BMW 530d Reviews

The BMW 5 Series is a medium-large German machine that’s aimed as much at the sports sedan market as at the buyers of luxury saloons.Older 5 Series are rather smaller inside than you might expect. That’s chiefly because it has rear-wheel drive and the engine is set well back in the bay, meaning the gearbox is beside your feet. Recent cars, since about 2004, are better off in this respect, but it’s still wise to try all seats for size.Handling is enhanced by the near-perfect weight distribution that’s the result of rear-wheel drive and the engine’s position. This is a car that feels just wonderful; seemingly the harder you drive at a bend the better it feels and responds.The really clever thing is that this sports handling is achieved without upsetting comfort. Some of the worst of Australian roads may catch it out at times, but it generally makes light work of rough surfaces.The great majority of BMW 5 Series sold in Australia are four-door sedans, but in recent years we seem to be joining our European cousins in choosing station wagons. Called ‘Touring’ wagons in BMW speak, these have a reasonable carrying capacity, though, as is often the way in the boutique-wagon class the slope of the rear end does restrict the entry of bulky objects.Engine performance is good, even from the models with relatively small capacity. The non-turbo straight-six with a relatively small size of 2.0 litres, but has enough performance for many owners. The silky smooth nature of the straight sixes is excellent.Big capacity BMW straight-sixes are some of our all-time favourite powerplants, providing effortless performance and a willingness to rev that’s delightful.Many recent BMWs have turbocharged four-cylinder units that have plenty of torque. Though the engineering to minimise turbo lag is impressive, they still don’t provide the near instantaneous response we have loved in BMW non-turbo engines for many decades.Rounding out the petrol engine range are superb V8 units. Big on power and torque they are much loved by enthusiastic drives. Their fuel consumption isn’t as high as you might anticipate as they are an excellent design.BMW Australia was one of the early adopters of turbo-diesel technology downunder. These have become increasingly popular over the years. Turbo lag is better than average, but can still be a pain at times. But once that lag has gone and you’re into the big-torque midrange, you will love the endless grunt they provide.Insurance can be expensive due to the cost of parts and the high status of trained repairers. So if you are moving up from a more mundane car to a BMW for the first time, shop around on premiums before becoming over-committed to the dream car.Spare parts and repairs are about average in price for a vehicle of this type and prestige rating.BMW is well represented in most major areas in Australia. Some factory-trained BMW mechanics have since left the company and set up independent repair shops. They don’t have the same factory contacts as the official dealers, but are often highly regarded by owners. This is certainly not a car for the amateur mechanic to attempt to work on.WHAT TO LOOK FORCheck on the insides of the front wheels and brake callipers for excessive brake-pad dust. That may be a sign of a hard driver.Make sure all electronic and electrical items are operating correctly. Use the owner’s handbook to make sure you find everything as these are among the most complex cars on the planet.Look over the car for body damage and previous repairs.Be sure the engine starts virtually immediately and idles smoothly from the moment it fires up, even when it’s stone cold.The engine should accelerate without hesitation and not blow smoke from the exhaust, no matter how hard it is worked.Automatic transmissions should change smoothly and, except for some changes on big throttle openings, should be all but impossible to feel.CAR BUYING TIPIf moving upmarket to a European car after a series of sensible low-cost Asian models make sure you budget for the high cost of servicing and repairs. 

