BMW 5 Series VS Volvo S60
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
- Stunning looks
- Great safety kit
- Good value
- Not as fun as some
- Real world fuel use question marks
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|
That’s because this is the Volvo S60 2020 model, which is all new from the ground up. It’s striking to look at, svelte inside, and smartly priced and packaged.
So, what’s not to like? If I’m honest, the list is short. Read on to find out more.
|Engine Type||2.0L turbo|
|Fuel Type||Premium 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 new-generation Volvo S60 is a really likeable car. It follows the brand’s recent form in offering impressive, luxurious and comfortable models that also happen to offer extensive equipment and strong safety levels.
It is somewhat hamstrung by an ownership plan that can’t match its rivals on cost, but buyers could consider that they’re getting more car for their initial money, anyway.
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.
Svelte and Swedish it may be, but this is also one sexy looking sedan. The R-Design model is particularly attractive, as it gets a muscly body kit and bigger 19-inch wheels.
All models have LED lighting across the range, and the ‘Thor’s Hammer’ theme Volvo has been sticking with over the past few years works a treat here, too.
At the back there’s a really tidy backside, with a look that you could confuse for the bigger S90… apart from the badge, of course. It’s one of the best looking cars in the segment, and that largely comes down to the fact that it appears more resolved and luxurious looking than its rivals.
It carries its size well - the new model is 4761mm long on a 2872mm wheelbase, it’s 1431mm tall and 1850mm wide. That means its 133mm longer (96mm between the wheels), 53mm lower but 15mm narrower than the last model - and it’s built on the brand’s new Scalable Product Architecture - which is the same underpinnings from the range-topping XC90 to the entry-grade XC40.
The interior design is what you’d expect if you’ve seen any new Volvo from the past three or four years. Take a look at the interior pictures below.
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.
Volvo’s current design language is common from the XC40 through to the XC90, and the ’60 Series’ range also gets the same premium treatment.
The cabin is lovely to look at, and the materials used are all beautiful - from the leather on the steering wheel and seats, to the wood and metallic elements used on the dashboard and centre console. I still love the knurled finishes used on the engine starter and controls, even a few years after this look debuted.
The media screen is familiar too - a 9.0-inch tablet-style vertical display - and it does take a little learning to figure out how the menus work (you have to swipe side-to-side for detailed side menus, and there’s a home button down the bottom, just like a real tablet). I find it perfectly usable, but I do think the fact the ventilation controls - air con, fan speed, temperature, air direction, seat heating/cooling, steering wheel heating - all being through the screen is a little annoying. I guess a small saving grace is the de-mister buttons are exactly that - buttons.
There is a volume knob with a play/pause trigger as well, which is great. And there are controls on the steering wheel as well.
The storage in the cabin is okay, with cup holders between the seats, a covered centre bin, bottle holders in all four doors, and a rear flip-down armrest with cupholders. Now if you’re reading this review you must have a thing for sedans. That’s cool, I won’t hold it against you, but the V60 wagon is clearly the more practical pick. Even so, the S60 has a 442-litre boot space, and you can fold the rear seats down for extra room if you need it. The opening is a decent size, but there is a slight intrusion at the top edge of the boot that can limit the size of things that’ll fit as you slide them in - our bulky pram, for instance.
And keep in mind, if you choose the T8 hybrid, the boot size is a little compromised by battery packaging, with 390 litres.
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 S60 sedan range is attractively priced, with entry level variants undercutting some of the big name competitors.
The starting point is the S60 T5 Momentum, which is priced at $54,990 plus on-road costs. It has 17-inch alloy wheels, LED headlights and tail-lights, a 9.0-inch multimedia touchscreen supporting Apple CarPlay and Android Auto as well as DAB+ digital radio, keyless entry, auto dimming rear vision mirror, auto dimming and auto folding wing-mirrors, dual-zone climate control and real leather trim on the seats and steering wheel.
The next model up the range is the T5 Inscription, which lists at $60,990. It adds plenty of additional gear, with 19-inch alloy wheels, directional LED headlights, four-zone climate control, a head-up display, a 360-degree parking camera, auto-parking assist, wood interior highlights, ambient lighting, heated front seats with cushion extensions, and a 230-volt power outlet in the rear console.
Stepping up to the T5 R-Design gets you more grunt (info in the engine section below), and there are two options available - the T5 petrol ($64,990) or the T8 plug-in hybrid ($85,990).
Extra equipment for R-Design variants includes ‘Polestar optimisation’ (a bespoke suspension tune from Volvo’s performance division), 19-inch alloys with a unique look, a sporty exterior and interior design pack with R-Design sports leather seats, paddle-shifters on the steering wheel, and mesh metal interior finishes.
There are some packs available, including the Lifestyle Pack (with panoramic sunroof, rear window blind and a 14-speaker Harman Kardon stereo), the Premium Pack (panoramic sunroof, rear blind and a 15-speaker Bowers and Wilkins stereo), and the Luxury Pack R-Design (nappa leather trim, blonde head-lining, power adjustable side bolsters, front massage seats, heated rear seat, heated steering wheel).
