BMW 550i Gran Turismo 2010 Review

What we liked
>> A car with SUV attributes, but few of the flaws
>> A mix of presence and (high-tech) practicality
>> BMW's usual focus on driver satisfaction

Not so much
>> Side camera option should be standard?
>> Why does it need Comfort and Normal ride settings?
>> Jury out on the styling

Overall rating: 3.5/5.0
Engine and Drivetrain: 4.0/5.0
Price, Packaging and Practicality: 3.0/5.0
Safety: 3.0/5.0
Behind the wheel: 3.5/5.0
X-factor: 4.5/5.0

About our ratings

OVERVIEW
-- Sedan with a liftback; a case of vice versatility?
BMW isn't expecting to sell the 5 Series Gran Turismo in 3 Series-type volumes. The importer's management team in Australia hints that the new car might sell as many as 140 units in its first year on sale, but the new model from Bavaria just might strike a chord with those who like their practicality to come with some presence. Assuming thay have plenty of dollars to spend...

The 5 GT is an unusual blend of large, executive sedan, a liftback tailgate, and riding a bit higher than the norm for two-wheel drive luxury cars. At the risk of dating ourselves, the 5 Series Gran Turismo is sort of like a larger, updated Rover SD1 with more ground clearance.

The new model fits an unexplored niche in BMW's product range somewhere between 5 Series, 7 Series and the larger SUVs -- the X5 and X6. One risk for BMW with this strategy is that the new model might pirate sales of the 5 Series Touring, but since the cheapest variant of the GT is something like $17,000 more expensive than the wagon, does that matter?

More worrying for the prestige importer, prospective buyers of the 7 Series might decide in favour of the 5 Series Gran Turismo, since it's built on the short-wheelbase 7 Series platform and features current 7 Series styling cues, but is quite a lot more affordable and versatile.

With all the hallmarks of 'I have made it', plus outstanding accommodation in the rear and a large tailgate to lift their signboards in and out, real estate agents will love it.

PRICE AND EQUIPMENT
-- Cheaper than 7 Series, bulkier than 5
Down Under, the 5 Series Gran Turismo will be offered in a three-tier model range, consisting of the entry-level 530d diesel ($143,400), the 535i petrol six ($151,400) and the range-topping 550i ($192,900).

Louvres in the corporate-look 'kidney' grille are black and chrome for the 530d GT and 535i GT or argent and chrome for the 550i GT. The three grades are further distinguished by different alloy wheel packages, ranging from 18-inch wheels for the 530d GT, 19-inch for the 535i GT and 20-inch for the 550i GT.

All models are fitted with the following features as standard: Cruise control with braking, High-beam Assistant, front/rear Park Distance Control, rear-view camera, fog lights, trip computer, panoramic glass sunroof, electric front seat adjustment (incl. lumbar), leather-bound multi-function steering wheel, four-zone climate control, powered tailgate, iDrive with favourites buttons, six-disc DVD changer, USB-compatible audio and Bluetooth connectivity.

For the 535i, specification is upgraded from the 530d variant with the following standard features: electro-chromatic (anti-glare) external/internal mirrors with fold-in function, front-seat heating, 10.2-inch centre fascia LCD screen (7-inch only for 530d) and voice control system.

In addition to the standard features of the 535i, the 550i flagship also gains: front-seat ventilation, front Comfort seats, electrically-powered sunblinds for the rear side windows, remote control alarm, 'Professional' audio system and analogue/digital TV tuner. In keeping with BMW models generally, the 5 Series Gran Turismo can also be specified with any number of options.

All 5 Series GT models come with a comprehensive list of safety features and driver's aids, including: active front headrests, dual front airbags, side-impact airbags for front passengers, curtain airbags, Dynamic Braking Lights, stability control, traction control, ABS, Brake Assist, run-flat tyres, front seatbelt pretensioners/load limiters, cruise control with braking function, High-Beam Assistant, Head-Up Display, front/rear Park Distance Control, reversing camera, adaptive xenon headlights and rain-sensing wipers.

You can read more about the 5 Series Gran Turismo's safety features in our international launch review.

MECHANICAL
-- Something old, something new, something borrowed...
BMW refers to the 5 Series GT as its 'Progressive Activity Sedan', although that's a bit of in-house jargon for use by the non-technical types at BMW. Engineers are more likely to refer to the 5 Series GT by its F07 platform code, to distinguish it from the 7 Series (F01/02) and the new 5 Series (F10).

The base model in the range, the 530d GT is fitted with the 3.0-litre turbodiesel six that also powers the 730d. Producing 180kW of power and 540Nm of torque, the diesel six will push the 5 GT up to 100km/h within 6.9 seconds. Combined-cycle fuel consumption is 6.9L/100km for the 530d GT.

