  After spending a week with the diesel-powered X5 XDrive 35d, it’s clear that this sport-ute is more about a comfortable ride and a high-style arrival than it is about tackling muddy ditches.

The X5 has been very subtly redrawn, and at a glance it’s indistinguishable from its predecessor.  BMW has added stronger, squared-off fender flares, however, and the hood is deeply contoured to accent the familiar BMW face with its quad headlamps and twin-kidney grille.  Foglights ride in the bumper.  The X5 has a planted, road-ready stance thanks to a long wheelbase and short overhangs, and the beltline and window shape are reminiscent of BMW’s car lineup.  Xenon adaptive headlamps with the brand’s unique “corona rings” are standard.  At the rear, the lower bumper has been resculpted to match the front and frame the dual exhaust.

The interior is standard angular-BMW fare.  The X5 looks broad and vast on the inside, partly because it is, and there’s ample space for up to five passengers.  Three new interior colors and a choice of aluminum, walnut, poplar or bamboo trim provide a variety of handsome and comfortable environments inside.  Rain-sensing wipers and navigation system that offers directions in the HUD and can be programmed on the fly were also much appreciated during my test drive.  In fact, believe it or not, the BMW had one of the easiest-to-use navigation systems ever.  Really?  BMW, the inventors of inscrutable Teutonic ergonomics?  Well, yes.  The latest-generation iDrive has gotten a lot less inscrutable.  It works much more like Audi’s Multi-Media Interface (MMI), to be honest, but that’s not all bad, and it makes up for the X5′s having the slowest power tailgate in the Western Hemisphere.

The X5 XDrive 35d is packing a twist that most luxury SUV’s don’t; there’s a diesel engine under the hood.  BMW’s 3.0 liter diesel is a common-rail powerplant with an inline six-cylidner layout and twin turbocharging.   This diesel’s not built for towing and hauling though, despite the 265 horsepower and 425 pound-feet of torque that are available.  True to the brand’s sporty nature, the X5′s diesel is all about performance.  This big sport-ute gets going with shocking speed considering its size–remember, the X5 weighs two and a half tons–and without much obvious effort.  The 0-60 run is under seven seconds, according to BMW; the X5 XDrive 35d performs just like a gasoline-powered BMW.  A six-speed automatic transmission gets the power to the road.  BMW’s fully electronic push-pull transmission interface takes some getting used to.   Fuel economy is comparatively good, of course; BMW’s diesel sport-ute is rated at 19/26, which is comparable with some compact SUVs.

The drive is all the more enjoyable because of the ridiculously competent suspension.  The standard XDrive all-wheel drive system is nearly impossible to upset.  Throw it into a corner at speed?  The big beast really doesn’t mind, thanks to the stability control that’s practically built into the all-wheel drive system.  The suspension is very communicative, and handles rutted Michigan roads without undue drama.  Large four-wheel disc brakes keep the X5′s weight from overwhelming it when it comes time to stop, as well.  A lane-departure warning system is newly available as well.

The X5 XDrive 35d is many things:  comfortable, confident, relatively efficient and capable.  It is not, however, inexpensive.  Pricing for this beast starts at $52,175, which is a $5000 step up from the base gas-burning X5.  My tester was equipped with a cold-weather package, Adaptive Drive, navigation, satellite radio and Park Distance Control among other luxury add-ons, taking the bottom line to $65,825.  As is frequently the case with BMW products, that represents a pretty significant hole to have burned in one’s pocket, but those who choose to do so will be amply rewarded with performance, versatility and a whole lot of street cred thanks to the badge on the hood.

All specifications are for the 2011 BMW X5 XDrive 35d.
Length:  191.2 in.
Width:  76.1 in.
Height:     69.9 in.
Wheelbase:   115.5 in.
Curb weight:   5192 lb.
Base price:  $52,175
Price as tested:  $65,825
Engine:   3.0 liter twin-turbocharged inline six-cylinder
Drivetrain:  six-speed automatic transmission, all-wheel drive
Horsepower:  265 @ 4200
Torque:  425 @ 1750-2250
Est. mileage:   19/26

Well, we’ve got two alternatives.  First, there’s a minivan.

Yeah, we didn’t think you’d like that, either.  All is not lost, however.  There are plenty of cool station wagons to consider these days.  An SUV is essentially a station wagon on big tires anyhow, right?  Maybe it’s time to put the big tires away and come back to earth.  No longer just as dorky as minivans, station wagons have gone upscale and uptown.  Near the top of the heap is the 2006 BMW 530xi.

Combining equal parts performance and practicality (well, okay, maybe it’s a bit heavier on the “performance” end), the 530xi is the latest variant added to BMW’s fantastic 5-series class of mid-sized sedans.  Considered by many to be the best-handling luxury sedans in the business, the 5-Series offers world-class handling, all-wheel drive and a range of all-new six-cylinder engines for 2006.

