BMW 520i vs Isuzu NPS

What's the difference?

There’s no getting around the i5 being a rather expensive offering. More than $150,000 to get into an electric sedan that’s not much faster than a hot hatch is a big ask, but there’s plenty to enjoy about the 5 Series.

Things like its heated leather seats shouldn’t be the reason you’re willing to spend so much on a sedan when a $50,000 hybrid SUV will score you the same, instead it’s the fact the 5 Series is a delight to drive and hasn’t lost the feeling of prestige the badge has earned over the last half a century.

In terms of value - if speed isn’t your focus and you’re less of a gadget-type-operator when looking at cars like this - the 520i has the style and comfort you’d need and at $100K less than the M60.

And in terms of large electric sedans, the i5 eDrive40 is cheaper than a Porsche Taycan (by a little) or an Audi e-Tron (by a lot). The Genesis G80 Electrified is the closest cheaper rival, by about $10K, or the less powerful Mercedes EQE is similarly priced at $154,900.

Essentially, if you’re looking at a 5 Series, it might be worth considering if you really need it to be electric, but if so, there aren’t many alternatives in its category for the price.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

A truck like the NPR (or any other truck, really) is never going to replace a dual-cab ute in terms of its duality. While the latter can tend to weekday chores and be quickly reconfigured for weekend fun, the light truck has no such facility. Nope, it’s a workhorse. Period.

You need a fair bit of real estate just to park the Isuzu overnight and it certainly won’t fit in the typical supermarket car space. It’s hardly sporty to drive, either, although the latest upgrades have made it more user friendly in a total sense and safer than ever before.

But what it does do that a dual-cab ute can’t often do, is tackle bigger, heavier jobs with a fair bit of bandwidth still up its sleeve. And if the nine-to-five side of things is where you need to be, then a vehicle like this has to be worth a look. And if you consistently find that you’re sailing close to the wind in terms of exceeding a ute’s legal payload, towing capacity or GCM, then the extra bigness of a light truck could make a huge difference.

That’s especially so given the price tag. Okay, you’re not buying a lot of high tech for your money, but you are getting some seriously stout engineering and an expectation that you won’t be working the thing to death anytime soon.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

If you’ve watched other members of the BMW family go into a new generation within the last few years - the 3, 4 and 7 Series particularly, you won’t be too surprised by what you see here. Especially with the latter, having seen the petrol variants look roughly the same as the electric ones.

BMW specifically made the petrol 520i and the i5 variants look similar for egalitarian purposes - to not disenfranchise 520i buyers who are still spending a fair chunk of cash but might not be ready to go EV.

That means all three variants score a mix of new and old. The kidney grille remains and isn’t as large as on the M3 or 4 Series, while the bonnet line following it and the ‘character line’ down the car’s side also remain. And yes, the Hoffmeister kink where the C-pillar meets the passenger window’s lower corner is still there.

On that C-pillar though is a ‘5’ stamped into the bodywork, new to this generation, while the front grille as mentioned has a glowing light surround - the brand’s ‘Iconic Glow’ already seen on the 7 Series.

Overall, thanks to being slightly larger in every dimension, the new 5 is starting to look bigger than a 7 Series from a little while ago. And that’s because it is - its body is overall longer than an E65 7 Series from the mid-2000s.

It’s 5060mm long 1900mm wide, 1515mm tall (97mm longer, 32mm wider, and 36mm taller). Its wheelbase is 20mm longer too at 2995mm. 

It can’t be easy to make a light truck look fashionable, but Isuzu has done a reasonable job of making the thing look, at least, current. The lighting has all been changed to LEDs now, and the bold, angular face the truck presents looks pretty modern.

But new tech has also forced some design changes. The bull-bar that is part of the Tradepack deal, for instance, has been redesigned with changes to the main hoop. That’s all to accommodate the radar units inside each headlight that inform the front cross-traffic warning system of anything in the way.

Also notable is the attention to detail of the optional (rather than the alloy tray seen here) Australian-made service body. With a choice of internal layouts, the flip-up sides reveal a proper workshop on wheels when configured that way.

It’s also nice to see that all the clips and catches on the drop-side tray can be easily replaced if damaged.