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.
All of the Volvo S60 models use petrol as part of their propulsion method - there is no diesel version this time around - but there are a few details when it comes to the petrol engines used in the range.
The T5 engine is a 2.0-litre four-cylinder turbo motor. But there are two states of tune offered here.
The Momentum and Inscription get the lower state of tune - with 187kW of power (at 5500pm) and 350Nm of torque (1800-4800rpm) - and it uses an eight-speed automatic with permanent all-wheel drive (AWD). This powertrain’s claimed 0-100km/h sprint time is 6.4 seconds.
The R-Design model takes a higher tune of T5 engine - with 192kW of power (at 5700rpm) and 400Nm of torque (1800-4800rpm). Still eight-speed auto, still AWD, and a little quicker - 0-100km/h in 6.3sec.
At the top of the range there’s the T8 plug-in hybrid drivetrain, which also uses a 2.0-litre four-cylinder turbo engine (246kW/430Nm) and pairs it to an electric motor with 65kW/240Nm. The combined outputs for this hybrid drivetrain equate to a phenomenal 311kW and 680Nm, and that makes its 0-100km/h time of 4.3sec all the more believable.
And then there’s the fuel consumption…
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.
The official combined fuel consumption of the S60 varies depending on the powertrain.
The T5 models - Momentum, Inscription and R-Design - all use a claimed 7.3 litres per 100 kilometres, which on the surface appears a little high for a vehicle in this segment.
But there’s a great evener in the T8 R-Design, which uses a claimed 2.0L/100km - now, that’s because it has an electric motor that can allow you to drive without petrol for up to 50 kilometres.
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.
The Volvo S60 is a really nice car to drive.
That might seem a little lacking in terms of descriptive wording, but ‘really nice’ sums it up so well.
We mainly spent our time in the sporty T5 R-Design, which is impressively quick when you engage Polestar mode, but never leaves you feeling like you’re at the ragged edge. In normal driving, with Normal mode engaged, the engine response is more measured, yet still sprightly.
You can feel the difference between the R-Design version with the T5 engine and the non R-Design models, which run a 5kW/50Nm deficit. Those models offer better than adequate grunt, and you might find you don’t really need the extra punch.
The R-Design’s engine is smooth and revs freely, and the transmission is a smart thing, too, shifting almost imperceptibly and never really setting a foot wrong in terms of gear selection. The S60’s all-wheel drive system allows easy progress and plenty of traction, while the R-Design’s 19-inch wheels with Continental tyres offer heaps of grip.
The steering isn’t as engaging as in some other luxury mid-size models - it’s not quite as much a point-and-shoot weapon as a BMW 3 Series, for instance - but the steering wheel is easy to turn at low speeds, offers decent response at higher speeds, though it’s not overly engaging if you’re an enthusiastic driver.
And the ride is mostly quite comfortable, though sharp edges at lower speeds can upset things - that comes down to the 19-inch wheels. The T5 R-Design model we drove is fitted with Volvo’s Four-C (four corner) adaptive suspension, and in Normal mode there was slightly less stiffness over patchy sections of road, while the Polestar Mode made things a little more aggressive. The other models in the range have non-adaptive suspension. The S60 T8 R-Design we drove at launch was a little less comfortable, feeling a bit more easily upset by bumpy sections of road - it is considerably heavier, and it also misses out on the adaptive suspension.
The cornering stability from the suspension is impressive, with very little body roll through faster corners, but just be mindful that a Momentum - which has 17-inch wheels - could be a better pick if you often drive on rougher roads with varied surfaces.
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.
Volvo is synonymous with safety, so there’s no surprise that the S60 (and V60) scored the maximum five star Euro NCAP crash test rating when tested in 2018. They haven’t been put through the ANCAP ringer yet, but a maximum five-star score is a given.
Standard safety equipment for all S60 models includes auto emergency braking (AEB) with pedestrian and cyclist detection, rear AEB, lane keeping assist with lane departure warning, blind spot monitoring with steering assist, rear cross-traffic alert, adaptive cruise control, and a reversing camera with front and rear parking sensors (plus 360-degree surround view standard on all but Momentum grades).
There are six airbags (dual front, front side, full-length curtain), plus there are dual ISOFIX child seat anchor points and three top-tether restraints, too.
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.
Volvo covers its models with the equivalent of the ‘standard’ level of cover in the luxury segment - three years/unlimited kilometres. It will also back its cars with the same cover for roadside assist for the duration of the new car warranty. That doesn't move the game on.
Servicing is due every 12 months or 15,000km, and customers can now purchase a three-year/45,000km inclusive service plan for about $1600 - which is considerably more affordable than the previous service plans. Volvo has made this change based on the feedback of customers and reviewers (and because the other brands in the market offered more aggressive plans), so that's a plus.