BMW 535i 2010 Review - International

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The E60 was a champion for BMW's concept of flame surfacing. It was also, at least at first, a very austere and quite confronting car, inside and out. There's little doubt the car cost BMW customers. In many markets those dissenters moved camps to Benz and Audi.

In its all-new F10 generation, however, the latest 5 Series returns to more formal and softer lines and a cabin reminiscent of the E39 range that was to so many the very best executive saloon in the world. Indeed, though you'll see plenty of the company's new design language (pioneered in the Concept CS showcar) in the lines of the new 5, it is in many ways a more 'classically BMW' sedan.

That doesn't for a moment mean it's not thoroughly modern, however... In sharing its roots with the new generation 7 Series, the car not only benefits from the very latest mechanical upgrades and updates, but also pulls down features from the 'premium' class into the [slightly] more populous executive segment. In its fully-specified form, the new 5 wants for little.

And yet the chassis boffins have managed to combine the grace and refinement of the larger car with on-road agility that's more 3 Series-like than ever before. And this in a car that's still to get the M makeover and performance boost that sport suspension and ultimately an M5 model will deliver.

Kicking off the local launch range is the naturally-aspirated 3.0-litre inline six-cylinder 528i priced from $99,900. Next up is the single twin-scroll turbo-equipped $128,900 535i, with the top of the range, the twin-turbo V8 550i, priced from $178,900.

Pricing has not been announced for the 520d, however with rest of the new 5 Series range priced to match their Mercedes-Benz competitors (almost dollar for dollar), we'd suggest the four-cylinder oiler will be within cooeee of the $80,900 E 220 CDI.

At this stage, the muscular new six-cylinder 530d turbodiesel has not been earmarked for local consumption. A shame, we think -- it's a cracker.

All variants, including the turbodiesel four, are equipped with BMW's latest ZF-sourced eight-speed automatic gearbox. And in keeping with the Bavarian brand's moves over the last 12 months or so, local specification levels are up right across the 5 Series range.

As you'd expect from a car in this segment, full power operation of windows, door locks, etc, is standard, as are a full suite of safety features, antilock brakes, stability and traction control systems, as well as climate control, leather and real timber and alloy cabin trimmings. As part of the F10 upgrade, however, now the satnav, Bluetooth and other features that were included in the optional Professional Pack offered with the last generation 525i and 530i are included as standard across the range.

The 528i's 3.0-litre 190kW/310Nm six is 30kW and 60Nm up on the outgoing 2.5-litre 525i, yet its combined fuel economy has been trimmed from 9.4L/100km to 8.0L, says BMW Australia. Additional standard equipment (over the E60 525i) includes: head-up display (now standard on all 5 Series sedans), Bi-Xenon headlamps, park sensors front and rear, through-loading and 18-inch alloys.

With the new specification taken into account, BMW claims the new 528i has price parity with the outgoing 525i.

The new 535i matches the output of BMW's previous twin-turbo six at a considerable fuel saving. The new 225kW/400Nm powerplant is just 0.4L/100km thirstier (8.4L/100k) than its 528i stablemate, and is 0.9L/100km more frugal than the 200kW atmo 530i model it essentially replaces.

The 535i builds on the 528i's spec with a Sports version of the standard eight-speed auto transmission (including beautiful alloy steering wheel paddles -- an $800 upgrade on the 528i), keyless access and start, rear camera, upgraded climate control, adaptive headlamps and more.

Top of the range, the new 550i packs 300kW and 600Nm, 30kW/110Nm up on the last atmo 550i. It accelerates to 100km/h in just 5.0sec and is also more economical than the car it replaces at 10.4L/100km (was 10.8L/100km).

New 550i owners benefit from four-zone aircon, upgraded heated and ventilated front Comfort seats, DVD changer and other goodies over and above those already noted on the 535i.

Specification levels for the 520d are still to be confirmed. BMW says its new 135kW/380Nm 2.0-litre turbodiesel engine returns a combined fuel economy rating of 5.2L/100km.

The F10 5 Series is built on the same basic platform ('backbone' in BMW-speak) as the marque's latest 7 Series flagship. This sees a whole raft of high-spec options added to the new 5 pricelist. Notable add-ons include sport suspension ($900), parking assistance (which detects a parking spot and autonomously steers the car into the space, $1600), radar cruise control ($4700) and Adaptive Drive ($7000 -- available on 535i and 550i only).