That engine is, of course, the heart of the car.  The 530xi comes with the larger of the two sixes, a 3.0 liter inline six featuring BMW’s Valvetronic variable valve lift and VANOS variable valve timing.  255 horsepower makes for confident acceleration, and the inline six’s naturally torquey delivery makes it feel like more.  SUV drivers will rejoice, while hard-core BMW aficionados will wish for an ultra-high performance M variant.  The 530xi is an average BMW.  “Average” by BMW standards is, of course, “exceptional” by mundane-car measures, and the 530xi may not be the fastest wagon around, but it’s definitely one of the most refined.  Reduced engine weight means less racket from the engine bay, and the 530 xi is as smooth as a sewing machine.  The inline six is hooked up to a six-speed automatic transmission with buttery shift characteristics.  The “x” in the 530xi’s name is BMW parlance for all-wheel drive (AWD), and all 530xis are equipped thus.  BMW’s xDrive AWD system transfers power seamlessly.  This system, which contributes to spectacular roadholding in the X3 and X5 SUVs, makes the 530xi capable of feats that belie its weight and size.  It may carry stuff, but it sure doesn’t handle like a station wagon.

That’s due in part to the incredibly sophisticated suspension, which combines struts with double-pivot lower arms up front with a four-link, coil-sprung rear.  The 530xi is confident whether the road is smooth or rippled, and the freeway ride is smooth enough to make it an exemplary traveler.

There isn’t much point in going fast if you can’t stop fast.  The four-wheel disc brakes measure over 12″ at each corner.  For drivers who moved into SUVs for safety reasons, the 530xi delivers on that point as well, with available side airbags and sophisticated passive and active safety features throughout.

The 530xi comes wrapped in sheet metal that looks as sophisticated as its mechanical bits.  Many BMW fans have criticized the styling of the latest 5-series, but beauty is in the eye of the beholder, and we think the 530xi looks good.  The quad headlights and twin-kidney grille flow into a body that’s more sculpted and expressive than past conservative BMWs.  A dual-panel moonroof that runs almost the full length of the car is standard, and opens up the interior to the elements nicely.  The rear window can be lowered for easy loading or yet more breezes, and a power tailgate is also available.

Elegance is the name of the game on the interior as well.  The 530xi shares the 5-Series’ flowing dash and choice of woods.  Unfortunately, BMW’s iDrive interface system is still in place.  It’s been modified for a more human-friendly interface, but we still don’t like the idea of trying to use a computer-mouse like controller to change the heater or radio station while driving.  Pushbuttons worked just fine, thanks.  Technophiles will no doubt enjoy showing off their iDrive prowess, and once learned the system does make sense.  Sirius satlellite radio is available, as is a very Pontiac-like head-up display that projects speed and other information onto the windshield.  Heated front seats are ordinary; the 530xi will heat the rears, if you want.

The 530xi is essentially a sedan with extra cargo space out back and a really big sunroof, but the all-wheel drive positions it as a viable alternative for upscale buyers who are ditching their SUVs for less fuelish pastures.

Did we say upscale?  This is a BMW, so it doesn’t come cheap.  The 530xi starts at $51,100.  Our tester cleared $62,000 after the Premium amenties package and navigation system were added, and that kind of change will buy a heck of a lot of SUV.  Shoppers reeling from sticker shock should check out similarly refined all-wheel drive wagons from Subaru and Volvo.

Specifications:
All specs are for the 2006 BMW 530xi.
Length: 191.1 in.
Width:72.7 in.
Height:57.8 in.
Wheelbase:113.7 in.
Curb weight:3880 lb.
Cargo space:17.6 cu.ft. (all seats up); 58.3 cu.ft. (all seats folded)
Base price:
Engine: 3.0 liter DOHC inline six-cylinder
Drivetrain: five-speed automatic, all-wheel drive
Horsepower: 225 @ 6600
Torque: 220 @ 2750

That said, I am an enthusiast myself, and buttons are the biggest problem with the new 5-Series.   Despite a sexier design, powerful, high-tech engines and better-than-ever driving dynamics, the 550i very nearly spoils the ride by getting too caught up in its own clever technology.  

The all-new styling carries on the BMW tradition of being fresh yet familiar, with a long hood and massive 117-inch wheelbase providing a solid, athletic stance and confident look that’s unmistakably BMW.  A feeling of motion is imparted by the twin-kidney grille, which is canted aggressively forward.  Quad-element headlights are a BMW hallmark, but swept-back clear covers blend the retro-styling into a modern face.  A large lower air intake feeds the engine, and distinctly flared shoulder lines serve as a link to the larger 7-Series.  Thanks to details like the “angel-eye” corona rings around the headlights and distinctive C-pillar shape, the 550i is instantly recognizable as being a member of the 5-Series family, even to folks who aren’t BMW-philes.

