30th Anniversary Tribute to the BMW E39 5 Series

It’s been 30 years since BMW unveiled the E39-generation 5 Series, yet this 1995–2004 sedan still looms large in enthusiasts’ hearts. Launched to a chorus of praise, the E39 blended cutting-edge ’90s engineering with old-school BMW purity. As we celebrate its 30th anniversary, we ask: What made the E39 5 Series such a balanced masterpiece, and how does it continue to define the sport sedan standard?

Technical Deep Dive: Engineering Excellence of the E39

When the E39 debuted at the 1995 Frankfurt Motor Show, it represented a substantive leap forward for BMW’s executive sedan. Its development began in 1989, and by June 1992 the final design by Joji Nagashima was chosen (later approved by design chief Chris Bangle). The result was a body that looked sleek and timeless, yet underpinned by serious engineering updates. The E39 grew slightly larger than its predecessor and introduced a new suspension made almost entirely of light alloy. This use of aluminum in the front control arms and a multi-link “Z-axle” rear suspension reduced unsprung weight and sharpened handling response. It was also the first 5 Series to adopt rack-and-pinion steering (for six-cylinder models), granting precise steering feel, while V8 versions retained a recirculating-ball setup to manage their weight. Notably, unlike the E34 before it or the E60 after, the E39 never offered all-wheel drive – every model sent its power to the rear wheels, true to BMW tradition.

Under the hood, the E39 introduced a range of new engines that balanced power and refinement. At launch it offered inline-six engines (the M52, later updated to the 2.2–3.0L M54) and V8s (the 3.5–4.4L M62). These engines featured innovations like single and double VANOS variable valve timing for a broad torque curve. By 2000, the venerable 3.0L M54B30 inline-six (225 hp) was acclaimed as one of Ward’s 10 Best Engines for its smooth power. On the diesel front – important in Europe – the E39 was the first 5 Series to offer direct-injection turbodiesels, from a stout 2.5L inline-six to the later 3.0L common-rail six, plus an efficient four-cylinder 520d. All engines could be mated to manual gearboxes (five-speed, or a six-speed in V8 models) as well as automatic transmissions, giving buyers a full range of options for performance or comfort.

The ultimate expression of E39 engineering was the M5, unveiled in 1998. It was the first M5 with a V8 engine – the now-legendary 4.9L S62 V8 packing 400 hp and 369 lb·ft of torque, mated to a 6-speed manual. This hand-built powerhouse introduced exotic features normally seen in supercars: individual throttle bodies for each cylinder, “double VANOS” cam timing on both intake and exhaust, a semi-dry-sump oiling system with twin scavenging pumps, and one of the most advanced engine computers of its era. The results were explosive: 0–60 mph took about 4.7–5.0 seconds, on to an electronically limited 155 mph top speed. At the time, those numbers were astonishing for a luxury four-door. The M5’s chassis was equally up to the task – BMW’s M Division retuned the suspension, added a limited-slip differential, and even employed a special aluminum front subframe to save weight. The effort paid off with a four-door sedan that could run with dedicated sports cars. It’s no surprise the E39 M5 is seen today as one of the greatest M cars ever made – a benchmark that even modern sport sedans still chase.

Beyond the headline-grabbing M5, the E39’s technical details showed BMW’s obsessive engineering. This was one of the first sedans to offer side curtain airbags (alongside its E38 7 Series sibling) to improve crash safety. It introduced features like optional Electronic Damper Control and self-leveling air suspension on wagon models for a smoother ride. Adaptive features we take for granted, such as rain-sensing wipers and stability control (DSC), made their way into the E39 during its lifecycle. Even niche tech appeared: an available “latent heat” thermal storage system could retain engine heat to warm the cabin faster on cold starts – a testament to BMW’s engineering thoroughness. All this was wrapped in a chassis of exceptional rigidity for its day, contributing not only to sharp handling but also to a vault-like sense of solidity on the road.

Despite the added tech, the E39 remained relatively light and balanced. Roughly 50% of its mass sat over the rear wheels, achieving that magic 50/50 weight distribution BMW engineers target for neutral handling. The extensive use of aluminum in the front suspension and body panels kept weight in check (the E39 528i weighed around 3,400 lb, similar to its predecessor). This focus on fundamentals – a stiff structure, ideal weight balance, advanced engines – made the E39 feel “just right” to drive, even before one turns the steering wheel. Little wonder that by the time production ended in 2003, the E39 had solidified itself as one of BMW’s engineering masterpieces. In total, nearly 1.49 million E39s were built worldwide, a testament to its success and global appeal.