NEWThere's no doubt that the BMW badge is holding its own despite a number of other makes muscling in on the territory once occupied only by the Bavarian carmaker and its cross-country rival Mercedes-Benz.For some, the BMW badge became a little passé when the 3-Series became the car of choice for those wanting to be seen driving a more upmarket machine and they mostly turned to other marques such as Audi and Lexus, but by the number of BMWs on the road the German brand is still one to aspire to.Getting on-board the BMW prestige train, however, requires a sizable bank account. They're not only an expensive purchase, but can cost a pretty penny to maintain.One way to reduce the cost of purchasing one of these luxury machines is to buy used. If you're somewhat impoverished and can't afford the more exotic models BMW offers then an entry-level model like the 528i is a way in.Lookswise the F10 528i that appeared in showrooms in 2010 was a handsome machine, particularly compared to some of the edgy designs that have come from BMW over the past few years. It was smooth, nicely proportioned and with flowing lines that looked the goods from all angles.Inside there was plenty of accommodation for four adults, although squeezing a fifth in somewhat compromised the comfort.Power for the 528i comes from a 3.0-litre six-cylinder in-line engine delivering 190 kW and 310 Nm, and like all BMW sixes is happy to sing for its supper. It's not a fire-breathing monster, rather it's a silky smooth unit perfectly suited to the task at hand, while still delivering decent fuel economy.An eight-speed auto works well in tandem with the six to get the most out of the engine in all situations, and the final drive happens through the rear wheels.While most carmakers have moved to front-wheel drive, mostly for efficient packaging, BMW has steadfastly stuck with rear-wheel drive, which is a blessing for anyone who really likes driving. There's little to compare to the feel and response of a rear-wheel drive car and BMW is right up there with the best.NOWThe 528i is packed with technology, which is fine and dandy when it's working as intended, but no so endearing when it's not. When things go wrong, with things like the eight-speed transmission or any of the myriad electronic systems, the cost of repair can be horrific.While it's nice to experience the glitz that comes with taking your BMW to a factory dealership it comes at a cost, so before buying into the brand you need to weigh up the cost of repairs and maintenance and consider who you might use to keep your machine ticking over at its best.If it's under warranty, no question, use the dealer for servicing, if it's out of warranty consider the option of using an independent service agent who can generally maintain and repair your car at a much reduced rate.Another thing to consider is the cost of tyres. The 528i runs on expensive low-profile run-flat tyres that are likely to come up for replacement while in the hands of the second owner.If those things don't deter you then the good news is that there is little complaint from F10 owners. With the earliest examples having now done around 30,000 km it's still early days, but anyone considering buying a used 528i as they come off lease can do so with good confidence that they will get a good run out of the car.SMITHY SAYSGreat driving, well built, fully featured prestige sedan. Can't go wrong.BMW 528i 2010-2011Price new: $99,900Engine: 3.0-litre 6-cylinderTransmission: 8-speed automatic, RWDEconomy: 8 L/100 kmBody: 4-door sedanVariants: 528iSafety: 5-star ANCAPCOMING UPDo you own a Holden Barina? If so tell us what you think of it by sending your comments to Graham Smith at grah.smith@bigpond.com or Carsguide, PO Box 4245, Sydney, NSW, 2010.

If you ask BMW what sort of car its 5 Series GT is, it will tell you that it's something unique: a groundbreaking vehicle that combines the best bits of a sedan, SUV and grand tourer; BMW boldly going where no brand has gone before.  Of course, car-maker hyperbole should always be taken with a pinch of salt. In this case, it should be generously seasoned, baked in a salt crust, then served on a bed of salt crystals with a saline jus.The 5 Series GT is something new for BMW but, viewed objectively, it's a luxury four-door hatchback. Other luxury makers are already making these, as they diversify madly into smaller and smaller niches. Recent examples include the A5 Sportback, a hatchback variant of Audi's mid-size A4; the Panamera, Porsche's first sedan; and Aston Martin's Rapide.Of course, the idea itself is nothing new. Saab used to recruit loyal buyers with the unusual -- at the time -- hatchback styling on its four-door cars, until General Motors poured cold water on its Scandinavian-ness.The trick when expanding into niches is to use as many pre-prepared ingredients as possible. On price, the 5 Series GT fits between the 5 Series large sedan and the 7 Series extremely large sedan. However, its dimensions are closer to the latter and it has an identical wheelbase because it's built on the same underpinnings.That length helps the designers achieve the low roofline and shallow side glass.  