The three-tone cabin is immediately distinct from arch-rival Mercedes’ approach, and features a gracefully curved instrument panel with a subtle angle toward the driver.  It also features buttons–more specifically, a new automatic transmission shifter unit on the console.  This mysterious electronic device is a glorified button, and BMW has stuck it on the console where a perfectly good mechanical shift linkage ought to go.

Once you’ve figured out how to work the paddle shifter and have gotten underway, the 550i does not fail to impress.  Seating for up to five is comfortable but firm enough to hold everyone in place during hard cornering.  The iDrive system is still in use, and in its fourth generation it’s getting more user-friendly, as well as featuring a 10.2 inch high-resolution screen that’s easy to read.  A cool transreflective coating on the screen prevents sunlight from washing it out.   A choice of Dakota or Nappa leather is offered, and several different grades of wood trim.  The options list includes a fully automated parallel-parking assistant, multiple cameras that provide a “top view” image for low-speed maneuvering, active cruise control that can bring the vehicle to a stop and start it up again, and a pedestrian-detecting night-vision system.

Fortunately, my disagreement with the driver interface was not nearly enough to spoil the ride.  The 5-Series has always been a lovely over-the-road companion, and the latest incarnation improves upon the breed with lighter-footed handling.  The three-link double-pivot strut front suspension introduced last year in the 7-Series makes its debut in the 550i, providing a stable ride and improved steering response.   This car encourages you to go and drive with an eagerness that’s usually only found in subcompact sports cars.  The 550i is still a very mature corner-carver; it’s eager, but hardly giddy.  The 550i feels super-confident, planted and phenomenally poised.  It “drives small” in a good way; this big, heavy sedan responds with as much fleetness as the smaller 3-Series.  Sudden moves do not faze the 550i.  Further enhancing around-town agility, the active power steering now includes a four-wheel component that’s able to add small amounts of rear-wheel counter-steering.    BMW’s Adaptive Drive is available, and includes active shock damping, roll stabilization and selectable engine and suspension response.  Two-piece front brake rotors use race-bred technology to stop the 550i confidently.  A lane departure warning system is also available.

Under the hood, it’s clear that the horsepower race with Mercedes is still in full swing.  The top engine in the 5-Series lineup is a 400-horsepower twin-turbocharged 4.4 liter V8.  Direct fuel injection provides healthy torque across the rev range, while unusual inboard-turbo packaging improves efficiency and makes the engine more compact.  This powerful V8 offers similar seat-squashing power to the Mercedes E550, but the BMW’s engine note is much quieter.  Part of that is thanks to the eight-speed automatic transmission, whose tall top gears tame the engine’s 400 horses for quiet freeway cruising while still allowing shattering acceleration in lower gears.  For drivers who can’t get beyond BMW’s automatic transmission interface, the 550i is also available with a six-speed manual gearbox.   All-wheel drive is also available.

Incremental advances in efficiency are also part of the package, as the 550i uses a part-time alternator that only charges the battery during deceleration.  With the alternator freewheeling, parasitic losses of engine power are reduced.
True to BMW’s history, this is a serious sports sedan, and the execution is fantastic, in spite of my ergonomic quibbles.  To compare apples to cantaloupes, the 550i is a nicer drive than the Aston Martin Rapide, which costs approximately three times as much.  550i pricing starts at $59,700, with an $875 destination fee bringing the total to $60,575.  Optioned-up, my test car stickered for $75,200.

All specs are for the 2010 BMW 550i.
Length:  193.1 in.
Width:  73.2 in.
Height:      57.6 in.
Wheelbase:  116.9 in.
Curb weight:   4376 lb.
Cargo space:   18.4 cu.ft.
Base price:  $59,700
Price as tested: $75,250
Engine:   4.4 liter twin-turbocharged V8
Drivetrain:  eight-speed automatic transmission, rear-wheel drive
Horsepower:  400 @ 5400-6400
Torque:  450 @ 1750-4500
Fuel capacity:  18.5 gal.

The new bodywork is evidence of a ground-up redesign.  In addition to the new face, the 530i reenters the competitive sports sedan market with new engines and new technology, from front to rear (adaptive headlights and taillights) and ground to roof (run-flat tires and driver’s head-up display).  The controversial iDrive accessory interface system also pops up in BMW’s new midsize sedans.