Sticking with the inline six configuration, the 535i GT features a turbocharged petrol engine, which BMW asserts is the first in the world to combine turbocharging, direct injection and a variable valve timing/lift control system for intake and exhaust valves. The induction system for this car is making its local debut with this variant, but will also power the 535i on the new F10 platform, due here around mid-year.

Where the new engine differs from the twin-turbo 3.0-litre six in other BMW models (except the new F10 535i), is its reliance on a single turbocharger, but a twin-scroll type. It's due to the twin-scroll turbocharger for this engine that BMW still classifies it as a TwinPower engine, even though it has only the one turbo. Peak power and torque are 225kW and 400Nm respectively, the same output as the older engine mustered, but with torque reaching its peaks at just 1200rpm.

As a consequence of the new engine (which features variable vale timing and lift as well) and other detailed changes, the 535i GT's fuel consumption combined-cycle figure is almost medium car frugal 8.9L/100km. Acceleration time from standstill to 100km/h is 6.3 seconds.

Shared with the 750i, the twin-turbo V8 engine fitted to the 550i GT produces 300kW of power and 600Nm of torque. The 0-100km/h acceleration time is 5.5 seconds and the  combined-cycle fuel consumption figure is 11.2L/100km. As for the two six-cylinder engines, the V8 is Euro V-compliant.

All three engines drive to the rear wheels via ZF's eight-speed automatic transmission. An overdrive box in seventh and eight gears (in the petrol application, for the diesels eighth-only is overdriven), the ZF unit runs a direct drive ratio in 6th and underdrive ratios for the lower gears.

The drive wheels at the rear are suspended by an air-sprung multi-link IRS system featuring aluminium members. Up front, the suspension comprises double wishbones, steel springs and aluminium members. All variants are equipped with Servotronic (computer-controlled) hydraulic-assisted rack-and-pinion steering.

Braking performance is ensured with single-piston calipers and ventilated discs, front and rear. Rotors measure 348 x 36mm at the front and 345 x 24mm at the rear for the 530d and 535i, or 374 x 36mm at the front and 370 x 24mm at the rear for the V8-engined 550i.

Standard alloy wheels fitted are 18-inch for the 530d, 19-inch for the 535i (8.5Jx19 front, 9.5Jx19 rear) and 20-inch for the 550i (8.5Jx20 front, 10Jx20 rear). Kerb weights for the three variants are 1960kg (530d), 1940kg (535i) and 2060kg (550i).

PACKAGING
-- More volume, more shine
Built on a short-wheelbase 7 Series platform -- but 70mm shorter in overall length -- the 5 Series Gran Turismo is 160mm longer than the current (E60) 5 Series. Higher (80mm) than the '7', but 210mm lower than the X5, the 5 Series Gran Turismo equals the large SUV for headroom, according to BMW.

That Venn Diagram-style overlap in dimensions paints a picture of the 5 Series Gran Turismo as a vehicle that shoehorns SUV accommodation into a luxury sedan without compromising too much either way. With the not-quite-SUV ride height, the 5 GT provides really ideal accessibility. Its 'semi-command' driving position is a moderate solution to being able to look ahead in traffic, without feeling that you're perched in an eyrie. Lastly, the 5 GT provides genuinely useful luggage space and versatile rear-seat accommodation – and the choice of both five and four-seat configurations (unlike X6).

As if the higher ride and the liftback bodystyle aren't enough to distinguish the 5 Series GT from the conventional 5 Series range below and the flagship 7 Series-style above, the new model's common BMW styling cues are complemented by frameless windows and a 'reinterpreted' Hofmeister kink.

Subjectively, the 5 Series GT is a slightly more attractively styled car than the E60 5 Series. That carries through to the interior too, where the dashboard basically balances a panoramic wrap-around instrument layout against the need for access to HVAC, satnav, infotainment and creature comfort functions from the front-passenger's seat. In this regard it is more closely linked to the new F10 5 Series generation.

The 5 Series GT in general is quite unlike a typical BMW in that it has made a real virtue of packaging. Even BMW's PR staff concede that rear-seat legroom in the E60 5 Series has not been one of that car's great qualities. Thanks to being based on the 7 Series 'shorty', there's plenty of legroom in the 5 GT and the two-seat-only rear Comfort seat option fitted to the vehicles tested provides power controls for recline up to 40 degrees.

At its foremost point, the Comfort seats' fore/aft adjustment, leaves rear legroom approximately the same length as for the mainstream 5 Series models. In that mode, it then increases the available boot space from 440 litres to an impressive 590. By folding the seats flat (something that can be done without removing or readjusting the headrests), the 5 Series GT can accommodate 1700 litres of luggage volume all up.