A longer wheelbase means more space inside, where the 5 Series also still looks fairly familiar to those who have spent any significant time in a recent model BMW.

BMW has historically been pretty bang-on with ergonomics, and the new-gen 5 does a good job of sticking to that. Comfortable sports seats and quality feel for the materials on touch points mean the 5 Series feels nice to be in, and relatively restrained interior design for a somewhat luxurious car means it looks nice too.

It’s let down only by a couple of things - its multimedia screen and Operating System 8.5 is a little less simple to use now, and requires more touching the screen than previous iDrive systems, rendering the scroll wheel less useful.

The BMW Interaction Bar too is a little tricky to see controls on, as well as lacking physical feedback for using controls. Vent flow controls are digital sliders on the Bar, while vent direction is controlled by an unusual ‘joystick’ style control nearby.

The rear seat is plenty spacious, as you’d expect from a large sedan, with climate controls and ports for charging devices in the rear.

The new cabin Isuzu has brewed up certainly brings the truck into the present, but it’s still very much a light truck in some respects. As in, it’s still a pretty good climb inside, although there are steps and handles to make that easier. The steering column still gets in the way as you swing your left leg inside, though.

The plastic surfaces would still make a car interior designer cringe, and the floor is vinyl and the seats cloth. But the three-abreast seating arrangement makes sense and, should you choose the dual-cab N Series option, there’s actually seven seats in all.

Cabin storage has obviously been a priority for Isuzu, and there are three large, netted overhead bins above the top of the windscreen, as well as bins and buckets across the width of the lower dashboard. Interestingly, each door has just a single, slim pocket and no bottle storage.

The centre console addresses that somewhat with a pair of cup-holders and a pen slot, while there’s also a large bin behind the seat on the bulkhead. There’s also an interior light that wouldn’t look out of place in an industrial kitchen.

The dashboard is home to a pair of USB charge-ports in the centre and the truck stuff continues with a wand for the exhaust brake and a knob near the steering column for a fast-idle setting. It’s also nice to see that even though Isuzu has adopted keyless entry and start for the N Series, the starter button resembles a conventional key and is located right where it should be in the side of the steering column.

What’s missing? Mainly a vanity mirror on either side of the cabin and a physical volume knob for the stereo. Oh, and paddle shifters would be nice too, especially when towing.

Externally, the Tradepack option gets you an aluminium drop-side tray, sturdy ladder racks, a tow bar, bull bar, toolboxes fitted below the tray between the axles and even a wash station for after-work clean ups.

The tray is fitted in Australia (many of the Ready to Work body options are also made here) and the load floor is a vast expanse of alloy with the ability to cope with small, heavy objects thanks to its high-impact materials. But the usual drop-side tray caveats apply including a high loading height, rattling from the sides and the legal requirement to lash everything down before hitting the road.

Meantime, part of the overall appeal of the Isuzu line-up is that there are something like 40 different permutations of cabin width, wheelbase, GVM, overall length and driveline.

But here’s perhaps the N Series’ greatest trick when it comes to being practical: While it’s easy to dismiss the vehicle for being too big and unwieldy, many operators would possibly find that the extra payload and real estate in the cargo area means that they might not need to tow a trailer every time they venture on to a job site. At which point, the dual-cab ute with a tandem trailer starts to look less convenient, especially if there’s any reversing or squeezing on to a tight site involved.

Oh, and if tight spaces really are an issue, the N Series’ sub-10m turning circle makes a typical dual-cab’s 12.5 metre turning circle look ridiculously ungainly. And that’s before we get to that trailer.

Typically for a vehicle like this, a full-sized spare tyre is included.

Like the rest of the N Series line-up, the NPR Tradepack model we’ve chosen to review here is available in a range of cabin widths and wheelbases and even a choice of Gross Vehicle Mass. But first, let’s break down the badge. In Isuzu-speak, N stands for the smallest family in the light-truck line-up. As such, it can be driven on a normal car license in Australia.

The P stands for the GVM, in this case that license-friendly 4.5 tonnes, although you can opt for the higher, 6.5-tonne GVM at which point an endorsed license is required.

And, finally, R is Isuzu’s in-house code for a truck that is two-wheel-drive and uses conventional steel-spring suspension rather than air suspension.

