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Santiago de Garnica Cortezo
Sábado, 1 de febrero 2025, 09:05
Albert Einstein once said, "It is in crisis that inventiveness, discoveries, and great strategies are born." At the end of the 1950s, Bayerische Motoren Werke was experiencing a severe crisis, with exclusive and inaccessible eight-cylinder sedans that did not meet market demand, at least not enough to maintain profitable production levels. The Isetta, manufactured under license, and the small 700 helped alleviate this situation, but it was only a temporary relief. The 1960s were approaching, and the future did not look promising for BMW. Faced with the problem, Herbert Quandt, the head of the Bavarian firm, proposed offering a family sedan positioned between Ford and Mercedes, a mid-range car with a sporty touch, capable of attracting a new, younger clientele with a solid economic standing.
Under the direction of veteran chief engineer Fritz Fiedler, the project included Eberhard Wolff (the man behind the Isetta) in charge of chassis design, Baron Alex von Falkenhausen for the engine, and Wilhelm Hofmeister leading the body design and engineering, with the main lines drawn by Italian Giovanni Michelotti.
After temporarily abandoning six cylinders, Baron Alex von Falkenhausen's team designed a beautiful 1.499 cc inline four-cylinder engine, with a cast iron block, aluminum head with an overhead camshaft (a luxury for that time), and 80 horsepower. The successful design of this engine is evidenced by its long life, with various displacements and variants and many sporting successes: not surprisingly, engineer von Falkenhausen was a key figure in the birth of the 1936 BMW 328 sports cars and their sporting successes, and he remained involved in racing after the war.
The car's architecture is classic, with a front engine and rear-wheel drive. The suspension is independent on all four wheels, the front brakes are disc, and the electrical system is still six volts. The body features an original inverted front, with the brand's characteristic narrow, elongated double kidney grille, with five bars inside inherited from the 328 designed by Peter Szymanowski. On each side, there is half a grille encompassing the round headlights. The waistline is high, and the "C" pillar adopts the characteristic shape that all BMWs have inherited to this day, known as the "Hofmeister kink."
The 1500 sedan, as it was named, from the "Neue Klasse" was shown to the public for the first time on September 21, 1961, when the 40th edition of the Internationale Automobil-Ausstellung, the Frankfurt Motor Show, opened its doors, an event that would host a record 950,000 visitors (not surpassed until 1977). By October 9, when the show closed, no less than twenty thousand visitors had signed their purchase commitment at the BMW stand for a 1500. A success, even though the brand could not yet guarantee the exact delivery time. It would take a year to reach the planned production rate.
But the 1500 was just the beginning. Encouraged by the positive feedback from drivers, BMW released a version with better performance, called the 1800 in reference to its displacement, with 90 horsepower. It was accompanied by a sporty variant called the 1800 Ti (for "Turismo Internationale") with the engine displacement increased to 1,773 cc, now with 102 horsepower at 5,800 rpm for 1,120 kilograms, resulting in a power-to-weight ratio of 10.9 kilograms per horsepower. It's important to note this data because today there is much talk about power, but the weight that needs to be moved is often overlooked, perhaps "embarrassed" by behemoths weighing over two and a half tons defined as "sports cars" by manufacturers.
But let's return to our "Ti." Its 1.8-liter four-cylinder, paired with a well-synchronized, smooth, and fast four-speed gearbox, allowed it to reach a top speed of 175 km/h (162 km/h actual). The suspension tended to be firm while still providing acceptable comfort, but it was evident that the Bavarian technicians had prioritized handling. Neutral to a certain extent, the 1800 was progressively oversteering, showing surprising maneuverability for a family sedan. It was clearly the gateway to the sporty sedans that BMW offers today. Thus, the legendary journalist André Costa (1926-2002) said of the 1800 Ti that it was "the most homogeneous car of its time in its segment."
In 1964, the 1500 was replaced by the 1600, more powerful and pleasant to drive. And Munich would take another step forward in 1965, encouraged by a clientele seeking more power, when they introduced the 2000, now with a 2-liter engine, and adopting a modern 12-volt electrical system, which the 1800 would not have until 1969. And this 2000 was enriched by the corresponding Ti sports version, now with 120 horsepower and a top speed of 180 km/h.
And as if that weren't enough, they added the 2000 Tilux, which, in addition to performance, offered more equipment and a more luxurious finish. This version, of which only 1,700 units were made, was easily distinguished by its large trapezoidal headlights, which attracted a lot of attention.
In 1969, the entire range adopted a dual braking circuit and aesthetic modifications such as a visor over the instrumentation.
