BMW 5 Series - women's view

BMWs latest 5 Series still rules the roost in the executive sector and its as appealing for women as for men, says June Neary

Youd have expected the BMW 5 Series to have been toppled from its throne in the executive sector by now. Yet it continues to rule the roost the more so with the introduction of the latest generation version. And that styling? Well, its growing on me, I have to say. Burkhard Goschel, the Munich companys head of research and development said that "the days of lookalike BMWs are over from now on each volume model will display its own unmistakable personality." I wouldnt argue with him on that one. This is in contrast to Audi and Mercedes whose models appear increasingly homogeneous. Though its all a bit teutonic for me, I cant help being attracted by its continuing blend of speed, handling and sheer quality.

As usual with 5 Series models, theres a two-way choice of bodystyles saloon and Touring estate. Measuring 4.48m in length, the 535d 5 Series Touring model I tried is a good deal longer than the car it replaced as well as marginally wider and higher. Theres 3cm more shoulder room and 4. 

5cms of additional rear passenger knee room as a result with increased headroom for all occupants. Whats more, load capacity has been raised to 535 litres with the 60/40 split folding rear seats in place and a hefty 1,650 litres with the seats folded down an increase of 125 litres over the old car. The latest model features a split bootlid with the rear window opening separately for the easy loading of small items. Customers can also opt for a fully automatic tailgate operation with a press on the key fob opening the hatch and simultaneously retracting the boot load cover. 

Neat. Theres a lockable floor panel that conceals a 35-litre area for the spare wheel and tyre, but if run-flat tyres are chosen, this is converted to additional storage space for valuables. I liked the little touches too. The way for example, that there's no need to move the seat cushion, lift out the rear head restraints or fiddle with the rear seatbelts when folding down the rear seat. The way that the retractable luggage cover slots in behind the front seats when you're not using it. And of course that natty back screen, which opens separately, so that you can throw in a coat or a sports bag without lifting the rear tailgate. The tailgate itself is easy to use too; when closing, you can let it fall gently onto the latch and watch an electric motor click it into place. One clever option is a rear floor which slides two feet out of the car on beautifully engineered roller bearings, takes up to 170lbs of cargo, then slides in again. 

The controversial iDrive control system is carried into this car from the larger 7 Series. However, this version is notably easier to use than the 7-series system and is backed up by more conventional knobs and switches on the fascia. There are also programmable favourites buttons to make key features more accessible. The fiddly electronic handbrake system used by its big brother has also been replaced, in this instance by a conventional manual one. 

A wide range of engines are available in the mainstream line up, the 190bhp 523i, the 218bhp 525i, the 272bhp 530i, the 306bhp 540i and the 367bhp 550i. Then theres the 177bhp 520d, the 197bhp 525d, the 235bhp 530d and the 286bhp 535d. That only leaves the mind-boggling M5 with its 507bhp V10 engine. Read the figures and weep in abject terror 520Nm of torque, 0-62mph in 4. 

7s, 0-124mph in 15s and a derestricted 205mph top speed. That is some car. In the 535d I was driving, sixty is just 6.4s away en route to a maximum of around 155mph. 

Yet fuel consumption is excellent (expect to average around 35mpg). These are figures good enough to make you wonder why people pay the considerable premium to own the larger-petrol engined variants. Each to his own company bank account.

It depends on how you look at it. BMW is asking a lot of money but then, youll get much of it back when you come to sell. Amongst the opposition, Audis A6 is slightly cheaper while Mercedes E-class will cost you slightly more.

The 5 Series will always find room in my drive. The price tag is self-indulgent, yes, but you get what you pay for. It was ever thus.

BMW 5 Series Range : FIVE STAR TREATMENT

Just as the E60 generation of the 5 Series starts to get a bit easier on the eye, BMW has gone and updated it. Andy Enright reports

Hindsight is a perk not afforded to road testers. When BMWs E60 generation 5 Series was launched in 2003, and Ill level with you here, most of us thought it was way too radical to succeed. It looked like nothing else on sale and many commentators thought that the flame-surfaced styling and jarring lines just flat didnt work. Fast forward three years and its hard to think of another executive car that looks better. 

The Audi A6 and the Mercedes E-Class certainly dont rival the 5 Series in the styling department. Perhaps Chris Bangle, the man behind this design language, was right. He certainly took the flack well from a largely conservative press.