Isuzu says the Tradepack option with its large tray and fittings is a very popular one, so that’s what we’ve concentrated on here. That pack equates to all the drop-side tray, racks and fittings, so it’s a comprehensive add-on. Of course, you can take your NPR as a bare cab-chassis, too, and save by swapping over the tray and fittings from your old truck.

Beyond the nuts and bolts stuff, the NPR includes LED lights all-round, heated and powered exterior mirrors (and they’re huge), keyless entry and start, cruise control, steering-wheel mounted controls, climate-control air-con, a suspension driver’s seat and a tilt and reach adjustable steering column. There’s also a 10.1 inch multimedia screen in the centre of the dashboard, digital radio, sat-nav and wired Apple CarPlay and Android Auto connectivity.

The features that tell you this is still a truck and not a passenger car include the steel wheels, cloth seat trim and vinyl flooring.

As it sits, the NPR Tradepack costs $86,014 on the road, but that’s an all-up figure, and not one where you then have to arrange your own accessories and bits and pieces. It’s also within a few hundred dollars of the Ford Ranger Super Duty Super Cab which, perhaps not so coincidentally, has an identical GVM of 4000kg, GCM of 8000kg and slightly more towing capacity of 4500kg versus the NPR dual-clutch’s 4000kg.

Despite BMW calling it ‘electrified’, the base 520i is only a mild hybrid so most wouldn’t realise unless they were told.

Its turbocharged 2.0-litre four cylinder puts out a modest 153kW and 330Nm, with power and torque sent to the rear wheels via an eight-speed automatic transmission.

BMW claims it’ll knock over the 0-100km/h sprint in 7.5 seconds, a few seconds too slow to blow anyone’s socks off.

The mid-spec eDrive40 has a little more kick to it, its rear-mounted electric motor capable of 250kW/430Nm and able to cut that time to 6.0 seconds.

It’s fitted with an 84kWh battery to draw its power from, the same as the 442kW/820Nm M60 with its all-wheel drive dual-motor setup.

The M-tuned i5 can hit 100km/h in a claimed 3.8 seconds. Bye bye socks, perhaps.

Believe it or not there’s actually a family connection between the 3.0-litre turbo diesel in the Isuzu NRL and the Isuzu D-Max dual-cab and MU-X SUV.

While the displacement of the D-Max remains, the unit in the light truck has been retuned to liberate more torque at lower engine speeds. In this case, that’s 129kW at 2860rpm and 430Nm of torque anywhere between 1450rpm and 2860rpm. That gives the engine great flexibility, but the transmission also plays a part.

That’s either a six-speed manual or a nine-speed dual-clutch unit. The latter has either manual or fully automatic shift modes, and it’s worth is backed up by the potential for lower fuel consumption thanks to the inherent efficiency in such a transmission as well as the three extra ratios.

Designed and made in-house at Isuzu, the brand says it’s confident the wet-clutch unit doesn’t carry the potential flaws of some other dual-clutch units we could name. That said, Isuzu has downgraded the towing capacity from 4.5 to four tonnes if the nine-speed is fitted.

And just like any good truck, there’s the provision for a power-take-off on the side of each transmission option, as well as an exhaust brake to help the mechanical brakes when fully laden.

Unlike many light trucks before it, the Isuzu doesn’t get stuck with a rigid front axle. Instead, you get a proper independent set-up with coil springs, while the rear end remains a live axle with leaf springs in the interests of carting lots of heavy stuff.

BMW claims the petrol 520i sips 6.7 litres per 100km from its 60-litre fuel tank, though we were unable to independently test any of the claimed figures on the launch day.

The base car has a theoretical range of 896km if it was possible to achieve the claimed fuel consumption figure for the duration of the whole tank - but it isn’t and realistically you could knock about 20-30 per cent off that, depending on how enthusiastically you drive.

In the i5 variants, the same 84kWh battery provides slightly different ranges due to the eDrive40 using 16.56kWh per 100km, and the M60 using 18kWh.

The eDrive40 has a claimed 550km maximum range, while the M60 has a 506km figure thanks to its extra motor and weight.

This is a cursed subject in the truck segment, because there’s just no standard pattern of usage, nor a typical loading scenario. Some trucks will spend their whole lives heavily loaded going from red light to red light, others will be less burdened and driven between regional towns.