As in the past, this is a three-model series, with the 525i, 530i and 545i being distinguished mainly by their engine displacements.  The 525i and 530i are powered by the torquey inline six-cylinder engines at which BMW excels, with 184 and 225 horsepower, respectively.  The engines have been re-tuned for better throttle response.  The newly designated 545i borrows its 4.4 liter V8 from the 7-Series and hits the street with 325 horses.  BMW’s Valvetronic system works as a high-tech electronic throttle, varying intake and exhaust valve timing and duration instantly in response to the driver’s inputs for maximum efficiency and power.  In keeping with BMW’s performance bent, all available transmissions are six-speeds.  We drove a six-speed manual, and it’s one of the best we’ve had the pleasure of sampling. Enthusiast drivers will find that the 530i practically heel-toe shifts itself.

To improve the 530i’s already impressive suspension responses, BMW’s engineers reduced the unsprung weight with the extensive use of aluminum components.  Subframes, strut tubes and steering rack are all aluminum-intensive.  Sporty rack-and-pinion steering replaces the luxury-oriented recirculating-ball units used on previous 5-Series cars. The 530i has what might be the quickest steering of any car we’ve tested to date, including the wish-quick MINI Cooper and Honda S2000.  We actually clipped a curb before we got used to the 530i’s surprising reflexes.  On models equipped with the Sport package BMW offers a unique “active steering” system, which can vary the steering ratio (as opposed to varying steering effort, which most performance cars do) according to speed.

It seems like BMW increases the size of the brakes with each successive generation, and the limit hasn’t yet been reached because the new 5-Series sports larger discs at all four corners, too.  Brake calipers are also aluminum, to reduce weight.

The redesigned 530i looks much like a smaller version of the 7-Series, with hooded headlamps that make the car appear to be leaning forward.  Short overhangs front and rear mask the fact that the wheelbase has been lengthened just over two inches.  The twin-kidney grilles create a character line that’s carried into the hood, which is aluminum for additional weight savings.  BMW fans call those distinctive ringed headlights “angel eyes,” and they’re a 5-Series hallmark as well.  The high trunklid that caused so much controversy in the 7-Series is present in a modified form; whether the BMW purists will revolt remains to be seen.  What you won’t see from behind the wheel are the active brakelights, which feature additional, inboard lights that illuminate only under hard braking.

The stretched wheelbase improves rear cabin space, with more legroom and a much larger trunk.  BMW calls the dash a “double wave.”  Another feature that’s received mixed reviews in other BMWs is the iDrive system, which uses a single controller to access multiple accessory functions.  Unless you’re a big fan of reading the owner’s manual, it’s annoying as heck, and we wish BMW would make a version of the 530i available without it.  A navigation system is available, as is a head-up display.  Not high-tech enough for you?  All 5-Series models feature tire pressure monitors, Dynamic Stability Control, rain-sensing wipers, and side-curtain airbags.  Options include active cruise control and parking assist, both of which use ultrasonic sensors to detect obstacles.  It’s worth noting that BMW’s electronic doodads aren’t as quirk-free as those to be found on competitors from Lexus and Mercedes, however.  The parking assist sometimes chimed warnings when the car was on the road as it picked up the vehicle behind us, and once remained completely mute as we backed into our darkened driveway and hit our own car!  This did not leave us feeling confident about the 530i’s willingness to be a luxury car in addition to a sports sedan.

BMWs have never been inexpensive and the new 5-Series is no exception, with prices for the 525i starting at $39,995 and heading north from there.  The mid-range 530i starts at $44,995.  Drivers who want a car that’s never going to ask for any attention would do well to consult Lexus or Mercedes showrooms.  If you’re looking for a member of an unbeatable sports sedan lineup, however, the 530i is very much worth it.

Specifications:
All specs are for the 2004 BMW 530i.

Length:         190.6 in.
Width:            72.7 in.
Height:            58.0 in.
Wheelbase:        113.7 in.
Cargo space:        14.0 cu.ft.
Base price:        $44,995
Engine:         4.4 liter DOHC 32-valve V8 (545i)
Drivetrain:         six-speed manual or automatic, rear-wheel drive
Horsepower:         325 @ 6100  (545i)
Torque:         330 @ 3600
Fuel capacity:        18.5 gal.
Est. mileage:        18/26 (est.)