The latest cars offer optional features such as lane and blind spot assistance as well as night vision, auto high beam functionality and, in Europe at least, speed limit sensing. Other features now available on a 5 Series for the first time include Surround View, which uses cameras to synthesize a 'God's eye' view of the vehicle in its surroundings. You can now order soft close doors and other high-end systems once the domain of the 7 Series alone.

A significant mechanical update, the F10 5 Series' much vaunted new four-wheel steering system (see MECHANICAL below) is, however, an option on all Aussie 5 Series. It's priced at $3600.

Key architectural features are shared including the double-wishbone front suspension design and the latest rear-wheel steering capable Integral-V rear axle structure. Shared componentry includes 'invisible' items such as the central chassis tunnel and other internal body pressings and the more obvious parts, such as steering wheel, gear shifter, pedals and pedal box.

A mix of both high-strength steel and aluminium construction, the new 5 features alloy front structure, doors and door skins, bonnet and front wings. Its body-in-white is not only 55 per cent stiffer than the car it replaces, but is also around 50kg lighter. Kerb weights are relatively unchanged, however, as a result of added equipment.

The engines under the 5's alloy bonnet represent the latest generation of BMW powerplants. There are no surprises -- we've seen all of the engines in other BMW models, most recently the 5 GT which is also 7 Series based.

The atmo 3.0-litre six in the 528i gets BMW's high pressure injection -- technology that's new Down Under. Meantime, the twin-turbo 4.4-litre powerplant in the 550i has already won fans in its X5, X6 and 7 Series installations.

It's the TwinPower twin-scroll turbocharged 3.0-litre direct-injected powerplant in the 335i that takes the limelight, however. This is a super efficient, super energetic powerplant that represents BMW's state of the art in terms of forced induction. Both frugal and powerful it incorporates nearly every trick in BMW's multi-chaptered book. Indeed, for the first time, 535i's turbo six combines BMW's new twin-scroll turbo technology with high pressure direct injection and fully variable Valvetronic variable valve timing.

The result is indeed, a masterpiece. Almost entirely lag-free and eager (thanks also to the beautifully matched new eight-speed autobox), the powerplant lights its fires at around 1500rpm and is seriously into its stride by 2000rpm. From here, power builds to around the 5700rpm mark, where power seems to soften a touch. It's still eager to spin to 7000rpm and beyond, but not with quite the same urgency as in its middling revs.

Good news too is the traditional (and thrilling) BMW six-cylinder induction noise is back. The new engine is a much more tuneful powerplant than the 'whooshy' twin turbo inline six it replaces.

With no 520d available in Portugal, our exposure to diesel 5s was limited to the wonderfully muscular and very undiesel-like 530d. This must rank as close to, if not the, best automotive diesel powerplant on sale today. Muscular from low revs, yet happy to rev to beyond its 5000rpm redline, it has an almost V8-like soundtrack and pumps out its torque in huge dollops.

The eight-speed gearbox to which the powerplants are matched deserves praise too. More compact, less complex and lighter than the six-speed gearbox it replaces, the gearbox is somewhat of a technical tour de force.

Unlike other eight-speeders in the marketplace, the gearsets chosen offer real world ratios without theoretical top speeds that are more relevant to aircraft than exec saloons. When matched to petrol engines, both seventh and eighth gears are overdriven, but the diesel gearsets see just eighth in 'moonshot' mode. This means that all powerplants can readily select top gear for optimum economy and still provide normal accelerative response.

Kick down hard from 70km/h though and the auto box will drop you from eighth to second in a flash -- bypassing all the cogs in between. Response times are state of the art.

Under hard acceleration the changes are noticeable, but anything other than harsh. It's like BMW has tuned the gearbox to make sure you are aware that the changes are taking place.

The new gearbox is the only autobox to our knowledge that can also skip gears on the way up through the box. BMW techs explained this function is not used often -- only as required if the Dynamic Drive system senses the car should be in a more appropriate gear, say, in a corner.

Efficient Dynamics gets top billing across many aspects of the new 5's mechanical package. The new model features the misnamed Brake Energy Regeneration (there's now also energy "recuperation display" under the tacho), electric power steering plus on-demand coolant and fuel pumps. In addition, all versions of the new BMW 5 Series Sedan with the exception of the 550i feature active cooling air flaps that tailor the cars' need for cooling air. In conditions when cooling air is not needed, flaps close to improve the aerodynamic qualities of the car

Arguably the most publicised mechanical change to the F10 5 series is the adoption of rear-wheel steering. This system is aimed at delivering 3 Series-like agility at all speeds, in addition to better stability at high speeds.