From the rear it looks odd; too tall and a bit confusing. But from the front it's one of BMW's most attractive recent designs. It achieves some of the advantages of an SUV, such as an elevated ride height, without any of the environmental odium. At the same time, it looks more interesting than a straightforward sedan and less ostentatious than a limo.It has something in common, from a conceptual standpoint, with the multi-purpose vehicles so popular in Europe. The French, in particular, have made a huge success of these people-movers aimed at young families. But their MPVs have tiny engines and cabins constructed out of the plastic used for picnic plates.By comparison, the 5 GT and its ilk are business-people movers.  Their occupants need enough room, facilities and comfort to accommodate four high-fliers after a long lunch discussing the size of this year's bonus.The cabin, suitably up-specced with DVD screens and other goodies, is pitched somewhere between boardroom and loungeroom. The back seats are slightly raised off the floor in people-mover fashion but the comfort and refinement levels are much higher. Headroom in the rear isn't an issue, thanks to a sculpted ceiling, and leg space feels generous, especially in the four-seat configuration.Material quality is on a par with the 7 Series and the cabin is well sealed for quietness.  Some clever design isolates the load area from the occupant space, avoiding the boomy noises that wagons are prone to. Door sealing is also good, despite coupe-style frameless windows.Even on large wheels, ride quality is a standout, although with a slightly perched-on-suspension character in comfort mode.  Plenty of light enters the cabin, thanks in part to an oversize glass sunroof. In the regions of Europe where these cars are designed, watery sunshine is the best you can expect for much of the year and so large expanses of glass are becoming increasingly popular.In Australia, they should be delete-options rather than standard, as here. At least the fabric cover is reasonably opaque.  The load area is cavernous and the rear seats fold in a 40-20-40 pattern, just like a French MPV. The flexibility extends to the tailgate itself, which can be partially opened like a boot to stash smaller stuff. In this case the cabin remains isolated, so that the air-conditioning isn't working in vain.BMW claims its dual-action tailgate is unique, but luckily I had another barrel of salt in reserve. Skoda was the first with this idea in its Superb large car last year.  The difference is that BMW's system is automatic, and just as well. The full-size tailgate is so large and heavy you would not want to be lifting it yourself.It rises on telescopic struts that could have come from a cargo plane to open as wide as a yawning hippo, or to owner-preset heights to allow for the low ceilings in many garages.  There are plenty of gadgets for the driver, including BMW's excellent head-up display, cornering headlights, parking radar and a rear camera.The brand's interiors have been slowly returning to form after the wrong turn taken under former design chief Chris Bangle and this car continues the positive trend. So the layout and general ergonomics are good, although the lack of a cowl over the control screen can make it hard to read in some lights. BMW's unique (yes, really) gearshifter design feels more substantial than usual.Vision out the rear isn't bad, despite a letterbox quality to the rear glass, and while the wing mirrors are sedan-sized rather than the monsters on most SUVs, they seem big enough to do the job.  Dynamically, the 5 GT drives like a BMW despite weighing two tonnes. BMW always manages to engineer a similar behind-the-wheel feel into its cars, regardless how big they are, although as they get larger and more luxurious they tend to seem more remote from the driver.The test cars, driven on the sinuous roads of Victoria's Mornington Peninsula, were fitted with many of BMW's dynamic options, including adaptive dampers and active anti-roll bars (collectively called Adaptive Drive) and active steering. A large car with all these can almost defy the laws of physics.Performance comes from the top end of BMW's engine range, with the 3.0-litre diesel or 4.4-litre V8 already offered in the 7 Series. This car also comes with the latest version of BMWs 3.0-litre turbocharged six, which gains direct injection -- a genuine first, so hold the salt.  The standard transmission is the eight-speed automatic offered -- so far -- only in the most expensive V12 version of the 7.Both the petrol six and V8 were available on the launch drive and both are every bit as good as you would expect. The tendency of turbochargers to lag throttle inputs has been virtually eliminated and power delivery is nicely linear in both, with little hesitation off the mark. The V8 has plenty of character and can hit 100km/h in 5.5 seconds, which is respectably quick. The six has to work a bit harder, but never feels like it's doing overtime. The transmission is so smooth it almost goes unnoticed.Whichever engine you choose, the 5 GT benefits from a selection of BMW's efficient dynamics technology, including brake regeneration, which harvests energy under deceleration, and low-rolling resistance tyres.  The V8 achieves an average of 11.2 litres per 100km, which is hardly punitive for the performance it can deliver, while the diesel returns 6.5, which is remarkable.So in this respect, as well as a few others, the 5 GT is the large car you have when you're not having a large car. Although less extreme than BMW's other recent niche success, the X6 SUV-coupe, the 5 GT is far from bland.  For those tired of plain meat-and-three-veg luxury sedans, the 5 GT has a bit more spice despite the need to add salt.

