2013 BMW 535i Reviews

THE sixth-generation 5 Series Touring comes with six BMW firsts and includes features not even found in the 7 Series. For the first time since 1997 a 5 Series Touring arrives costing less than $100,000. Other BMW firsts are a diesel variant, 20/40/20 rear seat split, an optional digital radio, split tailgate and standard inclusion of an auto-parking feature, which is not even available in the 7 Series as the flagship has hydraulic, not electric steering.The Touring completes the upgraded 5 Series range which also includes the GT.PRICEThe diesel-powered 520d Touring arrives at $92,800, saving about $5000 on the luxury tax because its fuel economy of 5.3L/100km is well under the 7L/100km threshold. It comes standard with head-up display, adaptive headlights and most of the features available in the 7 Series.The petrol-powered 535i Touring starts at $138,900 and adds 18-inch wheels, gearshift paddles, auto tailgate, keyless access, rear sun blinds, fully adjustable electric seats, ambient lighting, Bi-Xenon headlights, a better hi-fi and high beam assist.DESIGNAn obvious highlight of the Touring is its wagon area. It comes with a split tailgate where the top glass half opens remotely with the keyfob and the cargo cover folds back electronically or the whole tailgate can open as one unit. In the 535i, the tailgate also opens remotely.The 560 litres of cargo space increases to 590L with the rear seats tilted forward or 1670L with the rear seats folded almost flat. The rear seats can also be folded down in three variations thanks to the 20/40/20 split, allowing four occupants with a set of skis stored down the middle.In the front, it is similar to the sedan with a driver-oriented dashboard.Outside, the diesel and petrol models can be distinguished by the larger front air dam on the 535i and by the twin tailpipes on either side of the 535i and together on the left on the 520d.TECHNOLOGYThe 520d diesel engine produces 135kW of power and 380Nm of torque, but most importantly sips fuel at just 5.3L/100km and emits 139g of CO2 per kilometre.The omnipresent twinscroll turbo engine in the 535i Touring has the same power (225kW) and torque (400Nm) as in the sedan and is faster than the 540i wagon it replaces. Economy is 8.5L/100km with 197g/km of CO2.Fuel savings are achieved through a variety of means including use of lightweight aluminium in panels and chassis; electric power steering that uses energy from the engine only when steering rather than hydraulic which uses energy from the engine all the time; eight-speed transmission; air flaps behind the kidney grille that close to quickly heat the engine on start-up and open for better aerodynamics on the highway; low rolling resistance tyres; and battery charging only when decelerating.Technology abounds in the wagons including the standard addition of parking assistance for automatic parallel parking, iPhone and iPod Integration, optional Bluetooth internet on the wide-screen navigation system, and digital radio which can be ordered now.In May, BMW will also offer an "Office" infotainment package that will integrate email, calendar, notes and text message functions from a mobile phone. It will even read aloud the text of emails and text messages when stationary.SAFETYEuro NCAP has awarded a maximum five-star safety rating, thanks to a pedestrian-friendly bonnet and a raft of safety features. The wagons have not yet been tested for an ANCAP safety rating. There is also the usual swag of passive safety gear and active driver aids.Optional safety features include adaptive cruise control with a semi-automatic emergency braking function to avoid rear-end collisions, cameras that monitor road speed signs and show them on a head-up display on the windscreen in front of the driver, lane departure warning and night vision.DRIVINGBMW launched the wagons with a drive through rural Victoria over narrow, bumpy roads that the vehicles took in their stride. Key to their sure-footing is the aluminium double wishbone front axle and integral rear axle air suspension with self-levelling that adjusts for loads. It is so good, you can easily forget you are driving a wagon, rather than a sedan. For better stability, the 6.5cm longer wagon now has an 8cm longer wheelbase measuring 2.97m, the same as the sedan.Diesel buyers can also option stiffer and lower M sport suspension or Dynamic Damper Control suspension in which