But what we can tell you is that unladen and driven sensibly, this truck should be able to return fuel consumption figures in the low teens per 100km. Throw the full payload and a trailer on the back and head for hilly country and you could easily double that and then some.

As such, the range from the 100-litre fuel tank is going to vary enormously, but should be somewhere between 500 and 800km.

The other thing to bear in mind is that the upgrade to this model has brought the Isuzus in line with Euro 6 emissions or their Japanese equivalent. So they now need AdBLue and there’s a 14-litre tank for that.

For some cars, the list of features is what really separates the variants, but that’s not the case for the 5 Series. As is a bit of a BMW tradition, the drivetrains dictate the different trim levels and prices, and there are three fairly distinct flavours of 5 Series.

Starting at ground level, the 520i might at first seem like a bit of boring vanilla. Except it’s actually quite smooth and light vanilla.

There’s not a lot to write about when it comes to its drivetrain, but the lightness of its engine and petrol tank combo when compared to EV batteries and motors is refreshing, and makes for a quite dynamic rear-drive sedan.

Its 153kW and 330Nm is delivered smoothly enough with the mild hybrid assistance doing a little in helping responsiveness, but without intervening in the gearshifts it doesn’t feel particularly keen.

It lacks the ride comfort of the i5’s adaptive suspension, but it’s able to be driven in a spirited manner that belies its size and even, to some extent its 1725kg kerb weight. Chocolate sprinkles on the vanilla, if you like.

It’s not fast, but it feels nimble compared to its electric siblings and can carry a fair bit more speed through corners, after which there’s room to notice its rear-drive characteristics.

It’s especially noticeable after getting out of the 2130kg eDrive40, though the extra power from its 250kW/430Nm motor makes for some more spirited acceleration and a little more excitement when exiting a corner, especially if you’re aiming to double-check if it really is rear-wheel drive. There’s a little more than choc-topped vanilla going on here.

The steering is, like in the 520i, direct and responsive, though in most cases is probably best set to ‘comfort’ rather than ‘sport’ in its settings. 

The eDrive40 is rather comfortable and capable when barrelling through twisty backroads, and doesn’t feel out of hand for a five-metre-long sedan. It holds its weight well, and telegraphs when you might be approaching the limit quite sensibly.

When considering that, then, it’s impressive how brutally capable the 2305kg M60 is.

Here, we’re looking at a double-choc fudge with extra choc, and maybe some cookie dough in there for good measure. There’s a lot to like, but boy is it heavy.

It’s 580kg (or exactly half a Peugeot 208 GTi) heavier than the 520i, but it feels quick on its feet and its anti-roll seems to do a lot in terms of dynamics, the limiting factor really seems to be its tyres (which can and will squeal quite quickly to let you know when approaching said limit).

While you’ll need to take caution with how much speed you approach a corner with, you’re not going to lack acceleration on the other side, its all-wheel drive being less ‘fun’ but more efficient at getting you away from the bend than in the rear-drive eDrive40.

That adaptive suspension does also translate to a comfortable ride on relatively rough roads - only particularly bad bumps will reveal how much weight and pressure is being placed on each corner of the big sedan.

Actually climbing aboard the Isuzu is job one, and you’ll need the handles and step to do it safely. Then again, it’s probably no more testing than getting into a really low sports car in a degree of difficulty sense.

With that accomplished, you’re met with two things; the view out and the very un-car-like driving position. The first is fantastic for forward vision. And it’s not just the height advantage over other traffic. The cab-over-engine layout also means you’re almost at the very front of the truck, meaning you can see a lot more of what’s directly in front of you, even if it’s almost under your nose. Jumping back into a dual-cab ute for comparison emphasises the point enormously.

The driving position, meanwhile, might take more getting used to. The steering wheel is almost flat and you tend to sit pretty upright. Long-distance drivers will tell you this is actually great for long stints at the helm, and it honestly feels pretty natural after just a few minutes. But the steering column placement means there’s no chance of left-foot braking which some drivers (this one included) prefer.