High torque means high performance, and high performance means BMW.  The manufacturer of “ultimate driving machines” has produced diesels in Europe for some time, but for 2009 it’s bringing them to the U.S., under the flag of “Blue Performance.”  With the new 335d, BMW may be the first manufacturer to openly acknowledge the performance advantages offered by diesel power.
Obviously, the diesel’s strong point is high torque.  The 335d is no exception; it produces 265 horsepower and a supercar-like 425 pound-feet of torque.  The powerplant is a 3.0 liter inline six-cylinder engine, as many of BMW’s best engines have been, and it features common-rail direct fuel injection and two-stage turbocharging.  The 335d’s twin turbochargers are different sizes; the smaller turbo is effective when the engine is turning more slowly, while the larger unit kicks in at higher engine speed.  This enables the car to make impressive torque figures even at low engine speeds.  As a nod to its sporting intent, BMW’s diesel runs with a bit more growl than Mercedes’ whisper-quiet oil-burners.  And BMW makes great use of that mountain of torque.  The 335d moves out quickly and with authority.   A six-speed automatic transmission is standard, and BMW claims a six-second 0-60 time.  The 335d is certified for sale in all fifty states, unlike some diesels which don’t meet California emissions standards.
BMW’s unique double-pivot struts are used up front, with a five-link rear.  The rear track has been widened slightly, for improved stability.  Active steering is available, offering variable effort and steering response depending on speed.  The system takes some getting used to, but results in phenomenally sharp reflexes.  Handling is largely the same as that of the rest of the 3-series family, with lightning-fast response and confident cornering.  This diesel is a highly entertaining driver, in fact, even on board-straight Wisconsin roads like the ones we sampled it on. The 335d shares the 335i’s larger thirteen-plus inch brake rotors at all four corners, and anti-lock brakes are standard.
The complex, wave-formed curves of modern BMWs are handsome inside and out.   For 2009, the 3-Series gets a minor styling refresh, and the 335d benefits as well.  The hood is more strongly contoured, and BMW’s trademark illuminated headlamp rings serve as daytime running lights.  High-intensity discharge Xenon headlamps are standard, and adaptive headlamps that pivot to illuminate turns are available.  The character line that marks the side of the 335d has been lowered slightly, to emphasize the car’s low stance.  Side mirrors, taillights and trunklid have all been reshaped as well.  It’s a subtle upgrade, overall.
The interior of my tester was handsome, too, with a dark/light two-tone and wood trim combination.  A choice of aluminum or wood trip is available, and BMW offers new, lighter interior leather trim.  The 3-series sedan is a pleasant executive sedan, and as the junior member of the family it inherits many of the 5- and 7-Series cars’ quirks and luxuries.  The latest version of BMW’s iDrive is available, bundled with a navigation system.  BMW has made iDrive more ergonomically friendly, with a smaller controller, simpler menu structure, direct-input keys and a higher-definition 8.8-inch screen.   The sound system can now accept MP3, USB and iPod input, and features a hard drive for music and navigation information storage.   Bluetooth connectivity and the BMW Assist emergency services program are also available.  BMW’s Park Distance Control is also available, with front and rear sensors for the first time.  Other options borrowed from bigger BMWs include the available heated steering wheel,
Of course, the additional power, poise and efficiency of the 335d don’t come without a price; with an MSRP of $44,725, the diesel 3-Series commands a five-figure premium over the entry-level 328i.  Is it worth that?  The answer is a solid maybe.  Buyers who opt for the 335d should be doing it for the additional performance offered by BMW’s diesel, rather than for the fuel economy.  36mpg on the freeway is good, but it’ll take an awfully long time to justify $10,000 worth of fuel savings.  It’s best to forget about the 335d’s unusually good fuel economy, and love it for its performance, which is very much up to BMW’s “Ultimate Driving Machine” standards.

Specifications:  All specs are for the 2009 BMW 335d
Length:  178.8 in.
Width:  71.5 in.
Height:      51.9 in.
Wheelbase:  108.7 in.
Curb weight:   3825 lb.
Cargo space:   12 cu.ft.
Base price:  $44,725
Engine:   3.0 liter common-rail turbocharged inline six-cylinder diesel
Drivetrain:  six-speed automatic transmission, rear-wheel drive
Horsepower: 265 @ 4200
Torque:  425 @ 1750-2250
Fuel capacity:  16.1 gal.
Est. mileage:   23/36

It doesn’t look it, but the 2004 X5 is significantly changed, with an intelligent all-wheel drive system, six-speed transmissions and a pair of new powertrains.  The upgrades keep the X5 competitive against the newcomers, even if it’s no longer the only game in town.

For the record, BMW calls this a “sport activity vehicle,” or SAV, rather than an SUV.  It’s always been more of a crossover than a truck.  That’s reflected in the styling, which apes BMW’s passenger cars.  Yes, it looks exactly the same as last year’s X5 at a glance.  BMW usually does reasonably subtle upgrades, but the new X5 will have all but the most professional spotters frowning.  For the record, the grille is wider and the lower air intakes are different, although it’s hard to tell without a 2003 X5 parked next to it for comparison.  The changed headlights are more obvious; they borrow the distinctive “angel eye” technology from the 5-Series.  Later in 2004 BMW promises “adaptive” headlights which steer with the headlights.  The hood is also more strongly contoured than before.  18″ and 19″ wheels are also new.  The X5′s taillights have an extra light that illuminates only under hard braking, to warn drivers behind of potential danger.  The taillights have been redesigned as well, but again the change is subtle.