Emotional & Driving Characteristics: The Soul of the E39

Statistics alone don’t explain why the E39 is so beloved – it’s the way this car feels from behind the wheel that truly cements its legend. In an era when many luxury sedans grew softer, the E39 managed to deliver a driving experience that was both comfortable and genuinely engaging. On a winding road, the E39 exhibits a balance and poise that few cars in its class, old or new, can match. The steering (especially in six-cylinder models with the new rack-and-pinion setup) is communicative and nicely weighted, transmitting just enough road feel to instill confidence. Turn-in is sharp yet progressive, and the car settles into corners with a planted assurance – that near-perfect chassis balance at work. Even as the limits approach, the E39 remains predictable. In fact, sliding an E39 (especially the M5) in a controlled drift is almost intuitive; as one tester noted, few performance cars are “as easy to go sideways in as safely” as the E39 M5.

Crucially, this agility did not come at the expense of ride comfort. The E39’s suspension tuning achieved a golden compromise: a taut, responsive feel when driving hard, yet a supple ride that absorbs bumps with ease. Where some modern sport sedans fumble with complex adaptive dampers and still can’t find the right balance, the E39’s single-mode passive suspension just works. A contemporary comparison of the E39 M5 to a modern super-sedan noted that the old car “always flows down the road beautifully, absorbing everything thrown its way,” never needing multiple drive modes. Indeed, cruising in an E39 – even an M5 on its firmer sport suspension – you’re cosseted in a way that belies the car’s handling prowess. This dual nature (the “Jekyll and Hyde” personality, as some called it) is key to the E39’s enduring charm: it’s a luxury sedan that can play the role of corner-carver or highway cruiser with equal ease.

Then there’s the engine character. BMW’s inline-six engines in the E39 (like the smooth-revving 528i and later 530i) are renowned for their silkiness and eager response, delivering a classic BMW soundtrack of straight-six growl. Step up to the V8 540i and you get a swell of torque and a velvety V8 burble that made it a mini muscle-sedan. And the M5’s S62 V8 – well, it’s the stuff of legend. It may not shout as loudly as some contemporary exotics, but it produces a “beautiful, soulful tune” that enthusiasts adore. At idle it rumbles with subtle menace; under load it builds to a deep roar at 6,000+ rpm. The S62’s power delivery is both linear and relentless – reviewers noted how it seemingly had no let-up, pulling hard in every gear until the limiter intervened. Even today, the E39 M5’s acceleration is mighty and its naturally-aspirated throttle response immediate, traits that some modern turbo cars struggle to replicate.

The E39’s cabin further amplifies the emotional connection. The driver-oriented dashboard, thick M Sport steering wheel, and perfectly positioned shifter (for manuals) make you feel in command. In the M5, subtle details like an illuminated redline that rises as the engine warms, or the M tri-color stitching on the wheel, remind you this car was built by people who love driving. Yet the interior avoids flashiness – much like the exterior design, it’s all about purposeful elegance. This restraint is part of the E39’s soul: it doesn’t need to shout about its capabilities; it demonstrates them subtly and confidently.

It’s worth noting that the E39 era was perhaps the pinnacle of BMW’s “ultimate driving machine” philosophy, and the car won acclaim across the board. When it was new, the praise from press was universal – many argued this was the finest sedan in the world at the time. Even so, there were a few dissenting voices that add perspective. Some critics, such as Jeremy Clarkson in 1999, quipped that the E39 M5 was “too perfect, too well sorted, too damn smug for its own good” – implying it lacked the quirky character of its rivals. But today, that high competence is seen as a virtue. The E39’s objective excellence has aged into a kind of character on its own; its “perfection” gives the driver confidence and comfort that modern BMWs still benchmark. In short, the E39 delivers an organic driving experience – one that makes you feel connected to the machine and the road, without filtering out the fun. It’s a feeling many enthusiasts describe as the hallmark of peak BMW.

