.ALPINAGB's extra-special 5-series—sedan and wagon—is also the last of its kind.
The term "tuner" doesn't really do justice to the closeness of Alpina and BMW's long relationship. Alpina has always been a separate company and is registered in Germany as an independent automaker. But it has also worked with BMW on projects including its high-performanceof the X7, as well as running race programs and doing contract engineering work for BMW.
Compared to the regular B5, the GT also has a new reinforcement piece on its front bulkhead to improve steering precision, stiffer bump-stop rubbers, and new brake pads. Spring rates, plus settings for the active anti-roll bars and rear steering, are unchanged. The GT rides on bespoke Pirelli P Zero tires that have been developed specifically for Alpina, and they wrap the brand's traditional 20-spoke alloys, now with an optional bronze-gold finish.
Chassis settings are softer than those of the M5, yet body roll is well contained even at track speeds, and the GT's steering feels crisp and natural. In tight corners, the B5's front end tended to edge wide under big loadings. The Alpina has all-wheel drive but with a conventional limited-slip differential rather than a torque-vectoring unit. The rearward bias of the power delivery is obvious, but it takes real provocation to make the GT surrender rear-end grip.
Switching to the Touring proves that the driving experience is similar, although the novelty factor is much higher. Alpina says the Touring is 220 pounds heavier than the sedan and loses a little structural rigidity, but differences at Zandvoort were limited to the different perspective in the rearview mirror and what seemed to be slightly more noise from the rear of the car.
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