BMW fans know that the important stuff is under the skin anyhow.  The X5 has a pair of new engines; a 3.0 liter six-cylinder borrowed from the 3-series, and a 32-valve 4.4 liter Valvetronic V8 from the 7-series.  The 4.4 is a good singer, and quite powerful–315 horsepower, to be precise.  The X5 doesn’t lack for power, and it delivers its grunt with a satisfying roar.  A six-speed automatic transmission is standard equipment (the 3.0i comes with a six-speed manual) and all X5s feature BMW’s new xDrive all-wheel drive system.  The xDrive system offers more fluid torque transfer than the old system, which had a fixed torque split front to rear.

The system works.  Dynamic Skid Control (DSC) is integrated into xDrive, and the variable torque distribution improves the traction controls’ reflexes, enabling the X5 to react to truly stupid maneuvers without losing its composure.  At the encouragement of BMW’s engineers, we attacked turns on BMW’s Spartanburg test track with speed and aggression that would have put many other SUV’s into the weeds, probably upside down.  Understeer and oversteer are controlled quickly–xDrive can react in about a tenth of a second, shifting torque from front to rear and keeping the X5 balanced.  In comparison, the old system took almost a full second to react to a loss of traction or control.  Add this to the extremely sophisticated four-wheel independent suspension, and you have a very sure-footed SUV (er, SAV) indeed.  The X5′s purpose in life is to play with the likes of Infiniti’s FX45, VW’s Touareg and Cadillac’s SRX, not in the mud.

On the road, the X5 still feels heavy.  On the road, hard corners bring up the mass issue in a hurry; thankfully xDrive is happy to save you.  The xDrive system intervenes more subtly than most stability control systems.  We could feel it working, but it was hard to tell exactly what it was up to.  Competitors like the FX45 and SRX are arguably more light-footed and engaging than the X5.  The X5 counters with a measure of off-road ability that they can’t match.  Then again, the Touareg can go off-road too…but then, this isn’t a comparison test so we’ll stick to the X5.  The X5 includes a hill descent control system and surprising water-fording ability.  Big four-wheel disc brakes with standard ABS bring things to a halt when it’s time.

Inside, the X5′s cockpit has been tweaked with new leather colors and wood trim, as well as standard rain-sensing wipers and eight-way power seats.  Our biggest complaint was the optional navigation system.  BMW’s system isn’t intuitive enough for a driver to use without consulting the owner’s manual.  The screen is too small to see, also.  Other than that, the X5 is a comfortable place to spend the day, as it should be.  The seats are comfortable enough for tall drivers, and the rear seats can be lowered with the push of a button on the console.  Opt for the extended Cold Weather package and they’re heated like the front seats and steering wheel.  Out back, the tailgate has a power-assisted “soft-close” function, like the trunks of many luxury cars.  The smallish cargo area is nicely carpeted and the X5′s clamshell tailgate allows plenty of tailgate party room.

No one will ever accuse a BMW of being underpriced, of course.  The X5′s sticker prices–the 3.0i starts at $40,995, the 4.4i at $52,195–are headache-inducing at first, but they’re actually competitive with the rest of the “hot rod” SUVs out there, whose prices range from about $35,000 for an Infiniti FX35 to well over $90,000 for the tire-smoking Porsche Cayenne.  And speaking of tire-smoking, an even quicker X5 4.6is will be announced later in ’04.  We expect that no one’s going to question BMW’s ability to combine sports sedans and SUVs in the future.

Specifications:
All specs are for the 2004 BMW X5 4.4i, which we tested.
Length:         183.7 in.
Width:            73.7 in.
Height:            67.2 in.
Wheelbase:        111.0 in
Curb weight:        4927 lb.
Cargo space:        23.8 cu.ft (seats up); 54.4 cu.ft. (seats folded)
Towing capacity:    6000 lb.
Base price:        $52,195
Engine:         4.4 liter DOHC 32.valve V8
Drivetrain:         six-speed automatic, all-wheel drive
Horsepower:         315 @ 5400
Torque:         324 @ 3600
Fuel capacity:        24.6 gal.
Est. mileage:        16/22

The new bodywork is evidence of a ground-up redesign.  In addition to the new face, the 5-Series reenters the competitive sports sedan market with new engines and new technology, from front to rear (adaptive headlights and taillights) and ground to roof (run-flat tires and driver’s head-up display).  The controversial iDrive accessory interface system also pops up in BMW’s new midsize sedans.