each wheel adjusts to road conditions 400 times a second. The 535i also comes with an M Sport option and DDC with adaptive drive to reduce body roll. The dynamic suspension easily accounted for rough shoulders when we had to get two wheels off the road on narrow roads to allow oncoming vehicles to pass.The standard speed-variable electric steering feels a little artificial, while the optional Integral Active Steering will take time to get used to. It allows the rear wheels to steer in the opposite direction by 2.5 degrees under 60km/h and in the same direction over 60km/h. This reduces the turning circle by 50cm at slow speeds and creates stable lane-changing at highway speeds.As expected, the three-litre straight-six engine is a high-revving delight, but the diesel is the surprise package. Despite being just a two-litre four-cylinder, it gallops along quietly and efficiently with no-fuss acceleration. The eight-speed transmission is so smooth the changes are almost imperceptible.VERDICTA diesel variant in this sleek and stylish wagon package will reel in buyers who prefer a car-like experience without sacrificing the load-carrying practicality of an SUV.BMW 5 SERIES TOURINGPrice: $92,800 (520d), $138,900 (535i)Engine: 2.0L, 4-cylinder diesel; 3.0-litre straight-six petrolPower: 135kW (520d), 225kW (535i)Torque: 380Nm (520d), 400Nm (535i)Economy (L/100km): 5.3 (520d), 8.5 (535i)CO2 (g/km): 139 (520d), 197 (535i)

There was a time when the 5 Series from BMW was the best car in the world. It ruled in the late 1980s because it was the right size and price for the time, as well as a great drive. It was not the biggest, or the fastest, or the flashiest, but it was, as Goldilocks would say, just right.The mid-sizer from Munich was eventually out-gunned by the S-Class battleship from Mercedes-Benz and the three-pointed star has held my top spot for considerably more than a decade. But the car world has also fragmented and exploded since the famous Five, with cars as diversely impressive as the Rolls-Royce Phantom, Benz SLS Gullwing, Porsche GT2 and, yes, really, Volkswagen Golf GTi. Each of those currently makes my personal pick for top-car shootout.And now there is a new Five and I cannot help recalling the earlier glory days of the mid-sized hero, thanks to an impressive twin-turbo engine, a lively chassis and excellent quality.PRICING AND EQUIPMENTAnd the price is, for the class, extremely reasonable from less than $100,000. This Carsguide test Five is much closer to $130,000 but the inflated bottom line reflects the many new systems BMW Australia wants to highlight, from lane-departure warning and the latest active steering and dynamic drive systems to a 360-degree camera view system for easy parking in any tight spot.There is also the luxury of a sunroof, special leather and more. It's also the 535i package, with a 225 kiloWatt power pack, currently best-of-breed until the arrival of the new M5.APPEARANCEI like the look of the new Five, which is smoothly understated and a welcome change from the brutalism of everything from endless SUVs to the latest Subaru Liberty and Mercedes E-Class. It's also Audi-style refined inside, with a nice emphasis on the driver, and the cabin is a sensible size for everyday families with a useful boot in the tail.The 535 reflects a return to the engineering-first principles which have always driven BMW, with the exception of the time when design boss Chris Bangle turned his take on car style into the most talked-out area of any new BMW.So the new Five has a rock-solid chassis with fully-independent suspension and big brakes, the six-pack engines get a turbo boost, there is an eight-speed auto coupled to old-school rear-wheel drive, and all sorts of computer driven tweaks to the economy, safety, comfort and more.The life of the Five is made easier by a new E-Class Benz that, despite its many strengths and great new engines, is too brutal in its design and not as involving to drive. But I'm getting ahead of myself.DRIVING Paul GoverThere is something very feline about the new Five. It is sleek and elegant, feels good, is well groomed, and it can run. It also has a slightly raspy tongue, but we'll get to that.The design strikes me first because it is a return to the stylish-but-distinctive BMWs of the past, in the body shape and the cabin work. It's not adventurous or confronting, just smooth and timeless.It's the same when I drive