The rear wheels can steer to an angle of around 2.5 degrees. At low speeds (up to 60km/h) this lock is "inversely phased" (is steered opposite to the front wheels) to give the 5 Series better low-speed agility and reduce the turning circle by a claimed 0.5m.

At high speed the wheels steer the same way as the front wheels. This endows the chassis with an added degree of stability.

In addition to these measures BMW gifts the five Dynamic Drive Control -- the ability to tune the steering, throttle, gearshift and stability control settings across a range of Normal, Sport and Sport +. Debuted on the 7 Series, in Australia this is standard on all 5s while the 535i and 550i also get Dynamic Damper Control that further delivers the option to tune the shock absorbers across the above ranges plus Comfort.

One more chassis add-on is also offered -- Adaptive Drive. This combines damper control with an anti-roll system that uses actively manipulated anti-roll bars to flatten the 5 Series in corners. It's optional on all fives and effective -- but expensive

As noted in our OVERVIEW above, in styling terms the new 5 seems to owe more to the E39 generation than its direct predecessor, although exterior design chief Jacek Frohlich says this is not the case.

Frohlich says he set out to create a masculine, modern and sporty design that retained its elegance rather than reprise the E39. He says the F10 is: "a car that is not controversial [for controversy's sake] but [one that is] everybody's darling."

It's no doubt a handsome beast with its rearward-oriented glasshouse and longer, more aggressive bonnet. Indeed, it looks much better in the flesh than in two dimensions; you can see a touch of 3 Series, a touch of 6 Series but a whole dollop of Concept CS. From dead ahead especially, the new 5 is all 'sharky' aggression and looks the better for it.

Even without a sport kit or M accoutrements it looks very BMW, very serious and absolutely ready for business.

Inside there's a noticeable increase in rear legroom (BMW says 13mm but it looks like more), and despite the strong tumblehome taper of the glasshouse (in cross-section the new car looks more like the E39 than the E60 it replaces) there's more than ample head and shoulder room. Frohlich says the glasshouse taper is not as pronounced as it seems, but rather is an optical trick care of the strong shoulder and swage lines of the new design.

Boot capacity is now 520 litres and all Aussie 5s feature a load-through facility and 40:60 splitfold. A ski-bag option is offered.

The latest cabin continues the 'softer', more welcoming ambience that started with the E60's midlife facelift. It's not the elbow-bruising, hard-edged interior of the first examples of the last generation.

Extensive satin chrome trim highlights are classy and there's more leather and less grained plastic than previous. The driver focused cockpit is a return to form for BMW, though doesn't completely cut the co-driver out of the action. Seamless 'Black Panel' digital displays form part of the HVAC presentation and takes this type of graphic/representation to a new level in the executive class.

The latest generation of iDrive is featured with its phalanx of one-touch functions. In addition there is a bank of 'Favourites' buttons adjacent to the manual audio controls. In our view it's still a cabin short of oddment storage.

Worthy of note is the size and clarity of the main display screen. Around 200mm wide, its sharp, strong colours and split screen functionality make the display the best in the business.

For us, the only other hiccup in the cabin was perhaps the heavy handedness of the instrument binnacle 'eyebrow' -- but now we're nitpicking.

The car's new crash structure includes significant upgrades to side impact protection and an active front bonnet to improve pedestrian safety. A full complement of multi-stage airbags is fitted standard, as are active head restraints and all the normal reactive and proactive safety features expected in this premium class of vehicle.

Driver aids play a significant part in the BMW's active safety strategy. Features like Head-up display delivers a host of driver assistance system data to the driver's eye line and optional Surround View and Side View (as per the 7 Series) cameras join the 'normal' rear view camera to help in close quarters.

The latest BMW Active Cruise Control features stop and go, speed limiter, an independent brake function and autonomous collision avoidance braking. Though the latter will not bring the car to a complete standstill, it is intended to slow the car and at least decrease the severity of a collision. Optical and acoustic signals warn the driver of the need to apply the brakes. The collision warning system functions whether cruise control is in use or not.

Lane Departure Warning is offered and Adaptive Headlamps are standard on the 535i and 550i. 'Active' brake lights flash when the vehicle is stopped aggressively, thus warning following drivers and (hopefully) reduce the chance of rear-end collisions.

High beam assistance and Night Vision are among other optional safety related equipment.