Once you’re rolling, the dual-clutch transmission starts to feel pretty handy with short, sharp upshifts and a calibration that sees it keen to downshift on deceleration to help balance the vehicle, take the stress off the brakes and ensure that the engine is in its power band for when you next throttle on.

Speaking of which, the engine is not exactly overpowering, but it does produce the meat of its muscle in the right places, helped no end by having nine ratios to play with. And here’s an interesting point: The way the engine is installed in the NPR – and despite the fact that you’re sitting pretty much right on top of it – there’s less noise and vibration from the 3.0-litre than in an Isuzu D-Max ute. Obviously, low vibrations and less noise are factors in staving off driver fatigue, and clearly Isuzu knows how to achieve this.

Ride quality will vary hugely depending on what’s on board. We tried the NPR with a full load of gear on the tray, taking it almost to its payload limit. At that point, the ride was actually quite compliant, and the only odd sensation is that of having your backside right over the front axle.

The other mantra held dear by fleet managers is that the best way to reduce breakdowns is to take the driver out of the equation as much as possible. That explains the dual-clutch transmission, for one, but it also perhaps explains why the NPR is set up to be actually very easy and simple to drive. It’s definitely scarier to look at than to pilot. And that turning circle is something else!

You can absolutely thank OH&S legislation for the huge leaps in active and passive safety that vehicles like the Isuzu have made in recent years.

Although this class of vehicle is not required to be crash tested (and, therefore, there’s no safety star rating available) even a scant knowledge of physics suggests that sitting the passengers up high in a vehicle with a strong chassis is a very good start when it comes to crash safety.

Passive safety is also helped by an airbag for both driver and the two front-seat passengers in the case of the three-seat variant we’ve looked at here. But only the outboard passengers get a three-point seat-belt, and the centre position gets a simple lap-belt.

There are also side intrusion bars in the doors as per passenger-car best practice and the overhead storage space features a safety net. There are no side-curtain airbags, but again, that high seating position makes the N Series inherently safer for passengers in a typical side impact.

But it gets better with a long list of driver aids, most of them straight out of the current passenger-car playbook. Running changes to the vehicle over the years have seen the addition of autonomous emergency braking (AEB), anti-skid brakes, stability control, a driver attention monitor, a distance warning system for vehicles in front, brake-force distribution and lane departure warning.

New safety tech this time around includes front cross-traffic alert and braking, mis-acceleration (pedal-error) mitigation, traffic and speed-sign recognition, a distance warning system that also advises of the speed of the car in front and improvements to the rear camera system.

And yet, there’s probably more work to be done here. We’d like to see a standard 360-degree camera and tyre pressure monitoring as well. These are both available at extra cost right now, but really should be standard on a vehicle like this. Rear cross-traffic alert is also missing, but that’s more about standardising the sensors and their calibration on a huge range of rear-body designs, apparently.

There’s also an apparent tech gap to be bridged, too, and right now only the dual-clutch-equipped version gets the speed limiter and adaptive cruise control, while the conventional manual does not.

Isuzu is also making a big noise about the new electronic park brake which can be used in an emergency to bring the vehicle to a complete, controlled stop if necessary.

BMW has a fairly industry-standard five-year/unlimited kilometre warranty on its new cars, while its electric car batteries are covered by an eight year/160,000km warranty.

For servicing, BMW offers numerous discounted packs and deals based on your preferences and desire to pay upfront.

For the 5 Series, a five-year/80,000km basic service package is $2400, though the i5 will have different needs and lower servicing costs not yet listed by the brand.

Despite the hard life many trucks are destined to live, Isuzu offers a standard six-year/250,000km warranty on the cabin and chassis of this model. The rear RTW body (whatever form that takes) is covered for three years. There’s also a three-year warranty on genuine accessories provided they were installed by a certified fitter.

Service intervals are every 25,000km, 12 months or 5000 hours of operation, whichever comes first. There’s also six years of roadside assistance thrown in.

Isuzu offers a range of service agreements ranging from the basic package right up to a plan that covers everything including wiper blade replacement.

There are currently 84 Isuzu dealers or authorised service outlets around the country, including some pretty far flung spots, so service and parts should be less of a problem than for some other brands.

Mechanically, Isuzu has worked to reduce servicing times, including the use of sealed-for-life wheel bearings.