for the first time. The car does the job, does it well, and gives you a nice feeling as it goes about its business. The twin-turbo six can really crack if you ask the question, especially for overtaking, and I like the new gearbox. Eight speeds might be a bit of a gimmick, and a hit back at Lexus which got there first, but it means you are never lost for a gear  for a fun and the performance is seamless.The brakes? Great. Suspension? Supple and smooth. Equipment? More than I need and a little more than I can cope with, but, like an iPad, the 535i is a device you can explore over time and get to like. Not that I will ever like iDrive. It's better than ever but still not as good as rival systems, especially from Jaguar.And that, together with some bump-thump on sharp surfaces with BMW's runflat tyres, is the thing that grates in the 535i. As I said, there is a bit of bite to the tongue, but nothing major.The more I spend time with the 535 the more I like it. Passengers like it, too.I find the 360-degree camera system is a gimmick, although I like a good rear-view system for parking, but the lane-departure warning is good and the security of all those airbags and anti-lock brakes is also welcome.Well then, is the new feline Five the best car in the world? It's a definite maybe for me.SHE SAYS Alison WardThere is nothing about this car I do not like. It is Beemerlicious. Yes it is expensive, but many of the nice things in life cost a bit more. And it's pretty good value if you think about the Benzes and Audis it's up against. All the things that spell BMW for me are in this car, especially smoothness and quality. And it's stylish, not designed like a row of council flats.As a drive, it's smooth and enjoyable. Like my old 3 Series, but 20 times better. As a family car it's definitely got enough room for everyone and the boot is excellent. Nice space and easy to load.Would I like one? No... I'd love one. It's a car I'd happily park in the garage. I cannot think of anything negative, and that's a nice change after the last BMW I drove (the X1).SCORE: 84/100THE BOTTOM LINE: A legend returns.BMW 535i SEDANPRICE from $128,900ENGINE 3.0-litre twin-turbocharged six cylinderPOWER 225kW at 5800 revsTORQUE 400Nm from 1200 revs to 5000 revsTRANSMISSION Eight-speed automatic, rear drive.BODY Four-door sedanSEATS FiveDIMENSIONS Length 4899mm, width 1860mm, height 1464mm, wheelbase 2968mm, tracks front/rear 1600mm/1627mmSTEERING Power-assisted rack and pinion power steeringSUSPENSION Aluminium double wishbone front aluminium integral-V rearFUEL TANK 70 litresFUEL TYPE Premium unleadedFUEL CONSUMPTION 8.4/100km combinedWEIGHT 1700kgSPARE TYRE Runflat tyresBRAKES Anti-skid all-round discsWHEELS 18-inch alloysTYRES 245/45 R18SAFETY GEAR Dual front, front side and curtain airbags, electronic stability control, traction control, anti-skid brakes, brake assist, front/rear foglights, runflat tyres, corner braking control and brake assist, dynamic brake lights, high-beam assist, active headrests, active bonnetCO2 EMISSIONS 195g/km.RIVALSMercedes-Benz E350: 82/100 (from $128,900)Audi A6 3.0 TFSI Quattro: 79/100 (from $107,400)Jaguar XF 3.0 V6 Luxury: 80/100 (from $105,990)Lexus GS300 Luxury: 75/100 (from $106,900)

FOR the man who designed it, the present BMW 5 Series marked a high point in his thinking about cars. He had taken BMW in a fresh direction and already shocked observers with his radical redrawing of the larger 7 Series sedan, then pushed the boundaries with the Z4 sports car. But the 5 that appeared seven years ago was cutting edge.“The 5 Series uses a type of convex and concavity that no other car out there approaches,'' he said, referring to the signature curves of his style called flame surfacing. “If I was asked what is the most avant-garde car on the road right now, from any car-maker, I would say the 5 Series.''That was four years ago and the designer, Chris Bangle, was visiting Australia to defend his approach. It needed defending because BMW's studio chief had been pilloried by brand loyalists everywhere for what he had done. They even went so far as to set up a website to vent their anger.After more than a decade at the top, Bangle left the company a year ago and his designs are gradually being superseded. The 7 Series launched last year abandoned radicalism for something more conservative, while the latest Z4 evolves the previous design so that it is attractive, rather