Spicy hatch needs plenty of saltSAT 06 MAR 2010, Page 012The hype is overdone, but the 5 GT adds flavour to a plain sedanIF you ask BMW what sort of car its 5 Series GT is, it will tell you that it's something unique: a groundbreaking vehicle that combines the best bits of a sedan, SUV and grand tourer; BMW boldly going where no brand has gone before.Of course, car-maker hyperbole should always be taken with a pinch of salt. In this case, it should be generously seasoned, baked in a salt crust, then served on a bed of salt crystals with a saline jus.The 5 Series GT is something new for BMW but, viewed objectively, it's a luxury four-door hatchback. Other luxury makers are already making these, as they diversify madly into smaller and smaller niches. Recent examples include the A5 Sportback, a hatchback variant of Audi's mid-size A4; the Panamera, Porsche's first sedan; and Aston Martin's Rapide.Of course, the idea itself is nothing new. Saab used to recruit loyal buyers with the unusual -- at the time -- hatchback styling on its four-door cars, until General Motors poured cold water on its Scandinavian-ness.The trick when expanding into niches is to use as many pre-prepared ingredients as possible. On price, the 5 Series GT fits between the 5 Series large sedan and the 7 Series extremely large sedan. However, its dimensions are closer to the latter and it has an identical wheelbase because it's built on the same underpinnings.That length helps the designers achieve the low roofline and shallow side glass.From the rear it looks odd; too tall and a bit confusing. But from the front it's one of BMW's most attractive recent designs. It achieves some of the advantages of an SUV, such as an elevated ride height, without any of the environmental odium. At the same time, it looks more interesting than a straightforward sedan and less ostentatious than a limo.It has something in common, from a conceptual standpoint, with the multi-purpose vehicles so popular in Europe. The French, in particular, have made a huge success of these people-movers aimed at young families. But their MPVs have tiny engines and cabins constructed out of the plastic used for picnic plates.By comparison, the 5 GT and its ilk are business-people movers.Their occupants need enough room, facilities and comfort to accommodate four high-fliers after a long lunch discussing the size of this year's bonus.The cabin, suitably up-specced with DVD screens and other goodies, is pitched somewhere between boardroom and loungeroom. The back seats are slightly raised off the floor in people-mover fashion but the comfort and refinement levels are much higher. Headroom in the rear isn't an issue, thanks to a sculpted ceiling, and leg space feels generous, especially in the four-seat configuration.Material quality is on a par with the 7 Series and the cabin is well sealed for quietness.Some clever design isolates the load area from the occupant space, avoiding the boomy noises that wagons are prone to. Door sealing is also good, despite coupe-style frameless windows.Even on large wheels, ride quality is a standout, although with a slightly perched-on-suspension character in comfort mode.Plenty of light enters the cabin, thanks in part to an oversize glass sunroof. In the regions of Europe where these cars are designed, watery sunshine is the best you can expect for much of the year and so large expanses of glass are becoming increasingly popular.In Australia, they should be delete-options rather than standard, as here. At least the fabric cover is reasonably opaque.The load area is cavernous and the rear seats fold in a 40-20-40 pattern, just like a French MPV. The flexibility extends to the tailgate itself, which can be partially opened like a boot to stash smaller stuff. In this case the cabin remains isolated, so that the air-conditioning isn't working in vain.BMW claims its dual-action tailgate is unique, but luckily I had another barrel of salt in reserve. Skoda was the first with this idea in its Superb large car last year.The difference is that BMW's system is automatic, and just as well. The full-size tailgate is so large and heavy you would not want to be lifting it yourself.It rises on telescopic struts that could have come from a cargo plane to open as wide as a yawning hippo, or to owner-preset heights to allow for the low ceilings in many garages.There are plenty of gadgets for the driver, including BMW's excellent head-up display, cornering headlights, parking radar and a rear camera.The brand's interiors have been slowly returning to form after the wrong turn taken under former design chief Chris Bangle and this car continues the positive trend. So the layout and general ergonomics are good, although the lack of a cowl over the control screen can make it hard to read in some lights. BMW's unique (yes, really) gearshifter design feels more substantial than usual.Vision out the rear isn't bad, despite a letterbox quality to the rear glass, and while the wing mirrors are sedan-sized rather than the monsters on most SUVs, they seem big enough to do the job.Dynamically, the 5 GT drives like a BMW despite weighing two tonnes. BMW always manages to engineer a similar behind-the-wheel feel into its cars, regardless how big they are, although as they get larger and more luxurious they tend to seem more remote from the driver.The test cars, driven on the sinuous roads of Victoria's Mornington Peninsula, were fitted with many of BMW's dynamic options, including adaptive dampers and active anti-roll bars (collectively called Adaptive Drive) and active steering. A large car with all these can almost defy the laws of physics.Performance comes from the top end of BMW's engine range, with the 3.0-litre diesel or 4.4-litre V8 already offered in the 7 Series. This car also comes with the latest version of BMWs 3.0-litre turbocharged six, which gains direct injection -- a genuine first, so hold the salt.The standard transmission is the eight-speed automatic offered -- so far -- only in the most expensive V12 version of the 7.Both the petrol six and V8 were available on the launch drive and both are every bit as good as you would expect. The tendency of turbochargers to lag throttle inputs has been virtually eliminated and power delivery is nicely linear in both, with little hesitation off the mark.The V8 has plenty of character and can hit 100km/h in 5.5 seconds, which is respectably quick. The six has to work a bit harder, but never feels like it's doing overtime. The transmission is so smooth it almost goes unnoticed.Whichever engine you choose, the 5 GT benefits from a selection of BMW's efficient dynamics technology, including brake regeneration, which harvests energy under deceleration, and low-rolling resistance tyres.The V8 achieves an average of 11.2 litres per 100km, which is hardly punitive for the performance it can deliver, while the diesel returns 6.5, which is remarkable.So in this respect, as well as a few others, the 5 GT is the large car you have when you're not having a large car. Although less extreme than BMW's other recent niche success, the X6 SUV-coupe, the 5 GT is far from bland.For those tired of plain meat-and-three-veg luxury sedans, the 5 GT has a bit more spice despite the need to add salt.BMW 5 SERIES GTVEHICLE: Large luxury hatchbackENGINES: 3.0-litre turbocharged diesel or petrol six-cylinder; 4.4-litre turbocharged petrol V8OUTPUTS: 180kW at 4000rpm and 540Nm at 1750rpm (530d); 225kW at 5800rpm and400Nm at 1200rpm (535i); 300kW at 5500rpm and 600Nm at 1750rpm (550i)TRANSMISSION: Eight-speed automatic, rear-wheel drivePRICE: From $143,400 (530d) to $192,900 (550i) plus on-road costsON SALE: March 27

The X6 was the answer to a question nobody asked.

Diesel power is set to drive BMW sales further over the next few months. In the past five years since introducing oil-burning engines to its fleet in Australia the German brand has increased the proportion of diesel sales to 34 per cent.A number of new diesel BMW 1 and 3 Series models, including the first BMW diesel convertibles, will hit the market in December followed by a diesel 5 Series Gran Turismo in March and two diesel X1 models in April.BMW Australia product communications manager Tim James said he expected the proportion of diesel sales in the fleet would increase with the new models. The 1 Series is currently one-third diesel, but in December BMW will add the 118d hatch and convertible in six-speed auto and manual with prices starting from $42,170.The 118d Sports Hatch is the 2008 World Green Car of the Year with its two-litre four-cylinder turbo diesel engine developing 105kW of power, 300Nm of torque, but sipping fuel at 4.5 litres per kilometre and emitting 119g of CO2 per kilometre. It will feature in its twin-turbo format in the 123d hatch, coupe and convertible with prices starting at $50,790 and going up to $69,480.However, it does not attract the luxury car tax because the two-litre twin turbo's fuel economy is well below the 7L/100km requirement for exemption. Depending on the vehicle, it returns economy figures of 5.2 to 5.4L/100km while delivering 150KW and 400Nm. The single turbo two-litre diesel also arrives in the 320d Touring, Coupe and Convertible in December with prices from $61,500.The 3 Series Coupe and Convertible also get the three-litre diesel straight six used elsewhere in the fleet with prices from $91,900 and in the new 5 Series GT coming in March with prices starting from about $140,000.BMW's smallest SUV arrives in April in diesel guise only. The X1 xDrive20d uses the two-litre, four-cylinder diesel and the xDrive23d uses the twin-turbo engine. James