That same year, the last version of the "family," the 2000 Tii, was released. This second "i" refers to "injection," a mechanical Kugelfischer that replaced carburetion and increased power to 130 horsepower, reaching 185 km/h. However, less than two thousand units were sold in its three years of existence, a small number compared to the total sales of the model range, which, when it reached the end of its commercial life in 1972, totaled nearly 340,000.
Undoubtedly, the "Neue Klasse" helped BMW overcome a very challenging period and opened the door to what is now conceived as a BMW, a car that combines power, quality, performance, and sporty character.
We conclude this journey into the past behind the wheel of an i5, the all-electric sedan of the 5 Series, the heir to that "Neue Klasse." Whether in gasoline, diesel, plug-in hybrid, or 100% electric version, the 5 Series, or in this case the i5, is a grand tourer with a classic sedan body (there is a Touring family variant). And large, with a length of 5.06 meters.
From the i5 sedan, we can choose between three versions: eDrive40 (340 horsepower), xDrive40 (394 horsepower), and M60 xDrive (601 horsepower). In our case, we got behind the wheel of the first one.
To dispel any doubt about which BMW it is, it displays some "5" numbers here and there, especially at the height of the third pillar, with the famous "Hofmeister kink," of course. Optionally, the contours of its front grille can also be illuminated.
Inside, very 21st century, with light effects and two large screens of 12.3 and 14.9 inches. Can you imagine a 1961 BMW 1500 driver suddenly sitting in this interior? Well, let's return to 2025. This latest infotainment screen connects wirelessly to Android Auto and Apple CarPlay. As BMW had the good idea to keep a central dial, the setup is quite easy to handle, although you often have to go to submenus to find what you're looking for. And one drawback: the air conditioning control. It's better to find a setting that works more or less well in all circumstances and not touch it again. Fortunately, BMW hasn't gotten rid of all the buttons, as there are still some for defogging the front and rear windows. A few additional places to quickly change the temperature, ventilation power, or seats wouldn't have been amiss. As for materials and finishes, the level is very high.
And plenty of space. Thanks to its 3-meter wheelbase, even with the tallest drivers at the wheel, there is ample space in the rear of the i5. The trunk is not far behind with a cargo volume of 490 liters. Under its floor, there is a small compartment to store the charging cables.
Under the long hood of the BMW i5 eDrive40, there is no engine hidden. The latter is housed at the rear and only drives the rear wheels thanks to its 250 kW (340 horsepower) and 400 Nm of torque. Enough to allow it to reach 100 km/h in 6 seconds and a top speed of 193 km/h. As for the battery housed under the floor, with 83.9 kWh of which 81.2 are actually usable, it theoretically offers between 496 and 582 km of range to the basic i5 thanks to an average consumption announced between 18.9 and 15.9 kW/100 km. The xDrive 40, on the other hand, has two motors, one front with 313 horsepower and one rear with 258 horsepower, thus offering all-wheel drive.
On the highway, staying within the speed limit, we consumed 22 kWh/100 km. A very good average considering the weather conditions this January and allowing us to travel over 300 kilometers before recharging, with 70 kilometers of "reserve" in the battery. In this regard, the i5 eDrive40 benefits from a maximum power of 205 kW in direct current to go from 10 to 80% battery level in half an hour. In alternating current, it can store 11 kW as standard and 22 kW as an option.
The electric variant of the 5 Series is no less a grand tourer than its thermal versions. Quite the opposite. It loves to travel! Once launched on the highway, its occupants benefit not only from an engine that couldn't be quieter but also from a very well-insulated cabin and a suspension that masterfully absorbs road imperfections. And this despite the M Sport kit of our test vehicle, with its 19-inch wheels.
On the road, in a series of linked curves, the i5 remains convincing. Despite the weight, its front axle holds the road very well, and it tackles curves with excellent body roll control. And here, the range is superior to the highway. On the route from Madrid to Cerezo de Abajo via highway, and taking the road to Cuellar, then continuing on the highway to Valladolid, we arrived in the capital of Pisuerga with 170 kilometers of range still available, a figure we were able to increase on the return journey.
And the i5 eDrive40 in the city handles well with an optional rear-wheel steering axle, as was our case, not forgetting that we are talking about a car over five meters long.
The BMW i5 eDrive40 has a starting price of €76,950. But as always with premium manufacturers, the options are numerous, and the final bill can quickly rise. That said, the i5 is quite well positioned against its rivals, and if we compare it to other electric BMWs, evaluating the best balance between price, comfort, dynamism, space, and range, it is a very convincing model.
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