Historical Context and Legacy: From E39 to Present

To understand the E39’s significance, we must place it in context of BMW’s history – and what came after. The E39 was the fourth-generation 5 Series, succeeding the E34 (1988–95) and eventually replaced by the polarizing E60 (2003–2010). In styling, the E39 was a bridge between eras. Its design – penned by Joji Nagashima – refined the classic BMW formula of the ‘80s and ‘90s: athletic proportions, a low beltline, and the signature twin-kidney grille flanked by quad headlights. It was a handsome, understated car that even today looks modern. This was intentional; it was the last 5 Series whose design was largely finished before Chris Bangle’s tenure (Bangle would revolutionize BMW styling with the next generation). Many enthusiasts view the E39 as the last “classic BMW” design before the radical sharp lines and flame-surfacing of the 2000s. Inside, the E39’s cabin was an evolution of driver-focused BMW layouts, built with high-quality materials that have stood the test of time better than some newer models.

When the E60 5 Series arrived in 2003, it brought sweeping changes: avant-garde styling, iDrive infotainment, active steering, and in M5 form a screaming V10 engine with an automated manual gearbox. Technologically, the E60 was a leap, but it also alienated some traditional BMW fans. The E39, in hindsight, represents balance not just in driving, but in philosophy – it merged modern features with a simpler, analog feel that later cars partly lost. Even BMW itself has acknowledged the E39’s legacy. The company’s retrospectives note that with the E39, BMW perfected the formula it had been honing since the ’70s. It’s telling that to this day, whenever a new 5 Series is released, comparisons are inevitably made to the E39 era in terms of steering feel, ride quality, and overall coherence.

In practical terms, the E39 also proved itself a workhorse. It was a top seller in its segment globally, beloved by executives and enthusiasts alike. Worldwide sales totaled roughly 1.5 million units, including sedan and Touring (wagon) models – an impressive figure for a high-end car. Its success cemented BMW’s reputation in the late ’90s as the leader in sports sedans. Moreover, the E39 had impact beyond BMW’s own lineup. Competing brands took notice of its formula. Mercedes, for instance, sharpened its E-Class dynamics thereafter; Audi introduced more driver-focused setups in response. The E39 showed that a luxury sedan could be as rewarding to drive as a sports coupe, without sacrificing comfort or practicality.

The E39 also spawned a culture around it. In movies and media of the era, 5 Series often appeared as the quintessential European sedan. An E39 540i even features in the Jason Statham film “The Transporter” (as a stealth transportation car in the opening scene), and an M5 famously plays the star car in one of BMW’s own short films (“Star”, from the 2001 BMW Films series) with Madonna riding shotgun – showcasing the car’s performance in cinematic fashion. The car also made its mark on TV: on BBC’s Top Gear and other motoring shows, the E39 was frequently lauded, with presenters like Tiff Needell power-sliding the M5 on camera to demonstrate its prowess. In the years since, the E39 M5 in particular has become a modern classic, often cited by journalists as “the greatest sedan of all time”. In 2020, PistonHeads ran a poll that crowned the E39 M5 the “best saloon car of the last 25 years,” beating out newer contenders by popular vote. This kind of enduring admiration speaks volumes.

Just as significant is the tuning and enthusiast scene that grew around the E39. BMW’s own motorsport arm gave us the M5, but independent BMW specialists took things even further. Alpina, the storied BMW partner, created the Alpina B10 series based on the E39 – offering a different take on performance. The ultimate Alpina version, the B10 V8S, arrived in 2002 with a 4.8-liter V8 making about 375 hp and 376 lb·ft of torque. Unlike the high-revving M5, the Alpina emphasized effortless torque and long-legged Autobahn speed (its top speed wasn’t limited to 155, allowing it to approach 280 km/h). It was also offered with a Switch-Tronic automatic transmission rather than a manual, reflecting Alpina’s philosophy of refined performance. Only a few hundred Alpina B10 V8/V8S were built, making them rare and collectible today. Meanwhile, hardcore tuners like G-Power, AC Schnitzer, and Hamann all offered upgrades for the E39. G-Power in particular became famous for supercharging the M5’s S62 V8 to outrageous levels – their kits pushed the E39 M5 to over 500 horsepower (with some builds exceeding 600 hp) and achieved supercar-like top speeds well beyond the stock limiter. These tuned E39s demonstrated the robustness of the car’s engineering; the chassis and drivetrain could handle far more power than stock. From mild suspension tweaks by AC Schnitzer to wild 200-mph G-Power supercharged monsters, the E39 proved to be a beloved platform for modification. Enthusiast communities (forums, clubs, social media groups) dedicated to the E39 remain extremely active in 2025, sharing tips on restoration, performance tuning, and celebrating the car’s 30th birthday with pride.