It's the Mercedes that dukes it out hardest with the 5 Series Down Under. As much as Audi has grown its market share, in this segment its sales are a distant third. Jaguar's volumes in this segment (via the XF) are even smaller

BMW has priced its main 5 Series models identically to the E-Class -- at least in the case of the 535i (and E 350) and 550i (and E500). It says the 528i does not have a direct competitor in the Benz line-up currently (no doubt the three-pointed star team will argue the toss) but lists both the E 350 and four-cylinder turbocharger E 250 CGI in its segment-by-segment comparison.

We expect the 5 v E battle will fill plenty of comparison pages within the enthusiast magazines over the next few months. It will take a considered eye to be able to wade through the myriad spec and mechanical combinations that could variously tip the scales in the favour of BMW or Benz. In the end the differences will likely be more personal preference than any real shortfall in either car.

BMW points out, however, that in each of its engine classes, petrol and diesel, its new 5 is more frugal yet faster than its class competitors. So it should be -- it is, after all, the very latest offer in the segment.

We even got the chance to try out the 5 on the challenging layout of Autodromo Estoril.

Roomy, comfortable and with good sight lines all around, it's easy to feel at home quickly in the new 5. The high-spec versions we drove had multi-adjustable electric seats. After nearly six hours and 350km in (and out of) the car on day one of the launch, we can vouch for the amenity and comfort of the car.

Both the diesel and petrol are quiet. The former has an almost V8 burble to it for much of the rev range, the TwinPower petrol engine (as noted above) sounds like BMW's classic atmo sixes when provoked. Noise levels (mechanical and wind, etc) are hushed and limo-like at all speeds.

On the open road with the cruise control dialed in and the chassis settings set to comfort or normal, progress is rapid, quiet and cosseting. The occasional sharp-edge bump intrudes and we'd suggest therefore that the ride is not as buttery smooth as the latest E-Class.

It's as though there's still a touch of sharpness to the suspension's response that catches the rest of the car by surprise. At least there is a worthwhile difference to the Dynamic Damping Control's settings -- Comfort, Normal, Sport.

The reward is a car that's much more wieldy than the Benz. BMW's claim of wanting to replicate the agility of the 3 Series in the larger car has some merit.

Steering weighting is heavier than the E-Class and a substantial step up from the too-light tiller of the A6. It's satisfyingly positive on-centre and has immediate bite and then settles to a more linear rate as you wind on lock. There's a lively level of feedback -- as we should expect from a BMW, though never any harsh or uncontrolled feedback.

It's hard to really pick the influence of the (optional) rear-wheel steering without driving 'standard' cars back to back. That is unless the prodigious level of grip is the way the system manifests itself. On first damp and then streaming wet roads the 535i delivered very substantial levels of traction, in part no doubt thanks to the excellent Dunlop Sportmax GT rubber. However, though the power the 535i delivered rarely seemed to overpower the chassis, the extra dollops of diesel torque made the 530d a little more likely to break traction in the damp conditions (same 18-inch wheel and rubber, by the way). When it did, as least it was momentary and at relatively high levels of cornering load.

With the optional Active Drive anti-roll system fitted to both cars we drove cornering attitude was very flat but you could at times feel the outside front rubber working hard. For a big car the 5 is remarkably accomplished.

The eight-speed is refined and smooth but still lets you know its swapping cogs -- as a 'real' driver would prefer. There's often three or four gears you can choose for any given speed -- a trait exaggerated by the flexibility of the latest turbo sixes. That said, the gearbox does kill the engines with stupidly tall gearing.

From seventh to eighth is a reasonable step, dropping engine revs from around 2100 to closer to 1800rpm at 110km/h. The gearbox will kickdown up to five gears when you floor it from extra-urban speeds without even a thump or bump -- in this respect its performance is unique.

Just one criticism -- we'd prefer the auto didn't take things into its own hands in manual (or at least the Sports modes) as you bump the 7-something redline.

Possessed of a refined yet lively chassis and engines that blend both performance and economy (we averaged better than 11.5L/km in the 535i over 300km of enthusiastic driving), there's much to recommend about the new 5 Series. That these excellent mechanicals are wrapped in a handsome and very comfortable body is almost icing on the cake for BMW stalwarts who have stuck with the brand through some questionable styling decisions.

We've no doubt those same stalwarts will love the new 5. Nor do we doubt the car will encourage buyers back to the badge as well as take the fight up to Benz and Audi.

In the first flush of enthusiasm for the new 5, we'd provisionally suggest that it does knock off the E-Class as best in class. Final judgment will have to rest with a back to back comparison of similarly equipped and priced cars on local roads. Sounds like fun at the very least...

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