BMW 5 Series VS Hyundai Genesis
BMW 5 Series
- Engaging dynamics
- Top-notch interiors
- Clever technology across the range
- Price hikes on almost every model
- Six-cylinder engine reserved for most expensive models
- Apple CarPlay a cost option
- Spec list
- No V8 option
- No diesel option
BMW 5 Series
Andrew Chesterton road tests and reviews the new BMW 5 Series 520d, 530i, 530d and 540i sedans with specs, fuel consumption and verdict at its Australian launch in Victoria.
When we're all living under the cruel rule of our robot overlords, the few remaining human historians will track the genesis of our downfall to the technology explosion that occurred in 2017's new-car market.
Never before have car companies focused so hard on producing cars that can't just be driven, but that can drive themselves, negotiating corners, unexpected obstacles and changing traffic conditions without ever needing to consult the human actually sitting behind the steering wheel.
And BMW's all-new 5 Series sedan takes yet another a step forward, eliminating the need for said human to even be sitting in the car. Owners can instead move their 5 Series in and out of tight parking spaces simply by pressing a button on their key.
The Active Key function is admittedly a $1,600 cost option, but it proves the techno-focus applied to the seventh-generation of BMW's executive express, which will land in Australian dealerships this month. Every car is also fitted with what the German brand calls its personal co-pilot; a series of nifty cameras and radars that allow the car to be driven completely autonomously for spells of 30 seconds.
But the question is, has all this new technology come at the cost of regular, old-school driver enjoyment?
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
Anybody who doubts that Hyundai is gunning for the number one in the world has rocks in their head. Big heavy ones. Korean companies do not settle for anything less than number one. The second-generation Genesis (our first taste here in the Antipodes as the gen-one had its steering wheel on the wrong side) is proof.
What's different about Hyundai's unstoppable rise is the way they're going about it. They've always done their own thing in Korea, reinventing themselves time and again when they strayed off the beaten path.
The Genesis is a gamble for a Korean company in foreign markets whose default setting for luxury is marked, Britain or Germany. If Hyundai gets the Genesis wrong there will be howls of derision, or at best patronising pats on the back - "Nice try, you'll get there one day". But if they get it right...
|Fuel Type||Regular Unleaded Petrol|
BMW 5 Series7.9/10
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.
Would a new 5 Series tempt you away from an E-Class or A6? Tell us what you think in the comments below.
The Genesis is not quite a match for cars twice its price but it makes you think what's possible. It doesn't have the dynamic brilliance of a BMW or the self-assured faultless execution of a Mercedes. Lexus ought to be worried, though - why would you have an LS when you could have this? The only answer is 'badge'.
The Genesis is an epoch-making car for the Korean manufacturer. As the company has got better, there are fewer excuses for overlooking it. While the Genesis is pitched into a shrinking market, it's not really meant for the average i30 buyer to buy, but to see.
It's bristling with tech and is not only a halo car but a shot across the bows of both Lexus and the Germans. Attached to that shot is a note: "We're coming for you." In other words, Hyundai got it right.
BMW 5 Series8/10
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 Genesis is like no other Hyundai. For a start, it's gigantic - it looks easily as big as a BMW 7 Series (it isn't) with the road presence to match. There's a lot of BMW from most directions, but with a sharper approach to the creasing and character of the sheet metal.
Towards the rear it's more BMW 6 Series Gran Coupe and is all the better for it. The style is understated and technocratic.
The big wheels from the Ultimate pack help make it look lower and sleeker, too.
Inside is also very Germanic, but with a bit more of a Lexus feel. Our car had the lighter leather which meant that the wood and the metal materials didn't necessarily work well together.
The interior is expertly put together and feels like it will last forever.
On Australian-delivered cars there is just one Hyundai badge, sitting proudly on the boot - you get the feeling this was debated long and hard and when the decision was made to go for it, a big one was chosen.
However, the winged Genesis branding takes pride of place everywhere else. When you approach the car at night and the puddle lamps come on, the Genesis logo is projected on to the ground, crisp and clear.
BMW 5 Series8/10
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.
Price and features
BMW 5 Series7/10
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.
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.
The only way to describe the Genesis' pricing is aggressive - kicking off at $60,000, it's the most expensive Hyundai money can buy, but with a spec list like this, you won't feel at all short-changed.
Your sixty large buys you a huge cabin with a seventeen speaker stereo, auto headlights and wipers, LED ambient lighting inside and out, dual-zone climate control, keyless entry and start, powered front seats which are heated and cooled, satnav, front and rear parking sensors, and plenty of other bits and pieces.
Our car had the $22,000 Ultimate package, adding 19-inch alloys, blind spot sensor, front and side cameras, around-view display, real leather, more adjustments for the driver's seat, ventilated seats in the front, heated rear seats, panoramic glass sunroof, acoustic glass, heads-up display, powered bootlid and LED foglamps.
You can have a lot of the more useful features in the $11,000 Sensory Pack. It's a good middle ground that, for example, features the excellent heads-up display.
The 9.2-inch screen splits the asymmetric air-conditioning vents. The software is unique to the Genesis and a huge leap forward over the rest of the Hyundai range - classy, smooth graphics, a good responsive screen.
You control the seventeen speaker stereo from here, which kicks out a rich sound and an impressive Bluetooth performance - rear seat passengers can also run the stereo from their armrest. The satnav is detailed and chatty, while the excellent heads-up display shows a configurable information set in strong, clear graphics.
Engine & trans
BMW 5 Series8/10
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 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.
The Genesis is powered by Hyundai's own 3.8-litre V6 developing 232kW and 397Nm, mated to Hyundai's eight-speed automatic transmission.
Despite weighing just under two tonnes, the Genesis completes the dash to 100km/h in 6.5 seconds.
It has a claimed 11.2L/100km on the combined cycle. In what must be a first, we got below that, averaging 10.8L/100km over two weeks. And that's without stop-start fuel-saving to blunt the effect of lot of city driving.
We'd still like to try the V8 - only available in left-hand drive markets - though.
BMW 5 Series8/10
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.
BMW 5 Series8/10
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.
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.
At five metres long, with a ride firmly pitched in the luxury camp, the Genesis is not going to tempt you into a track day, even with rear wheel drive.
Sitting in the back of the Genesis, it's easily as good as the German and luxury Japanese competition. The seats are hugely comfortable, there's ample head, leg and shoulder room and it feels lot nicer than anything within a bull's roar of its price.
No matter where you sit, it's an incredibly quiet car. The engine is a distant whoosh, the tyre noise muted and there's almost no wind or ambient noise. It's supremely comfortable and the excellent stereo will wash away what little noise does invade.
It certainly feels its weight from the driver's seat, with a competent, soft turn-in, but if you're wanting sudden movements, this isn't the car for you.
On fast flowing roads you can have some fun, but things will get floaty and that will quickly kill that fun. The ride and isolation from the rest of the world is completely worth it.
BMW 5 Series9/10
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.
Nine airbags, traction and stability control, lane departure warning, forward collision control, ABS, brake force assist and distribution and traction and stability control bring the ANCAP count to five stars.
The Sensory and Ultimate packs add blind spot sensors and around view cameras.
BMW 5 Series7/10
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.