said a 1.8 diesel engine was also being considered for the X1.Diesel penetration in BMW cars is highest in the 5 Series with almost 50 per cent now diesel and the 520d the volume seller, James said. It is followed by the 1 Series with one-third and the 3 Series with 17 per cent. James said diesel was even making inroads in the 7 Series. "The 730d was launched in June and already signs are it will become the volume model," he said.The car returns fuel economy figures of 7.2L/100km, but from this month, new production models will achieve 6.8L/100km and not attract the luxury car tax. James said this was already factored into the pricing, saving buyers $5000. BMW now has 21 cars with fuel economy less than 7L/100km.The X models have been the real winners for diesel. James said diesel represented 85 per cent of X3 sales and 80 per cent of X5 sales, while petrol was the most popular choice among X6 owners.Driving BMW supplied a 118d hatch, 123d hatch and convertible and 330d coupe for test through Bavaria last week. With a mix of autobahn, country road and tight village lane driving, each returned fuel economy figures on their on-board computers similar to official claims.At 200km/h on the autobahn, even the 118d three door (we will get the five-door) still felt like it had more to give, the diesels not only having low-end grunt but plenty of meat throughout the rev range.They are quiet, refined and have less idle clatter than is common among diesels. But it's the twin-turbo model that really stands out, sounding and feeling more like a petrol engine with its free revving and mid-to-top-end power. Handling is not adversely affected by the extra weight of the engines, although steering may be marginally heavier.The manual models feature auto stop-start which cuts the engine when it is stationary and in neutral, starting again when the clutch is pushed in. While this same function feels rough in the new X1 and Mini diesel, it feels much smoother here, maybe because of the engine positioning.James said the auto stop-start function had not yet been engineered for automatic transmissions, but they were working on it. The six-speed manual gearboxes feature well-chosen ratios, although first is a little short and sixth will be wasted in Australia where the highway maximum speed limit is 110km/h.NEW BMW DIESELS (From December)118d Sports Hatch (6-speed manual) $42,170118d Sports Hatch (6-speed steptronic auto) $44,370123d Sports Hatch (man) $50,790123d Sports Hatch (auto) $53,070123d Coupe (man) $57,900123d Coupe (auto) $60,180118d Convertible (man) $52,900118d Convertible (auto) $55,019123d Convertible (man) $67,200123d Convertible (auto) $69,480320d Executive Touring $61,500320d Coupe $67,500320d Convertible $80,400330d Coupe $91,900330d Convertible $104,850From March)530d Gran Turismo from about $140,000From April)X1 xDrive20d and xDrive23d from low $50,000s 

All the other 5-Series are petrol powered but this one could be the best of a good bunch for all round, everyday driving.It also backs up as a competent luxury sports sedan offering superb dynamics and perform- ance if you choose to go there. Straight six, 3.0-litre alloy diesel engine offers V8 performance and four cylinder economy. Has massive amount of readily accessible torque (480Nm) facilitating surprising turn of speed from a standstill through the mid-range to the top end. Power is 160kW. Sounds like a petrol six (when you can hear it) Best economy with mixed driving is 7.5 litres/100km. Cutting edge engine technology features DOHC design with 24 valves, high pressure fuel injection with multi jet nozzles and refined turbo. Passes Euro 4 emissions regulations. Engineers went to great lengths to save engine weight. Steptronic six speed auto has all the answers. Never gets caught out and offers sequential change mode. Love the active steering that alters its gear ratio according to road speed - the best of both worlds. Brimful of luxury equipment but plenty of options available. Leather, climate control, premium audio, electric driver's seat adjustment and adaptive headlights included in package. Safety matches luxury with eight air bags, multiple electronic controls including ESP and all the other acronyms. Fabulous thing to drive, really rocks when you want it to go. Rips through corners with flat stance, dives deep under brakes. Accommodation for five inside and a large boot too. Becoming accustomed to whacky I-Drive controller for electronic functions. Styling grows on you. It's been around long enough for people to appreciate it for being avant garde. Costs $113,500 _ a lot of pesos but it's one of those cars you could buy and still be happily driving in 10 or 15 years.VERDICTEverything it's cracked up to be _ great performer, light sipper, stable, luxurious, safe. The wheels even look good.    