If buyers opt for the standard three-person rear seating, they forgo the power adjustment of the Comfort seats and the manual seats can only be adjusted for a recline of up to 33 degrees. The seats will slide fore and aft up to 10cm.

The 5 Series Gran Turismo also comes with a clever tailgate design much like the Skoda Superb's, except that BMW claims that the design of theirs has been executed with a little more finesse -- and based on our experience with it, that's actually true.

Instead of having to press a switch twice to change mode from boot to liftback tailgate, as you do with the Skoda, you select whichever button of the two you're going to use to open up BMW's fixture as a bootlid or tailgate. It works very well.

A single short press of the tailgate button on the remote central locking key fob will only unlock the boot, not the tailgate -- and the boot must be opened manually, since it's only in its tailgate configuration that it's powered. However, holding the button down will open the tailgate, which rises under its own power. Similarly, holding the close button down will resecure the tailgate.

Owners can adjust the height to which the tailgate rises to any one of five possible settings, through the iDrive system so that it won't hit the low roof in the garage. But you can also override that if you're out in the open and need to fit a very large item in the boot. Just press the 'Max' button on the tailgate itself to raise the tailgate to its maximum height.

There's a partition like a bulkhead that can fold with the seats, and which can be folded flat in three sections (or just the two with the Comfort seats), or remain fixed in place. As for the standard seats, the partition is formed from three independently folding sections and, when fixed upright, it forms a seal between the boot and the cabin, insulating the cabin from sound, heat and smell. In this respect, the 5 Series Gran Turismo offers the amenity of a true sedan, as well as a wagon-cum-hatch.

The panoramic sunroof lends the 5 Series Gran Turismo a touch of Maybach airiness. It's dead simple to use and nice to have as standard, since it comes with a powered blind to block the sun on really hot days.

Seats in the car were very comfortable and incredibly supportive. The headrests are soft and supple. They seem to nuzzle your neck and provide an element of comfort in addition to their intended role as a safety feature to catch your head and prevent whiplash.

COMPETITORS
-- Unrivalled market positioning
If BMW has any concerns about slotting the new car into its range without taking chunks out of sales for its other products, then Audi probably shares those concerns.

Audi has the A7 waiting in the wings so the 5 Series GT, which is very similar, has got the jump on the Audi. It largely depends on whether the A7 will have a liftback tailgate, as the BMW does, or whether it will be a conventional sedan, more like the Mercedes-Benz CLS.

Whether it does or not, the BMW may be cross-shopped against the Audi -- especially when the 7-Series-platform-at-a-6.5-Series price may well pitch the BMW a long way below the Audi in dollar terms. The Mercedes CLS too, could well be a rival for the 5 Series GT.

Then there are the traditional luxury sedans (S-Class, A8 and BMW's own 7 Series), plus the luxury SUVs (Lexus LX 570, Mercedes M-Class, Audi Q7, BMW X5 and X6), against which the 5 Series GT may appear to be the lesser of two evils, although the offroaders pack a lot of gear at a considerably lower cost.

And for not all that much more money, the 5 Series GT might also offer some appeal to buyers who had been considering the 5 Series Touring or the Benz E-Class wagon.

Once again, the wagons would be a cheaper alternative to the 5 GT, but the new BMW holds some trump cards in its hand -- mostly packaging-related.

ON THE ROAD
-- Better with the benefit of hindsight
We didn't get to drive the 530d on the drive program BMW had arranged, since none of the diesel variants had been shipped into the country for this dealer demonstration fleet, shanghaied for the media launch. The 530d GT will go on sale at the same time as the two petrol models, March 27.

In terms of driveability and dynamics, the 535i GT felt a little bit peakier than the 550i. The V8 was a typically lovely-sounding BMW powerplant that would rev hard indeed. Likewise, the six-cylinder was willing to rev in excess of 6500rpm before the transmission changed up a cog. The six was different in character from the V8, insofar as it felt like it was developing substantially more power and torque high into the rev range, whereas the V8 produced equal amounts of grunt through the mid-range as well.

Both engines felt, relative to other BMWs, as though they struggled a little with the car's weight -- around two tonnes depending on the variant. But this seat of pants impression is hard to reconcile when BMW claims times under 6.5 seconds for both variants over the 0-100km/h sprint. In fact, the V8 will knock the acceleration run over in 5.5 seconds.

So they're not slouches, but perhaps the slightly lethargic feel was due in part to the electronic throttle and the transmission set up for lean running and comfort. The cars certainly felt a little more responsive once we'd changed from 'Comfort' to 'Sport'. All the same, we note that BMW sent us on the drive program down the steep, circuitous road from Arthurs Seat on Victoria’s Mornington Peninsula -- not up.