than challenging.However, cars with some sort of flame surfacing are everywhere because those ideas, in some form or other, have influenced virtually every vehicle during the past decade. It's a moot point whether Bangle was the originator of this style or merely its high priest. Like other designers, car designers tend to move en masse in one direction.However, sharp creases along the sides of cars and concave sections in doors, to cite two examples of the style, have become the everyday language of vehicle sheet metal. It's one reason, as its defenders point out, the Bangle 5 Series still looks modern. It's also the reason the new one, which goes on sale next month, has some recognisable Bangle ingredients, including a prominent crease along its flanks. In car design, the past decade's paradigm has yet to be replaced by anything else.As with previous versions of the 5 Series -- this is the sixth generation -- the new one is a core BMW model that must work as a traditional family vehicle at one of the end of the line-up and as performance sedan at the other. Spy footage of the new M5, the go-fast version, is already circulating on the web.In this respect, it has something in common with the Holden Commodores and Ford Falcons built here. And, like them, it's being usurped by the popularity of SUVs. BMW's large luxury off-roader, the X5, has outsold its sedan equivalent at least two to one every year here since it was launched. Despite the boom in the vehicle market and the way luxury imports have become increasingly better value, sales of the 5 have been flat.The new one, which goes on sale next month, is unlikely to change that even though -- dollar for dollar -- it moves the bar up a notch on equipment, safety and efficiency over the present car. The trend towards SUVs appears unstoppable.Unlike the Bangle car, this generation has few attention-grabbing ingredients and most of the technology has already appeared elsewhere. However, crucially, unlike the Bangle car, it delivers on the badge promise. This is no longer art for art's sake.The price of being at the cutting edge was something that failed as a design on several levels. On the outside, Bangle's fancy curves generated some successful features -- the eagle-eye headlights, for example -- but the obsession with complex surfaces made the car appear bloated.It also lacked overall coherence. The bonnet, cabin and rear could have been drawn by three different studios. The new car is bigger but doesn't look it. The surfaces are tauter and the proportions more harmonious. The droopy face of the Bangle car has been replaced by something more alert.Inside, the Bangle 5 broke every rule in the BMW book. Chief among them was its abandonment of the cockpit-style thinking that had become a hallmark of BMW cabins, where the centre console is angled towards the driver. Instead, it alienated the driver with every dashboard surface sloping down and away. Thanks to this, some controls are difficult to operate and even the door handles are awkwardly positioned. BMW's rivals were cock-a-hoop.Throw in the appalling first-generation iDrive control system, brittle plastics and an almost total absence of storage spots for a phone, wallet and so on, and it didn't matter how good the car was to drive. I hated being in the Bangle 5.With the new car, it's back to business as usual. The materials are better, with pleasing aluminium highlights on the wood trim and more tactile plastics for buttons and knobs. The control locations make sense and are angled so the driver can see them. There are even a few places to stash stuff. Welcome home.When BMW launched the latest 7 Series, it ditched iDrive version one and replaced it with something unrecognisable: version two. It is logical to use and owes nothing to its predecessor. It's in this car, of course.On the launch drive early this month, only one model -- the 535i -- was available to sample but it could be the pick of the range. BMW has developed the 3.0-litre turbocharged straight six-cylinder engine that debuted a few years ago in the 335i, and combined fuel injection with turbocharging for the first time. The new unit ditches one of the two turbochargers and replaces it with a single twin-scroll turbo with two input streams from the engine's exhaust.The result is a splendid powerplant that pulls strongly from low revs -- peak torque of 400Nm arrives at just 1200rpm -- for easygoing pace. It's also quiet most of the time, without the industrial soundtrack of some turbo engines, but when you lean on the throttle it emits a lovely, creamy snarl. There's an absence of lag or surge, two unwanted traits of turbo engines, and it steps off the mark respectably quickly to reach 100km/h in 6.1 seconds.Adding the turbo 535i to the line-up means the range has been reorganised. The non-turbo 530i has been dropped, along with the smaller 2.5-litre six-cylinder engines in the 525i and 523i.The entry-level six-cylinder is now the 528i, with a 190kW 3.0-litre straight six and a starting price just below $100,000. This looks like a good deal compared with the outgoing model. The only V8 is a 300kW turbocharged 4.4-litre in the 550i. BMW will offer a four-cylinder diesel later in the 520d and probably a six-cylinder 530d as well.As well as better specification -- BMW's excellent head-up display is now standard, for example -- they all get a new eight-speed automatic transmission, which doesn't make a wrong move.Underneath this car is the suspension from the 7 Series and the test examples were fitted with the full suite of BMW handling tricks, which include active dampers and active anti-roll bars, plus rear-wheel steering. With these (expensive) extras it feels tight and planted on the road, with typical BMW suppleness to the suspension.It's a well-judged sporting drive experience for this category, without the rawness of smaller Beemers but with enough involvement when the roads tighten and twist. I suspect that even without the extras, that essential quality will be present. In addition, luxury and comfort levels are high. First impressions of the ride quality were very favourable, while road and tyre noise are well suppressed for good interior quietness.If you don't go offroad then the new 5 should give you pause for thought. If you are shopping for a luxury family conveyance and can do without a high 'n' mighty driving position, then the new 5 is better to drive than its SUV equivalent and leaves you wanting nothing.And I like this 5 a lot more than the Bangle car, which is all the better for not being a design statement. As the saying goes, I don't know much about art but I know what I like.BMW 535i - $128,900VEHICLE: Luxury sedanENGINE: 3.0-litre turbocharged straight six-cylinderOUTPUTS: 225kW at 5800rpm and 400Nm at 1200rpmTRANSMISSION: Eight-speed automatic, rear-wheel drive

Twin turbos are on their way out at BMW, being replaced by more economical twin-scroll single turbos. The first with the new twin-scroll engine is the 535i, which is part of the new sixth-generation 5 Series models.BMW Australia spokesman Alex Brockhoff said the twin-charger engine has no more power than the model it replaces, but it hits maximum torque of 400Nm 100rpm earlier at 1200 revs and carries it all the way through to 5000rpm. Brockhoff says the twincharger is fed exhaust air through two inlets rather than one, producing a faster-spinning and more-efficient turbo.In the 535i three-litre in-line six-cylinder with Valvetronic, it achieves a 7 per cent fuel saving of 8.4L/100km over the 540i's 10.4L/100km. CO2 emissions are down to 195g/km from 250, yet power and torque remain at 225kW and 400Nm.BMW has also increased equipment levels in the 5 Series to be higher than their competitors. However, prices are up right across the range by as much as $8000. But BMW claims that if you consider the increased standard equipment levels, there is virtually no increase and even a price decrease on the 528i compared with the previous 530i.Increased standard equipment levels include an eight-speed ZF automatic transmission, bigger wheels and heads-up display – previously a $2800 option except in high-spec models – which shows vital information on the windscreen in front of the driver so they don't have to take their eyes off the road.PRICING AND VARIANTSThe new 5 Series goes on sale here on June 3 - two weeks ahead of the US - with the petrol-engined naturally-aspirated 190kW inline-six 528i ($99,900), the 535i ($128,900) featuring the new 225kW twin-scroll turbo in-line six and the 300kW V8 550i ($178,900). They will be followed by the diesel-powered 380Nm four-cylinder 520d ($83,300) in September, and a six-cylinder diesel is expected to be added next year. The lean-burn engines available in Europe will not be imported because of the high sulphur level in Australian