As in the past, this is a three-model series, with the 525i, 530i and 545i being distinguished mainly by their engine displacements.  The 525i and 530i are powered by the torquey inline six-cylinder engines at which BMW excels, with 184 and 225 horsepower, respectively.  The engines have been re-tuned for better throttle response.  The newly designated 545i borrows its 4.4 liter V8 from the 7-Series and hits the street with 325 horses.  BMW’s Valvetronic system works as a high-tech electronic throttle, varying intake and exhaust valve timing and duration instantly in response to the driver’s inputs for maximum efficiency and power.  In keeping with BMW’s performance bent, all available transmissions are six-speeds.  Manual, automatic and sequential manual (SMG) gearboxes are offered.  The SMG is similar to the clutchless manual currently available in the ultra-high performance M3 coupe and sedan.

To improve the 5-Series’ already impressive suspension responses, BMW’s engineers reduced the unsprung weight with the extensive use of aluminum components.  Subframes, strut tubes and steering rack are all aluminum-intensive.  Sporty rack-and-pinion steering replaces the luxury-oriented recirculating-ball units used on previous 5-Series cars.  On models equipped with the Sport package BMW offers a unique “active steering” system, which can vary the steering ratio (as opposed to varying steering effort, which most performance cars do) according to speed.

It seems like BMW increases the size of the brakes with each successive generation, and the limit hasn’t yet been reached because the new 5-Series sports larger discs at all four corners, too.  Brake calipers are also aluminum, to reduce weight.

The redesigned 5-Series looks much like a smaller version of the 7-Series, with hooded headlamps that make the car appear to be leaning forward.  Short overhangs front and rear mask the fact that the wheelbase has been lengthened just over two inches.  The twin-kidney grilles create a character line that’s carried into the hood, which is aluminum for additional weight savings.  BMW fans call those distinctive ringed headlights “angel eyes,” and they’re a 5-Series hallmark as well.  The high trunklid that caused so much controversy in the 7-Series is present in a modified form; whether the BMW purists will revolt remains to be seen.  What you won’t see from behind the wheel are the active brakelights, which feature additional, inboard lights that illuminate only under hard braking.

The stretched wheelbase improves rear cabin space, with more legroom and a much larger trunk.  BMW calls the dash a “double wave.”  Another feature that’s received mixed reviews in other BMWs is the iDrive system, which uses a single controller to access multiple accessory functions.  A navigation system is available, as is a head-up display.  Not high-tech enough for you?  All 5-Series models feature tire pressure monitors, Dynamic Stability Control, rain-sensing wipers, and side-curtain airbags.  Options include active cruise control and parking assist, both of which use ultrasonic sensors to detect obstacles.  Still not high-tech enough?  An optional active headlight control allows the outboard headlamps to swivel with the front wheels, for better illumination through turns.

BMWs have never been inexpensive and the new 5-Series is no exception, with prices for the 525i starting at $39,995 and heading north from there.  If the 5-Series keeps its mantle as king of the sports sedans, though, it’ll be more than worth it.

Specifications:
All specs are for the 2004 BMW 5-Series.

Length:         190.6 in.
Width:            72.7 in.
Height:            58.0 in.
Wheelbase:        113.7 in.
Cargo space:        14.0 cu.ft.
Base price:        $39,995 (525i); $44,995 (530i); $54,995 (545i)
Engine:         4.4 liter DOHC 32-valve V8 (545i)
Drivetrain:         six-speed manual or automatic, rear-wheel drive
Horsepower:         325 @ 6100  (545i)
Torque:         330 @ 3600
Fuel capacity:        18.5 gal.
Est. mileage:        18/26 (est.)

Introduced in 1996 to compete with Mercedes’ SLK and Porsche’s Boxster in the newly reborn two-seat convertible market, the Z3 boldly took the throwback approach to open-air motoring.  Compared to the austere Miata, refined SLK and track-bred Boxster, the Z3 was an unshaven street brawler, with a dramatic, controversial design and a suspension that bordered on crudeness.  And we loved it.  In 2003 the Z3 is slated to be replaced by an all-new roadster, the Z4.  Chances are, most of the Z3′s quirks will be corrected with the new car, for better or for worse.  For 2002 the changes were minimal; a standard CD player and some minor interior trim changes are all the outgoing Z3 gets in the upgrade department.

Six years after its introduction, the Z3 remains a handsome, delightfully ill-mannered mode of transport.  It looks good at the curb, with a long nose reminiscent of an old front-engined Grand Prix racer and low-cut doors that just invite you to jump over the side like Speed Racer.  Glassed-in headlights flank a traditional twin-kidney grille for a snouty look that some can’t resist and others hate.  The Z3′s flanks are raised to clear 17″ wheels in the back, and the tail manages to be at once muscular and delicate.  The center brake light is recessed neatly into the trunk lid, and the rear end is stretched on account of those wheels.  Unlike your average, conservative BMW, the Z3 looks like it’s ready to pounce on whatever comes near.

