BMW 5 Series 2017 Review

Lighter, with improved performance
Arriving mere months after the W213 Mercedes-Benz E-Class, the new G30 generation of BMW 5 Series introduces upgraded petrol engines in a lighter, but larger body to keep the Benz honest. Prices have risen, but BMW Australia is at pains to point out the added value across the range.

For the media drive program, motoring.com.au sampled three of the four variants on offer: the 520d, 530i and 540i. There's a turbo-diesel six-cylinder variant also available, the 530d.

The flagship 540i, powered by a six-cylinder engine with 250kW and 450Nm at its disposal, was a rocket – no two ways about it. But the powerplant was also an extremely quiet unit, only making its presence felt once it was working higher in the rev range, with the throttle wide open. Over an extended run from Adelaide out through the hills, the 540i was consuming fuel at the rate of 10.4L/100km, according to the trip computer.

Also no slouch in the performance department, the 530i was a little more obvious when the four-cylinder engine was working harder, and it felt peakier than the six-cylinder model. In isolation though, the turbocharged four-cylinder provides plenty of mid-range torque. It's only when compared with the six that it feels like a screamer.

Whisper-quiet cabins
All three cars were exceptionally refined on a number of scores. None of the three tested laboured conspicuously, even down to engine revs just a bit above 1000rpm. At open-road speeds there was an almost complete absence of wind noise and just some muted humming from the tyres disturbed the serenity.

To give a further example of the advanced noise and harshness countermeasures in the latest 5 Series, the idle-stop system was finely calibrated to work in conjunction with the transmission and braking system so that the 530i would pull up softly at an intersection and cut the engine smoothly. When the engine restarted automatically, it was almost ridiculously imperceptible.

Fuel consumption for this model was 10.2L/100km, which reflected the same driving environment and some even harder flogging, driven harder in undulating country with more than a fair share of tight bends for a good part of the drive. And the 530i enjoyed fewer moments of cruising on the latter part of the journey.

For a diesel the four-cylinder engine in the 520d was remarkably free of vibration and noise, yet it was still responsive. There was a pardonable level of turbo lag present from a standing start, but mostly the 520d was ready to go whenever the driver demanded. For the return journey to Adelaide Airport, the diesel posted a fuel consumption figure of 7.2L/100km.

The standard transmission for all four drivetrain variants is an eight-speed automatic supplied by ZF. As we've found in the past, the automatic is very smooth and responsive, delivering the right gear for any occasion – particularly using the shift paddles and sequential (manual) shifting.

In terms of roadholding and handling, the 5 Series was very driveable for such a large car. In Sports mode the 5 Series delivered tactile steering, although on one occasion I was fighting the car in corners when I forgot to turn off the Lane Control Assistant before flinging the car around. It's a mistake I made just the once.

The Lane Control Assistant was confounded by South Australia's country roads. It threw in the towel when called on to steer into a corner posted with a 90km/h advisory speed limit.

Cushy, but not just a boulevard cruiser
Ride comfort was impressive, even in Sports mode. It was very composed and yet the 5 Series body control was equally good, with nary a sign of floatiness over 'jump-ups' on the road. The 520d rode a little softer than the petrol models tested. The 19-inch tyres contributed to that, and they were quieter over bumps than the 20-inch tyres of the 530i and 540i.

The seats were comfortable and well shaped, but arguably firmer in the cushion than we're used to in a large, luxury sedan at this price point. In the 520d the front-passenger's seat was narrower in the base than its counterpart in the two petrol models tested. Side bolstering for the squab could be adjusted, as could lumbar support, but there was nothing that could alleviate the squeeziness of the seat base.

The driving position was very commanding, and the head-up display was exceptionally informative. I did find the steering wheel rim to be almost too thick for my liking. Others may feel different.

The infotainment display adopts the 'swiping' tiles first seen in the 7 Series for the different drill-down menus. It's easy to use either by touch or with the iDrive controller. BMW provides three other modes of operation too – gesture, touch pad and voice control. Overall, the interior style was attractive and properly integrated, with the stitching in the dash top matching up neatly with stitching for the door cappings, as a 'for instance'.

Solid and spacious
Quite a roomy car in the rear, the 5 Series delivered knee-room that was appropriate for adults; ditto for headroom, even with a sunroof fitted. There were climate control vents back there too, and the 540i came with additional entertainment systems (a tablet on the back of each front seat and provision for headphones).

For all the weight that's been pulled out of the doors – BMW claims each weighs just 6kg – they still close solidly but with little need for any sort of slam.

At 530 litres the boot of the 5 Series is larger than that of the E-Class by 10 litres, and like the Mercedes it gets there by doing away with a spare tyre under the floor (it runs run-flat tyres). The BMW's boot floor is not perfectly flat, detracting from its practicality. Flush-styled flip-out levers lower the rear seats for added carrying capacity, however. These were much nicer than the cable releases we've seen in recent Jaguar models. And the seats in the BMW fold down almost flat.

It has been a long time since last I drove the F10 generation of 5 Series, but clearly the new model is a substantial step forward after seven years. How it compares with the new E-Class is the question that's sure to be on everyone's lips, however.

The Mercedes has outsold the BMW by a significant margin for the past five years. Is 2017 the year that BMW will take the battle back to Benz? We'll be watching avidly for the outcome.

2017 BMW 520d Luxury pricing and specifications:
Price: $110,673 (as tested, plus on-road costs)
Engine: 2.0-litre four-cylinder turbo-diesel
Output: 140kW/400Nm
Transmission: Eight-speed automatic
Fuel: 4.3L/100km (ADR Combined)
CO2: 114g/km (ADR Combined)
Safety Rating: TBA

2017 BMW 530i Luxury pricing and specifications:
Price: $120,173 (as tested, plus on-road costs)
Engine: 2.0-litre four-cylinder turbo-petrol
Output: 185kW/350Nm
Transmission: Eight-speed automatic
Fuel: 5.8L/100km (ADR Combined)
CO2: 132g/km (ADR Combined)
Safety Rating: TBA

2017 BMW 540i M Sport pricing and specifications:
Price: $167,473 (as tested, plus on-road costs)
Engine: 3.0-litre six-cylinder turbo-petrol
Output: 250kW/450Nm
Transmission: Eight-speed automatic
Fuel: 6.7L/100km (ADR Combined)
CO2: 154g/km (ADR Combined)
Safety Rating: TBA

Related reading:
>> BMW 5 Series 2017 Review
>> BMW 5 Series Video Review
>> New BMW 5 Series entry price to rise by $9000-plus