E39 M5 vs. Alpina B10 V8S vs. G-Power M5: High-Performance Variants

• 1998–2003 BMW M5 (E39): Powered by the 4.9L S62 V8 with 400 hp and 369 lb·ft, paired to a 6-speed manual. 0–60 mph in ~4.8 seconds; electronically limited to 155 mph. Widely praised for its linear power and everyday usability, 20,482 units of the E39 M5 were produced worldwide, making it a modern classic and the benchmark sport sedan of its time.
• 2002–2004 Alpina B10 V8S: A limited-production Alpina variant based on the E39 5 Series. Uses a 4.8L Alpina-tuned V8 with ~375 hp and 376 lb·ft of torque. Equipped with a 5-speed Switch-Tronic automatic, it excels as a high-speed grand tourer. 0–60 mph in about 5.4 seconds; top speed ~171 mph (unrestricted). The B10 V8S is rarer than the M5 – only around a few dozen sedans (and 43 Touring wagons) were built, emphasizing exclusivity and luxury-cum-performance character.
• G-Power Supercharged M5 (E39): Aftermarket tuner G-Power offered “Hurricane” supercharger packages for the E39 M5 that pushed its performance to extreme levels. A stage 1 kit could yield roughly 518 hp, while more aggressive builds exceeded 600 hp – rocketing the M5’s 0–60 mph into the low-4-second range and enabling 200+ mph potential. These conversions added forced induction (often using ASA superchargers), upgraded intercooling, and reinforced internals, effectively turning the E39 M5 into one of the fastest four-doors of its era (far beyond the stock car’s limits). While not factory-produced models, G-Power M5s demonstrate the E39 platform’s headroom for power and remain legendary in tuning circles.

Conclusion

The BMW E39 5 Series exemplified a rare equilibrium: a car equally adept at engaging the enthusiast as it was at cossetting the commuter. Over its 1995–2004 production run, it set new standards for chassis dynamics, powertrain excellence, and build quality in its class. Crucially, it did so with a sense of balance – technology was used to enhance the driving experience, not overpower it. Even 30 years on, the E39’s reputation hasn’t dimmed: ask aficionados to name the best sport sedan ever, and the E39 5 Series (particularly the M5) inevitably enters the conversation. It’s telling that BMW’s own modern M5s and 5 Series are often measured against this forebear’s intangible “feel”.

That’s not to say the E39 was flawless. Its design was intentionally conservative (some might say timeless), lacking the visual drama of some rivals. A few early critics pined for more character or complained it was too “complete” to be exciting. And of course, progress didn’t stop – newer generations became faster, more digital, more luxurious. But this is precisely why the E39 stands out in hindsight. It hit the sweet spot between the analog and digital ages of automotive design. The car had enough modern amenities to be comfortable and safe, yet it was simple enough mechanically to feel intimately connected to the driver. In an age of increasingly complex, computer-managed vehicles, the E39 reminds us how rewarding a well-honed machine can be when the fundamentals are right.

BMW’s evolution after the E39 saw big shifts – bolder styles, turbocharging, hybrid tech, and ever-higher performance numbers. And yet, the company often attempts to recapture the spirit of its late-90s offerings – a nod to how special that era was. For BMW enthusiasts worldwide, the E39 5 Series represents heritage. It’s the car that proved a sedan could truly do it all: sprint down a back road with grace, eat up highway miles in quiet comfort, and even show up some sports cars at the track – all while carrying five people in a leather-lined cabin with the climate control set to 72°F.

In conclusion, the BMW E39 5 Series earns its legendary status not by flash or brute force, but by excellence in balance. It was an executive car that managed to be extraordinarily fun, a performance car that remained practical and civilized. Thirty years later, that recipe still feels like the ideal. The automotive world has moved on in many ways, yet the E39’s legacy lives on as a benchmark. It’s celebrated not out of nostalgia alone, but because it genuinely nailed what makes a great car. As we toast to 30 years of the E39, the verdict is clear: this was not just a great BMW – it was one of the greatest cars, full stop, and its influence and appeal aren’t likely to fade anytime soon.