It turns out we were wrong to scoff at his penmanship. After a faltering start, 5 Series sales lit the burners and took off, 2006 marking a record year with 19,600 cars sold. Recently, theres been a visual tweak to the range, improvements to the engines and the introduction of a Touring version of the M5 to keep things ticking over. In most classes of car, the gap between the best and the next best isnt actually that great. 

Not here. If youre a serious driver, the BMW 5 Series takes all of its key rivals out back and gives them a good shoeing. Mercedes E-Class? Too soft. Audi A6? Too big and too vague. 

Jaguar S-TYPE? Poor consistency of control weights. Lexus GS? Next! Taken in isolation, any of these cars would seem like a good steer. Drive one back to back with a 5 Series and you see where the expertise lies in the chassis development, where BMW has leaned on its competition heritage, where those weeks pounding round the Nurburgring have paid dividends. BMW has introduced a regenerative braking system that uses the engine deceleration under braking to charge the battery. 

This means that the alternator has less to do in normal driving conditions which, in turn, means a reduction in fuel consumption and emissions of around 7 per cent. All nine engines in the 5 Series range have been revised to offer better power and economy, while a revised six-speed auto box has also been introduced. Buyers of 550i, 540i, 530i, 535d and 530d models can opt for the Automatic Sports Transmission which has wheel-mounted paddles for even sharper changes.

"Despite its high-tech touches, theres something refreshingly old-school about the BMW 5 Series"

The once radical shape of the 5 Series has now matured nicely into a discreet but smart piece of design. In a bid to keep things fresh, BMW has made a few small changes to the latest car. At the front, the headlights and indicators are now clear glass while the kidney grille sits flush with the bumper. The air duct in the rear valance has been revised while the side sill gets an additional contour line and horizontal LEDs are used in the rear light cluster. 

Inside, the door panels and window switches have been redesigned and theres now eight freely programmable favourites buttons on the dashboard so that drivers dont have to use the infernal iDrive control system quite so much. Theres also an optional Lane Departure warning system offered. The 5 Series remains a big but not bulky car. The saloon gets decent space up front with slightly below average rear leg room and a 520-litre boot. 

Measuring 4.48m in length, the Touring estate features a 535-litre load capacity with the 60/40 split folding rear seats in place and a hefty 1,650 litres with the seats folded down. Theres also a split bootlid with the rear window opening separately for the easy loading of small items. Customers can also opt for a fully-automatic tailgate operation with a press on the key fob opening the hatch and simultaneously retracting the boot load cover. 

The basic model line up doesnt look a whole lot different these days but there are subtle improvements right across the range. Power outputs have been teased upwards, examples being the 523i that now makes 190bhp (up 13bhp on its predecessor), the 535d which is now good for 286bhp (up 14bhp), the 525d thats now packing 197bhp (up a hefty 20bhp) and the 520d that now offers 177bhp (up from 163bhp). Prices start at just under £28,000 for the 520d SE and head north in the mainstream range to just over £50,000 for the 550i M Sport Touring. Mainstream isnt enough for some customers, however, and theyll want the M treatment. 

The M5 saloon is still for sale but its now augmented by the 507bhp M5 Touring estate, priced at £68,495. This model can even be specified with the BMW Individual High End Audio system that features sixteen speakers which handle the eardrum-perforating 825 watt capacity. As youd expect with such a varied model range, cost of ownership is really what you make of it. Nobody buys a 4. 

8-litre eight-cylinder BMW 550i and expects it to be inexpensive to run but economy has improved across the board with even this 367bhp behemoth averaging 25.9mpg (up by two per cent). Opt for something like a 525d and youre buying a car that knocks on the door of 200bhp, will average over 45mpg and depreciates only marginally slower than gold bullion. The big petrol-engined (non-M) 5 Series models suffer heavier depreciation than the diesels. 

Try 52 per cent after three years for the 535d versus 39 per cent for the 540i. One thing to watch for is the temptation to blow big money on options, skewing these figures somewhat. The dynamic appeal of the 5 Series is, however, reflected in the insurance valuations and even a relatively modest 523i gets saddled with a Group 17 rating, two groups higher than a broadly comparable Saab 9-5. Opt for an M5 and youre looking at Group 20 insurance commensurate with its supercar-slaying performance. 

