Audi S5 vs BMW 520i

What's the difference?

The S4 and S5 range continues to represent a great formula for performance you can live with every day. They're arguably the sweetest balance Audi produces, actually. All come fantastically equipped, with cabins that feel truly special, and we’re lucky they can be had in a choice of five bodystyles.  

Sleek and attractive in the city,  engaging on a country back road and with plenty of clever technology, the 5 Series sedan ticks all the right boxes as an executive express. If you can stomach the price hike, the six-cylinder 540i is our pick of the bunch.

The S4 sedan and Avant have scored the bulk of design updates, with all new and recontoured side panels including the sedan’s C-pillar matching what was applied to the A4 earlier this year. 

This is paired with new front and rear facias and lighting for a subtle but extensive rework of the fifth-generation S4’s conservative look. 

The S5 Sportback, Coupe and Cabriolet get S5-specific new lighting and facias, but no sheetmetal changes. As before, the Coupe and Cabriolet ride on a 60mm shorter wheelbase than the Sportback, sedan and Avant.

The S5s also get Matrix LED headlights as standard which do a neat animated sequence when you unlock the car. 

Other visual hallmarks include new S4-specific 19-inch wheels, with S5 stepping up to its own unique 20-inch wheel. The six-piston front brake calipers are appropriately painted red, and there’s S-specific adaptive dampers under there too. All variants aside from the Cabriolet get a lip spoiler on the rear.

On the inside, there’s a new centre console and bigger 10.1-inch multimedia screen, while the Audi Virtual Cockpit driver instrument display now offers a hockey stick-style rev counter in additional to traditional dial layouts.

Hardly a revolution, the 5 Series has instead undergone a few nips and tucks. But if it ain't broke and all that. It might not be the most head-turning offering, but the 5 Series sedan remains sleek, powerful and understated, and it is undeniably handsome on the road.

Its 8mm wider, 28mm longer and 2mm taller than the car it replaces, but it's also around 95kg lighter, thanks to its aluminium doors and boot and a clever magnesium frame for the instrument panel that saved another two kilograms. There's some other clever design elements, too. The kidney grille has active air flaps that open when extra cooling is required, closing when it isn't, reducing drag and helping accleration.

Inside, the 5 Series offers a beautifully crafted yet joyously understated cabin, with quality materials joining modern technology in a seamless way.

The biggest practicality change among the five S4 and S5 variants is their upgrade to the latest version of Audi’s MMI multimedia system, which steps up to a 10.1-inch touchscreen and drops the scroll wheel from the centre console.

It also boasts ten times the computing power of the version it replaces and uses this and an on-board sim card to access Google Earth maps for navigation and Audi Connect Plus that offers driver information such as fuel prices and parking information as well as point of interest search and weather information, plus the ability to make emergency calls and seek roadside assistance.

There’s also a wireless phone charger, but using Apple CarPlay will still require a cord as per Android Auto.

I only drove the S4 Avant and S5 Sportback at their media launch, which are clearly the most practical of the five, but from our experience with the previous versions, each looks after its occupants well in terms of space and storage. Back seat accommodation is clearly not a priority in the Coupe and Cabriolet, but there’s three other variants if that’s what you’re looking for. 

The Cabriolet can open its automatic folding soft top within 15 seconds, at speeds of up to 50 km/h.

This is a full-size sedan, and every seat feels spacious and airy. The sloping, slightly coupe-style roofline does cut into headroom in the back, but human-sized people will have little trouble, even sitting behind a tall driver.

Each trim offers two cupholders in the front, with another two housed in a pull-down divider that seperates the rear seat. And there's two ISOFIX attachment points, one in each window seat in the back. 

The 5 Series' boot opens to rival a surprisingly sizeable storage space, offering 530 litres with the 40:20:40 rear seats in place.

BMW's venerable 5 Series is now 45 years old, and this all-new model arrives in four distinct flavours, with a fifth - an incoming M5 performance sedan - still some way off.

For now, though, the range kicks off with the 520d, before stepping up what BMW hopes to be the big seller of the range, the 530i (replacing the outgoing 528i). Next up is biggest diesel, the 530d (replacing the the 535d), before the current range tops out with the petrol-powered 540i (replacing the old 535i).

Be warned though, there's been some pretty serious price increases right across the line up, ranging from $9,145 to a whopping $19,245. In fact, only the 530d has seen its price come down, now $3,755 cheaper than the outgoing 535d. BMW justifies the hikes by pointing to an increase in standard inclusions across the range.

It might not be the most head-turning offering, but the 5 Series sedan remains sleek, powerful and understated.