It is staggering news in a luxury class where customers are paying at least $92,900 to drive away in a new Five and $114,500 — or more — for the new diesel pin-up.Few of these buyers would be worried about the price of petrol, or how much they spend on their star new car.Yet more and more of them — BMW Australia says its 20 per cent prediction could be conservative — are taking the diesel road.BMW says they are attracted by the obvious fuel economy and the extended pump-to-pump refuelling range, but also by the growing refinement in the company's diesel engines.That refinement, it says, comes in everything from the engine noise to all-round performance.It is not the only carmaker finding extra friends with diesel.Peugeot and Mercedes have done well in a limited way with diesels in the past, but things are picking up and even Jaguar is doing a diesel in its S-Type — a direct rival to the Five."It is slowly catching on. But it is already an overwhelming success in our X5," BMW Australia managing director Franz Sauter says.BMW has a huge hit in Europe with its 3-Series diesels, which are sold for performance as much as economy, and it trumpets the technical work on the 530d.The 530d 3.0-litre motor is a classic BMW inline six, with a turbocharger to force-feed it.The car can accelerate to 100km/h in a respectable 7.2 seconds, thanks to 160kW and 480Nm in a flat plateau from 1750 to 2750 revs.The diesel motor is never going to match the 8000-plus rev range of the M3 and M5 supercars, but it is more flexible than a diesel truck and its redline is in the 4000 range.To put the 530d in perspective, the sporty 530i cuts only a 6.7-second time from 0-100km/h, so few people will notice the difference.And the D-car feels stronger in a way, because it gets its pace from torque. That means you can feel a solid push from just above idle speed.Fuel economy is obviously a big plus with the 530d, and BMW says its combined test figure is 7.5 litres/100km with a 900km-plus range between refuels."Fuel consumption is comparable to a much smaller, less powerful car," Sauter says.But the D-car is still a Five, which means all the usual BMW luxury equipment and safety gear.So it has a "smart" airbag package with front, side and head bags, dynamic stability control, traction control and anti-skid brakes with dynamic control for maximum stopping power.Obviously it has power steering, auto airconditioning, alloy wheels and BMW's latest iDrive computer system, automatic headlamps, rain-sensor wipers, leather upholstery, 10-speaker sound, power windows and mirrors.Options include an M Sport package with 18-inch alloys, spoilers and sports suspension.ON THE ROADThe 530d is one of the nicer-driving cars we have had through the test garage. It is low-key, no-stress, enjoyable and effective.It takes a bit of adjustment after driving some of BMW's high-revving sports sedans, but it is surprisingly quick. And it does the job without forcing you to think like a racer.Everyone on our test team, except one, has come to like the latest new-age diesels because they are pacey, refined and make sense.You don't have to be anti-social or aggressive, because a diesel does the job with monster torque and that means you always have plenty of thrust. So a stoplight run can be surprisingly quick.It helps to have a classy six-speed automatic behind the engine, with touch-change control for manual driving, but the engine itself is impressive, with lightweight construction, hi-tech electronics and even a 17:1 compression ratio with a redline beyond 5000 revs.The economy is great. We got an easy 8.4 litres/100km with some spirited driving. Long-distance highway work would probably take the figure down into the six-something range.That means more than 1000km between fuel stops, though we can't understand why a litre of diesel often costs more than the same sip of premium unleaded.The 530d is surprisingly responsive. Diesels usually take plenty of winding up, but the turbodiesel in the Five has solid response and gets going from low revs.You can definitely wind it out between corners and the power is good enough to make it feel like a proper BMW sports sedan.The engine is the best turbodiesel we have tried. It does not have the all-out surge of some of Benz's big motors, or the economy of some of the smaller French diesels, but it is an engine that will continue to win many friends.The rest of the 530d is as good as any Five, though we continue to dislike the iDrive computer controller.It is tough to find direct rivals to the 530d, but all the Euro brands will eventually bring their full diesel range to Australia. The current E-Series Benz is not as refined, but the Audi A6 quattro is a sweet car.The test car came close to $140,000, with extra gear including adaptive cornering lamps. We enjoyed the equipment in the sports pack but were less impressed by the turning lamps and the sunroof.Still, the Five is a good car and the diesel engine gives it a new edge.THE BOTTOM LINEProof, and plenty of it, that driving a diesel can be more than just a fuel economy choice for long-distance trips.78/100