fuels. Touring 535i and 520d wagons are expected in October.BODY AND FIT-OUTThe sixth-generation 5 Series has been slightly stretched and has shorter overhangs front and rear giving it the longest wheelbase in its class. Cargo space remains 520 litres. A full-width front air dam, plus horizontal lines front and back provide a wider look.If the xenon headlight option is included there are LED daytime running lights included and a 'milky eyebrow' which is an attractive opaque LED lighting effect above the main headlights. Inside, there is little change except for a few extra aluminium accents while the dashboard has been tilted 7.2 degrees toward the driver.There is more aluminium in the construction, including the bonnet, doors and side panels, making its body 50kg lighter, as well as the all-aluminium suspension from the 7 Series and new 5 Series Gran Turismo. However, with all the new equipment, stiffer chassis and electronic driver aids, total weights are up between 40kg for the 1700kg 535i and 170kg for the 1830kg 550i.ENGINESThe three-litre 528i has 30kW more power and 60Nm more torque than the superseded 2.5-litre 525i but fuel economy is down from 9.4L/100km to 8 and CO2 emissions are down from 227g/km to 187. The new 535i features the three-litre in-line six-cylinder which combines Valvetronic and twin-scroll single turbocharging for a 7 per cent fuel consumption saving, while power and torque remain the same.The 550i gets TwinPower turbo in its 4.4-litre V8 to deliver 300kW (+30kW) and 600Nm, up a whopping 110Nm over the previous model. Fuel economy is down to 10.3L/10km from 10.4 and CO2 is 243g/km, previously 246.SAFETYElectronic technologies, driver aids, a stiffer chassis and pedestrian-friendly bonnet lift the crash rating from four to five stars. When impact is sensed in the front it electronically signals pyrotechnic actuators to lift the bonnet 5cm in the rear and 3cm in the front, creating a buffer from pedestrian impact with the engine block.DRIVINGThe wet roads of the twisting and bumpy Yarra Ranges of Victoria were the perfect test for the 535i models available at the national launch this week. We drove only 535i models, some fitted with four-wheel steering and the Adaptive Drive package of Dynamic Damper Control and Dynamic Drive and others without these fancy gizmos. If you can afford the $10,600 for them, go ahead and splurge as they are not gimmicks.Honda and Mazda gave up on their mechanical four-wheel steering technologies because they were expensive, complicated and heavy. Besides, no one really wanted them in sporty cars. In these long-wheelbase luxury saloons, it makes perfect sense. It is electronically controlled and adds only 10kg to the car's weight.The rear wheels move just 3 degrees, but it's visible if you are following one. It is also noticeable through the steering wheel. At slow speeds, such as hairpin corners, it pulls the nose in tight as it virtually shortens the wheelbase. At highway speed it has the eerie feeling of crabbing sideways as you change lanes. It may feel strange, but it's stable. Add in the flat-cornering and controllable ride of the Adaptive Drive package and it will handle any surface.On the wet surface, we chose normal and even comfort settings so the wheels had more time to react to quick irregularities and keep the tyres on the road for more grip. It also reduced the intervention of the stability control. However, over undulating surfaces, the comfort setting can make the car float and induce car sickness. If you can't afford the package, you will still have a saloon that handles nimbly with a more natural steering feel.Grip is still remarkable and brakes are sharp with plenty of feeling and no jerky ABS kickback, even on a wet Reefton Spur. Tyre noise is higher than you would expect in a car of this calibre, but the twin-scroll turbo engine is refined, powerful, responsive and quiet. At 'full noise' there is only the most polite muted induction and exhaust roar. The surround view takes some getting used to as does that overly complicated transmission knob.Seats are comfortable, if a little slippery with high lateral G forces. After a dash across the Spur, I had a raw back from sliding sideways and sore knees from bracing myself against the door skin and centre console.Strap in tight. It's a wild ride, yet tamed by innovative electronics.

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.