The 520d kicks off from $93,900, and arrives predictably well equipped for your money. Expect 18-inch alloys, leather trim, dual-zone climate control and a 12-speaker stereo. You'll also get a technology overhaul, with a bigger and upgraded Head Up display (it can now read street signs and beam that info onto the screen), a 10.25-inch touchscreen and a wireless (insert link to chi charger story) charging pad.

Step up to the 530i ($108,900) or 530d ($119,900) and you'll add 19-inch alloys, adaptive dampers with dynamic mode (that reads both driver input and navigation data and tweak suspension, gear and steering settings automatically) a 16-speaker Harman Kardon stereo and a crystal-clear 12.3 high-resolution digital display in the driver's binnacle. You'll also find heated front seats, a powered boot and sports seats in the front.

Finally, spring for the 540i ($136,900) and you'll get 20-inch alloys, a sunroof and electric blinds for the rear windows. You'll also find better Nappa leather on the seats, which now also offer a cooling function. Under the skin, you'll get an active anti-roll bar at each axle designed to keep the car from rolling side-to-side on the twisty stuff.

One quirk, however, is the fact that BMW's very cool wireless Apple CarPlay is a cost option on every trim level, and one that will set you back $479.

Audi has taken an ‘if it ain’t broke’ approach with the mechanicals, with all S4 and S5 models unchanged with this update. So the centrepiece continues to be the single-turbocharged 3.0-litre V6 that produces 260kW and 500Nm, with the latter available from a broad 1370-4500rpm.

The rest of the drivetrain is also unchanged, with the venerable but excellent ZF eight-speed torque converter auto paired with the Quattro all-wheel drive system that can send up to 85 per cent of drive to the rear wheels. 

The hunt for efficiency sees all but the most expensive 5 Series models equipped with four-cylinder engines, including the entry-level 520d, which is fitted with a 2.0-litre diesel unit that will produce 140kW at 4,000rpm and 400Nm from 1,750rpm. That's enough to push the cheapest 5 Series to 100km/h in a not particularly inspiring 7.5 seconds, topping out at 235km/h.

The cheapest petrol, the 530i, arrives with a turbocharged 2.0-litre engine good for 185kW at 5,200rpm and 350Nm from 1,450rpm. That will see you clip 100km/h in 6.2 seconds and push on to a limited top speed of 250km/h.

The turbocharged six-cylinder feels right at home in a car this size, with acceleration effortless and freeway overtaking manoeuvres an absolute breeze.

The 530d introduces the first six-cylinder engine, a 3.0-litre unit that will produce 195kW at 4,000rpm and an impressive 620Nm from 2,000rpm. That's enough to knock off the sprint in in 5.7 seconds and offers a top speed limited to 250km/h.

Finally, the top-spec petrol, the 540i, will produce 250kW at 5,500rpm and 450Nm from 1,380rpm from its 3.0-litre turbocharged straight-six engine. Those are healthy numbers, and enough to welcome 100km/h in a sprightly 5.1 seconds before topping out a limited 250km/h.

Every model is paired with an eight-speed torque converter automatic transmission.

Official combined fuel figures range from 8.6L1/00km for the S4 sedan to 8.8L/100km for the Avant, Coupe and Sportback, while the heavier Cabriolet steps up to 9.1L/100km. 

All are pretty good considering their performance potential and the size of these cars, plus the fact that they only require 95 RON Premium Unleaded fuel.

All have a 58-litre fuel tank, which should enable a range of at least 637km between fills based on the Cabriolet’s figure.

BMW quotes a combined 4.3 litres per hundred kilometres from the 520d, which will also spit out 114g per kilometre of C02. The 530d lifts that number to 4.7 litres per hundred kilometres (which seems a small price to pay for all that extra torque), with C02 pegged at 124g per kilometre. Both diesels get a slightly smaller tank, at 66 litres.

The 530i will sip a claimed/combined 5.8 litres per hundred kilometres, with C02 emissions a claimed 132g per kilometre, while the big 540i requires 6.7 litres per hundred kilometres, with C02 pegged at 154g per kilometre. Both petrol models get a 68-litre tank and require 95RON fuel.

The S4 and S5 range were already an excellent balance between everyday comfort and a genuine sporting edge, and nothing has changed with this update.

I spent time behind the wheel of the S4 Avant and S5 Sportback at their media launch, and both managed to deliver the proper Audi luxury experience over some pretty rough rural roads, while always feeling a bit more sporting than a regular A4 or A5. That’s with the Drive Select left in the default mode, but you can shift that sporting personality up a few notches (while scaling back the comfort), by selecting Dynamic mode. 