Given the 5 Series GT has to be luxury cruiser and sports sedan all in one, dynamically, the ZF eight-speed is exactly the right transmission for this car. It attracted a lot of praise from BMW for the enhanced fuel efficiency of the 5 Series Gran Turismo. In our experience, it was also as adaptive, responsive and smooth as we've come to expect from any of the transmission specialist's products.

Average fuel consumption for the 550i GT was 12.8L/100km. Driving the 535i GT around Arthurs Seat, the fuel consumption reached as high as 11.1L/100km. With more open-road cruising, less point-and-squirt, that figure could be expected to come down significantly.

On the subject of pointing the car at corners, the six-cylinder 535i GT seemed a little lighter in the nose than the 550i GT. Steering assistance appeared to be weighted lighter also, whereas the 550i GT made you feel more aware of mass at the front of the car.

Whether, in fact, the weight distribution for the 550i is significantly different or the V8 powerplant is substantially heavier remains in question, but we'll say this much, there's an extra 120kg of weight in the 550i and that can't all be electric sunblinds, front-seat ventilation and the like.

The road down from Arthurs Seat is a short but testing one and it's exactly the kind of road to highlight issues such as weight distribution and its effect on handling or steering. Both cars were very adept on the same route. They turned in very well and were lively and willing to change direction, considering the bulk and ride height. The steering is exceptional in respect of the amount of feedback it provided and it also turned through a direct ratio on some of the hairpins.

BMW offers the new model range with different comfort settings for the suspension: 'Comfort', 'Normal', 'Sport' and 'Sport+'. Most people could safely leave the car in 'Sport' mode most of the time; they'd have the stability control, which is disabled in 'Sport+' mode, but the car would still corner well enough, without significant detriment to ride comfort.

In Sport mode, the 5 Series Gran Turismo retains quite a well-controlled ride quality. Why you would ever need Normal or Comfort modes, except on the very worst that Aussie country roads can offer, who knows?

Brakes proved themselves to be very capable -- on the one occasion they were called upon to haul the two-tonne BMW down from a higher speed, when a bus pulled in front from a side road on a blind corner. ABS activated briefly, but the brakes instilled a lot of confidence, even without the performance-oriented heavy-duty brake pads that can grind and groan in light applications.

The cars are fitted with what BMW calls regenerative braking, which, as explained in the international launch review for the F10 5 Series, is not regenerative braking in the sense that Toyota knows it. What it is, is basically a means of converting mechanical power from the engine to electrical power for storage in the battery, just as an alternator would -- except it's not a conventional alternator. An alternator is always run from the engine, the generator in the BMW only operates and draws that mechanical power during braking and coasting, when it doesn't matter that it's drawing power from the engine, since the engine doesn't need that power for acceleration or maintaining a set speed.

The driving position was very good, with a generous footrest and relationship between seat, steering wheel and pedals easily adjusted for optimum comfort and situational awareness -- notwithstanding previous comments concerning the field of vision to the rear.

Although the legibility of the instruments is very clear, many of the controls take a while to learn. There are gadget switches everywhere, and scrolling through the trip computer functions, for example, is carried out by pressing a button located in the upper half of the end of the indicator stalk. The lower half houses the button that operates the Highbeam Assist -- a function we couldn't work out through trial and error in broad daylight, needless to say.

So while the instruments and controls don't take long to learn, there are a lot of them and it definitely helped having BMW's Product & Pricing Manager for the new model range, Alex Brockhoff, in the left seat explaining the different functions. New owners won’t get the same benefit. Alex is a busy man...

The cars driven came with an impressive head-up display, which tells you the speed of the car at the moment and the next satellite navigation route instruction. It's a large display and easy to read.

The cars also featured Lane Departure Warning to alert the driver when the 5 Series Gran Turismo is straying from its lane due to driver inattention. The system worked quite effectively, based on our experience with it on well-made roads, properly line-marked. How it would cope out in the boondocks is another question, although this type of system appears to be improving with each new iteration we try.

Out of the rear the view was a little limited, due to the shape of the window and the roofline. Both cars were fitted with a rear-view camera, so it's less of a safety issue, but there's just a stronger prospect of a motorcycle being hidden in the blindspot -- and side view cameras are optional in these cars, not standard.

But that point aside, we came away impressed from our day with the 5 Series Gran Turismo.

We've heard some comments about the cars' styling, but to each their own on that score. While you may feel tempted to suggest the new model is an answer to a question nobody asked, we would disagree. The 5 Series Gran Turismo offers 7 Series accommodation, versatile packaging, bespoke BMW cachet, outstanding safety, dynamic qualities, visual presence and relative ease of operation. How much more could anyone possibly want?

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