Once you’ve accepted the invitation to jump over the side, you find yourself in a snug cabin, handsomely decorated with chrome and a long, long way from the front wheels. The Z3 seems to be a small car wrapped around an engine.  The hood bulges proudly into the forward view, and it feels like you’re sitting right on top of the rear axle.  Not surprisingly, there’s little space for nonessentials in a Z3.  Pack carefully.  This may be the only of today’s crop of roadsters you could do a cross-country trip in without consulting a chiropractor–the seats are grippy enough for sporty driving and chairlike enough for long-term comfort.  There’s a little nub between your legs, to locate you in the seat.  It looks weird, but it works.  A perfectly-sized steering wheel and those wonderfully low sills offer a much better open-air feeling than the SLK, Boxster or MR2.  Color-keyed leather can be ordered for the interior trim and the top of the dash, as well.

Fire up the straight-six engine under that long hood, and the Z3 rewards with a basso growl that sometimes sets off the alarms of the cars parked next to it.  This car knows nothing of subtlety, and it hasn’t got much in the way of manners, either.  2.5 and 3.0 liter engines are available, with 185 and 225 horsepower, respectively.  The 3.0 liter engine is borrowed from the much larger 3-Series sedan, so with 214 ft-lb of torque on tap this 2910-lb car will tear away from stoplights with a frenzy that will have the traction control flashing wildly for grip.  Power is available whenever you want it, whether the Z3 is taking off from a standing start or cruising at 70.  BMW’s straight-six engines are beautifully smooth and powerful.  Variable valve timing keeps the power smooth throughout the engine’s range, and the 3.0 liter actually meets Ultra Low Emissions Vehicle (ULEV) environmental requirements.  The standard five-speed manual transmission isn’t as precise as that of a Honda S2000 or Miata, but the longish throws add to the old sports-car atmosphere.  An automatic is also available, but a Z3 with an autobox is a sad car indeed.  The burbly engine note leaves no doubt that this is a car that wants to be grabbed by the scruff of the neck and thrown around.

Throwing the Z3 around is no problem, either.  The strut front, trailing-arm rear suspension is enhanced by standard 17″ wheels on the 3.0 model and grip is tenacious.  Even so, everything the Z3 does is dramatic.  Melodramatic, even.  Wavy roads cause wild histrionics and body heaves, even though it’s nowhere near actually losing control.  Those wide tires (7.5″ in the front, 8.5″ in the rear) keep a firm grip on the ground, even while the Z3 is pretending that it’s scrambling desperately for grip.  For a race car, this sucks.  For fueling a Walter Mitty back-road fantasy, it’s pure gold.  The Z3 might not be as fast as a Boxster or an S2000 in the end, but it’s got scads more personality.

Did we mention that the Z3 has no manners?  In addition to encouraging us to harass SUVs on the freeway, BMW’s little roadster exhibited behavior that would be endearing in an old British roadster, but that was certainly not befitting a $40,000 car.  Yes, the Z3 is pricey, with a base price of $38,545 for the 3.0i model and a still-daunting $31,945 for the “base” 2.5i car.  And for all that cost, the CD player skipped every time our well-optioned $41,370 test car car hit a dip in the road.  When we got annoyed by this and turned the radio off, we discovered that the clutch pedal creaked.  BMW’s keyfob is sometimes finicky, refusing to unlock the doors from certain angles.  And a sudden thunderstorm revealed that our test car had a leaky convertible top.  Buyers seeking a little luxury car are going to be very upset with the Z3.

And in the end, we liked the rude little thing anyway.  All complaints aside, it’s got more personality than its competition from Honda and Mercedes, and it’s got just enough space for a comfortable daily commute or a weekend trip.  It’ll even go and play on the track, if you want–just don’t challenge any Porsches to a race.  It’s hard not to feel like you’re in a ’60′s racing comic while driving the Z3, because this car is all about drama.  You feel like the gritty underdog, trying to keep up with the faster cars…even though you’re one of the fastest cars on the road (the Z3 sprints to 60 mph in less than six seconds).  Want to play?  Grab one quick, before the Z4 comes along.  We’re going to miss the Z3 when it’s gone.

Specifications:
All specs are for the 2002 BMW Z3 3.0i, which we tested.
Length:         159.4 in.
Width:            68.5 in.
Height:            50.9 in.
Wheelbase:        96.3 in.
Curb weight:        2910 lb.
Cargo space:        5.0 cu.ft.
Base price:        $38,545
Price as tested:     $41,370
Engine:         3.0 liter DOHC 24-valve inline six-cylinder
Drivetrain:         five-speed manual, rear-wheel drive
Horsepower:         225 @ 5900
Torque:         214 @ 3500
Fuel capacity:        13.5 gal.
Est. mileage:        21/29