My preferred means of adjusting their personality is by simply tugging the transmission selector back to activate S mode, which livens up the engine and transmission without stiffening up the suspension. 

Across the five S4 and S5 bodystyles, there is some variance in performance potential, with the S4 sedan and S5 Coupe topping the performance chart with 0-100km/h boasts of 4.7s, with the S5 Sportback trailing them by 0.1s, the S4 Avant by a further 0.1s and the Cabriolet managing a still-fast 5.1s claim.

Another area I consider the S4 and S5s to get just right is their exhaust note. It is adaptive, but there’s nothing synthetic about it, and the generally muted and distinctly V6 burble is always there to remind you that you’re aboard a proper performance model, but not in such a way that it will annoy you, or your neighbours. Polite performance, if you will.

BMW's pre-drive briefing was so technology focused we half expected the black turtle neck and dad jean-wearing ghost of Steve Jobs to emerge from behind a curtain clutching an iPad. Only a minuscule portion was dedicated to the cars' drivetrains, with BMW instead hammering home autonomy functions, technology upgrades and the fact that its car was a preview to "the future".

But once we'd slipped behind the wheel of the all-new 5 Series, it all started to make more sense. Having briefly sampled three models (the 530i, 530d and 540i), we can safely report there's nothing particularly revolutionary about their on-road behaviour. That's not necessarily a bad thing - they do everything you could ask of a car in this bracket. They're mostly smooth and always quiet, the new chassis has done nothing to dampen engagement when you start to ask a little more of it, and it's generally a luxurious experience. But then so was the old car.

But what's new is the technology poured into the 5 Series. Every car gets what BMW is calling its personal co-pilot, for example, which is a set of tricky systems (there's six cameras, five radar sensors and 12 ultrasonic sensors scattered around the car) that work with the active cruise control and allow the car to be driven completely autonomous for 30-second intervals. Now, it's not quite as advanced as some of its competitor's systems - it can't change lanes for example - but if you're out on a country road or on a highway, it will stay within its lane, turn around corners and keep up with the traffic, even if they stop in front of you.

This is a full-size sedan, and every seat feels spacious and airy.

While the cheapest diesel model has historically been the best seller, BMW is hoping the new 530i will prove the most popular this time around. And while you couldn't describe it as fast, the power from its four-cylinder engine is ample for all that will likely be asked of it, and it feels sorted and composed on  more challenging roads. It's a smooth and comfortable ride, too, even with the optional 20-inch alloys fitted, though that's undoubtedly thanks to the adaptive dampers and ever-changing dynamic ride function, both of which are fitted as standard. In fact, we're yet to drive a car without those options fitted, so we're forced to reserve judgement on the as-standard ride quality of the cheaper models.

Be warned though, none in the 5 Series range offer the disconnected and perfectly smooth conveyance you might find in some true luxury offerings, and you'll still know when you're diving into deep pockmarks in the road. But the trade off is a an engaging ride and steering set up that always feels planted, with enough feedback to ensure you feel connected to what's happening beneath the tyres. And that's a trade we're more than willing to make.

Step up to the 540i and things take a much sportier turn. The turbocharged six-cylinder feels right at home in a car this size, with acceleration effortless and freeway overtaking manoeuvres an absolute breeze. And while we didn't find roads quite brutal enough to really test the active anti-roll bars housed at each axle, there's a wonderful and stable flatness to the way the biggest petrol handles corners.

It's not cheap, but thanks to the bigger engine and sorted dynamics, the 540i feels most like a 5 Series probably should.

Expect plenty of clever safety gear, with every 5 Series sedan arriving with six airbags (dual front and full-length side airbags, along with head protection bags for front passengers). You'll also find a surround-view reversing camera and parking sensors.

But the high-tech stuff arrives courtesy of active cruise control, cross-traffic alert, lane keep assist and cross-road alerts.

Audi continues to offer a three year, unlimited kilometre warranty, which is in line with BMW but lags behind the five years offered by Mercedes-Benz these days. This also contrasts with the five year norm among mainstream brands, which is punctuated by the seven year warranties of Kia and SsangYong.  

Service intervals are a convenient 12 months/15,000km though, and the same five year ‘Audi Genuine Care Service Plan’ offers capped price servicing for the same $2950 total over five years applies to all S4 and S5 variants. This is only marginally more than the plans offered for regular petrol A4 and A5 variants, so you’re not being stung for the thoroughbred versions.

The BMW 5 Series is covered by a three year, unlimited-kilometre warranty, and requires condition-based servicing (rather than a pre-defined service interval).

You can also prepay your maintenance costs for five years/80,000kms, with prices ranging from $1,640 for the basic package, and climbing to $4,600 for the all-inclusive option.