Classic: BMW M5 E34 : Autobahn Courier

Classic: BMW M5 E34 : Autobahn Courier

Classic: BMW M5 E34
highway messenger

E34 generation BMW M5

© media-news – press office

The BMW M5 has long been a driving legend in the league of luxury sports limousines. For many fans, the second M5 is the best ever. The E34 series was a hit with a supercar and a design that still wins over many today.

In short: the BMW M5 of the E34 generation is still the best of its kind for many M students. Unlike the more powerful successors, which are still on the road with six cylinders, it did not want to imitate power on the racetrack. but he stood why many under the ideal image of a sports sedan, high performance: perfect for long-distance trips. Like the first M5, the E34, unlike its successor, was even available as an estate version for certain markets. The E34 luxury class sedan wasn’t the one that made you look fat. This is exactly how the high-end sports model of the M5 came to be. Apart from the turbine rims, which brought cooler air to the wheel and a slightly lowered sports chassis, there were no significant differences for the weak 5 series models that were not made by M GmbH. Unlike the standard 211 hp BMW 535i model, the M5 from the end of 1988 with 232 kW / 315 hp and 360 Nm provided a significant increase in performance, which is quickly visible at the wheel. The inline six-cylinder works with the same smoothness and balance as its siblings, but revs more willingly in the high-speed range and is more restrained in sound. If you switch off five individual gears, the Bavarian pushes the 100 mark in more than six seconds. It was clocked at 250 km/h, although the flagship model with the M symbol on the stamp could be much faster.

Handling is good even by today’s standards and the enhanced braking system gives you the confidence to move the 1.7-tonne M5 quickly, even at the limit. But the best is known to be the enemy of the good. The brakes could do with more bite at high speeds. The combination of a strong but relaxed sports chassis with a slight understeer, a good steering feel and a five-speed manual transmission that makes the four-door car scream at speeds above 5,500 rpm, set standards at the time and still delight sports drivers. today. . A look at the odometer shows why this dark BMW M5 has stood so long on its 17-inch turbine wheels: it has covered just 700 kilometers in the last three decades – and it’s worth it. The gray leather seats are not only fully adjustable for power, but are also a stunner when it comes to long-distance comfort. While M GmbH’s well-known war paint flashes on the short gear stick at the top left, the four-airbag steering wheel might as well have come from a 1990s minibus. The rest of the dashboard is classic and classic BMW – with no lots of stuff and it’s slightly tilted towards the driver. Here even without a radio – the stereo system is the sixth line, which still pays homage to its ancestor, the BMW M1.

Despite a manageable height of 4.72 meters, the M5’s space is quite high – the interior is deceiving. The top-of-the-line model usually gets on the US highway and needs only a fraction of the 315 hp that increased after a facelift in 1992 with an increase in displacement to 3.8 liters and 340 hp. The sportier E34 is a bit more fun later on country roads, where the curve radii aren’t too narrow when the car is steered. While the BMW 530i and 540i models also had an increase in cylinders to eight combustion chambers as a result of the 1992 facelift, the sportier BMW M5 of the E34 generation remained six-cylinder. However, the large 3.8-liter engine was banned from the USA, as was the touring variant, which, however, enjoyed only limited popularity. Unlike its predecessor, the E28, the second-generation M5 is more casual, relaxed and confident – even if you miss the sickening shark face of its predecessor.

On the used car market, the supply of well-preserved BMW M5 E34 generations is very thin. One problem is mileage, as most versions of the M5 have been converted to mileage users or actual tracking devices. An original example with less than 200,000 km is therefore difficult to find in Germany. Nothing goes for less than 30,000 euros and well-maintained models with a traceable maintenance history are a quick 45,000 to 55,000 euros. Standard equipment is best for most models, so condition and service history make a difference. Prices probably won’t go through the roof in the coming years; but no significant price jumps should be expected to drop either.

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