BMW 5 Series 2013 Review

BMW's latest iteration of the 5 Series – in the F10 generation – is a relative newcomer to the Australian market. But up against a resurgent Mercedes E-Class, the 5 Series is struggling to retain its top-selling crown in the VFACTS large luxury car segment above $70,000. Sales have been ahead of this time last year, with 839 sold to date in 2013, but that's over a hundred units fewer than the E-Class tally.

So BMW has ratcheted up the value without discounting the car, introducing an upgraded 'LCI' (Life Cycle Impulse) model with plenty of kit for no major price increase. But you’ll need to pay attention to notice: cosmetic changes for the LCI 5 Series are almost invisible, and apart from a performance boost for the V8 engine in the 550i and upsized alloy wheels, technical tweaks are minimal.

The F10 5 Series was first launched Down Under in 2010. This week’s (October 2013) media drive program for the lightly revised LCI version centred around Canberra and Queanbeyan, comprising brief bouts of urban driving and longer stretches of rural touring.

First up was the 528i, a turbocharged petrol four-cylinder trimmed to mid-range spec. The engine, aimed originally at replacing the small-displacement sixes BMW offered previously, feels vivacious and responsive in this state of tune. Under load and around 4000rpm, the 528i engine feels and sounds distinctly like a sporty four-cylinder. That's a good thing on balance.

Thanks to the turbocharging the power band is wider than would have been the case for a naturally-aspirated small capacity six. With its subdued power delivery and the ideal matching to the eight-speed ZF transmission, the turbo four is arguably the optimal choice for the 5 Series.

Chassis tuning immediately stood out in the 528i, with ride comfort and cornering traits both excellent. The steering was less to my liking at the straight ahead. It felt numb and too light.

A brief stint in the passenger seat of a 535d revealed that the six-cylinder diesel is outstanding also, but at nearly $122,000 it's a bit of an ask. The engine is magnificent, however, ‘saying’ more sporty six than frugal diesel, and remaining exceptionally free of vibration at low revs and idle.

After the high-torque diesel six, the energetic performance of the 'TwinPower' turbo petrol V8-engined 550i took straight-line grunt to an even higher level.

For many prospective owners the 550i is now an even more sensible choice, with the price reduced nearly $20,000. The V8 is easy to drive and very smooth until you prod the accelerator with some determination, at which point it lets loose a large dollop of torque and a bear-like roar.

Through corners the 550i felt surefooted and agile, way beyond what you would normally expect of a front-engined V8 sedan. Riding on 19-inch alloy wheels and the optional M Sport suspension, the 550i was tauter than other 5 Series models sampled and encouraged charging into corners at higher entry speeds, yet the ride quality remained unimpeachable.

The 520d driven next was by far the rowdiest in this company but the entry-level diesel is a refined car for its type. Mustering enough torque to meet the daily needs of most drivers, the 2.0-litre four-cylinder turbo-diesel pulled strongly through twisty bends and up steeper grades of Canberra's Black Mountain without fuss or lugging.

It wasn't just power delivery that led to the 520d's sporty feel. The car's excellent turn-in, communicative steering and strong grip in corners were all highlights. Steering remarks above aside, these are essentially qualities shared with the other 5 Series variant tested.

All the 5s we drove were extremely quiet and composed on the country roads chosen for the drive program. There was some tyre noise present at speed, but it was considerably less than that frequently encountered in other cars.

Packaging has been left largely untouched – leaving aside different interior trim combinations offered in Modern and Luxury lines. That means the seat comfort and support are as good as ever and there's plenty of rear-seat accommodation –even for adults.

The driving position is cohesive, with instruments providing readily legible information – especially in the more expensive models featuring the digital display.

While the 520d's conventional analogue instrumentation remains exemplary, it does look a little 'low rent' against the high-tech set-up, which will display in different formats according to the driving experience mode selected. It's a minor point, but one thing the German brands appear to have adopted from Jaguar Land Rover is the practice of presenting digital dials with the needle displaying behind the numbers. The 5 Series has gone for the same look in the new display system – and it looks good and works well.

The 520d's interior exemplified traditional BMW corporate style, but the cars in Modern and Luxury trim lines looked richer and less clinical. As the new trim lines are no-cost options anyway, buyers are well advised to tick the boxes.

As much as the 550i offers the sort of performance and drama any enthusiast would love, and the 520d is frugal without making many driveability concessions, it's the 528i that treads the right path for most buyers.

The turbo-four has the upmarket features the 520d and 520i lack, the price of admission is affordable in BMW and luxury segment terms, and it's a more enjoyable driving experience than the lower-grade models (although the 520d is fine if you can accept a sporty diesel passenger car).

According to BMW, the 520d is currently the volume seller in the range, but with the added kit of the mid-range model, the 528i may gain ground on the diesel.

535d and 550i models shown for illustrative purposes

Read the latest news and reviews on your mobile, iPhone or PDA at carsales' mobile site...

Don't forget to register to comment on this article.