Things have changed at BMW and nothing reflects it better than the all-new, mid-sized 5 Series car.  The design of the new Five is a massive departure from anything over the past 10 years and shows the German making is moving on from the radical work done under former design chief Chris Bangle.The sixth-generation Five will bring new and more-efficient engines, greater safety technology and better value to Australian buyers when the car launches Down Under in June. It shares much of the hidden stuff with the latest 7 Series flagship.  But it is the styling that sets the standard.It has been refined and defined by a new generation of visionaries across the seven years it took to bring the car codenamed F10 5 to fruition.  In a ruthless process of last-man-standing, 20 exterior and a similar number of interior designers drew, refined and presented their interpretations of a modern 5 Series to senior management at three-monthly elimination competitions.A large part of the challenge for any new BMW _  but especially a 5 Series _ is the demand that the car walk a thin line of being both dynamic and sporty yet refined enough to lay fair challenge to its key rivals, the Mercedes E-Class, Audi A6 and Lexus GS.Styling aside, the new generation 5 Series will bring new more efficient engines, greater safety technology and better value to Australian buyers when the car launches Down Under in June.  "We are actually getting the car ahead of the United States and just weeks after it launches in Europe," BMW Australia's Toni Andreevski said. "We will launch with three petrol engines initially and follow that within about three months with the diesel 520d."Engines and variantsInitially the June 3 launch choice for Australian buyers will start with the naturally-aspirated 190kW inline-six 528i ($99,900), move on to the 535i ($128,900) featuring the new 225kW twin-scroll turbo in-line six and top out at the 300kW V8 550i ($178,900). The only confirmed diesel for the Australian market is the 2-litre four-cylinder 520d which has yet to be priced for its expected launch in September. The manual 520d — not confirmed for Australia — will introduce stop/start technology to BMW at its European launch.The entry-level 3-litre 528i offers power gains of 30kW and 60Nm over the superceded 2.5-litre 525i and will also pick up a swag of equipment including heads-up display — standard issue on all new 5 Series models — 18-inch alloys, front and rear park assistance, bi-Xenon headlights, brake energy regeneration and an active bonnet to improve pedestrian safety.At the heart of the new 535i is the company's revised turbo strategy for its six-cylinder cars which sees an end to the twin turbocharging philosophy in favour of a twin-scroll single turbocharger which matches the twin turbo's 225kW and 400Nm output but does so while sipping 7 per cent less fuel.At the top of the power scale, at least until the arrival of the new M5 around the middle of next year, the 550i shares BMW's new TwinPower turbo philosophy putting out 300kW and 600Nm — that's a 30kW and 110Nm boost over the previous model.Dynamic equipmentRide and handling will be assisted by the Dynamic Driving Control and Dynamic Damper Control (DDC) programs. The former will be standard across the range for Australia while the latter is standard on the 535i and 550i and available as a $2650 option on the 528i.While the DDC varies steering, throttle, gear-change points and traction control settings across a driver-selected range of normal, sport and sport-plus options it is the damper control that lifts the car's comfort levels beyond the ordinary. The electronics continuously vary both compression and rebound settings with such rapidity that when a front wheel strikes a pothole the damping will have been adjusted to counter it by the time the rear wheels strike the same road imperfection.OptionsBMW Australia will offer a couple of new — at least to the brand — technologies as options. Parking Assistant ($1600) uses sonar to identify a suitably-sized parking space and then reverses the car into the park while the driver modulates the brake and throttle. Surround View ($1300) uses four external cameras to provide a virtual birds-eye view around the car to assist with manoeuvring through tight spaces or in crowded environments.DrivingOn the road there is plenty to like about the new 5 Series, a not entirely surprising thing considering it shares as much as 70 per cent of its componentry with the recently released 7 Series.  The first impression is that the emphasis inside the cabin is back on the driver. The design, while still recognisable as a luxury environment, has been subtly altered to move the focus back to the driver.At the launch drive, the only Australia-bound engine available was the 535i, but what a fine thing it is. The power delivery, while not quite as sharp at the bottom end as the twin-turbo unit currently in the 1 and 3 Series, is creamy smooth and coupled to the eight-speed gearbox is willing to find urge over a huge span of the rev range. And it is as quiet and refined as it is strong.The ride quality on the test drive cars — and it is difficult to image a more thorough testing environment than Portugal's mix of rutted minor roads and hotmix highways — was enhanced in no small part by the dynamic and damping control programs.The new electric power steering on the 5 Series has a pleasing amount of feedback and feel with a meaty weighting that has not been a feature of the model for some time. With a 50:50 weight balance, the 5 brings a dynamism back to the class that will have the marque's rivals looking to their merits.It also has to be said that the latest generation of the run-flat tyre technology so favoured by BMW has reached a standard where the vast majority of drivers will not easily notice any shortcomings.  Ride and road noise are excellent and while a wet track still found shortcomings with grip under more enthusiastic driving, performance at everyday road pace was more than acceptable.BMW 5 SERIESPrice: from $99,900Engine: 3-litre inline six to 4.4-litre twin-turbo V8, 190kw/310Nm-300kw/600NmTransmission: eight-speed automatic, rear-wheel driveEconomy, CO2: 187-243g/kmRIVALS:Audi A6: from $71,600Lexus GS: from $94,900Mercedes-Benz E-Class: from $93,900