At 167 pence per mile, the ability to hunt down Ferraris and Lamborghinis while seating five, nevertheless represents rather good value. The 5 Series remains a very good car, quite rightly the go-to choice in this market sector for the keen driver. There are still factors that will put some off. The styling doesnt suit the more conservative palate, the iDrive infotainment system is infuriatingly obstreperous and the appeal of the BMW is a little macho for some. 

Look beyond these issues and theres a very complete car with a model range that offers true breadth and depth. Aside from the jaw-dropping M5, its the diesel models which draw most plaudits and the 535d is, and I dont use this term lightly, a work of genius. Even the entry-level diesel, the 520d, has enough about it to set that brilliant chassis alive. Despite its high-tech touches, theres something refreshingly old-school about the BMW 5 Series. 

Maybe its the reliance on the classic front engine, rear drive layout or the reliance on driving enjoyment selling the car. Whatever it is, we like it.

BMW 5 Series Gran Turismo, On sale sooner than you think

BMW isn't afraid of inventing new niches and that's exactly what this Geneva-bound concept will do. Part saloon, part hatchback, part SUV and part estate BMW refers to this 5 Series proportioned machine as the Progressive Activity Sedan. There's no denying it's got something of the look of BMW's existing genre-defying X6 about it, without the lofty ride height. 

Quite who the 5 Series Gran Turismo Concept is aimed at is anyone's guess, though if you've more than two children then it's not for you, as it only offers seating for four. The variable boot is accessed by one of two means, the two-piece tailgate offering either a full hatchback opening or a saloon-like bootlid - much like Skoda's Twindoor opening on its Superb. Production cars will feature BMW's latest engine line-up, including its acclaimed six-cylinder turbodiesels. Certain to be rear-wheel drive only in the UK, BMW's XDrive four-wheel drive system is likely on the continent when this concept turns into reality.

BMW 1 Series Convertible

ON THE ROAD

Performance 
The engine range majors on petrol power. The 118i and 120i have 2.0-litre units, with 141 and 168bhp respectively. The 125i and 135i have 3.0-litre six-cylinder engines, but where the 125i has 215bhp, the 135i’s twin turbochargers give a blistering 302bhp. The two smallest petrol versions are sluggish, but the others pull strongly. Initially, the only diesel option is the 175bhp 120d.  

Ride & handling 
In the conversion from coupe to convertible the 1 Series has lost a little sharpness, but few drop-tops at this price are as much fun to drive. Crucially, the body is stiff, so the steering remains precise and informative and the handling is grippy and well balanced. The ride is well controlled and generally comfortable, but the run-flat tyres thump over sharp bumps.

Refinement 

The 1 Series has a folding fabric roof, whereas many of its rivals have a metal one. It’s impressively refined nonetheless. There’s some wind noise at speed, but road and suspension noise are subdued and the engines are particularly smooth and quiet. The major controls work with well oiled precision and the Auto Start-Stop system on four-cylinder models is seamless.

OWNERSHIP

Buying & owning 
Prices are high for such a compact car, but BMW convertibles hold their value well. Fuel economy and CO2 emissions are competitive across the range, but six-cylinder models won’t be cheap to run. The 120d, on the other hand, makes lots of financial sense, with average fuel economy of 55.4mpg and CO2 emissions of just 134g km.  

Quality & reliability 
Inside, familiar BMW architecture confronts the driver. The clearly marked instruments and tactile buttons, stalks and switches all have the same quality feel of more expensive models from BMW's portfolio. Some of the plastics aren’t as appealing as its pricier models, but the overall ambience is classy and BMW’s recent reliability record is good. 

Safety & security 

Like every BMW, the 1 Series has stability control and the latest electronic braking aids as standard. The Convertible has front airbags and side airbags that cover the body and heads of those inside. Metal bars pop up from behind the back seats to give protection if the car starts to roll. Deadlocks help to deter thieves, but the fabric roof is more vulnerable than a metal one.

IN THE CABIN

Behind the wheel 
The 1 Series’ driver’s seat is a good place to be, with a simple dash and an excellent driving position. Even the lankiest driver will be able to get comfy, thanks to a wide range of steering wheel and seating adjustment. If you don't specify electrically adjustable seats, however, you'll need to pull on levers and shift your weight to adjust their height and angle.  

Space & practicality 
There’s plenty of space up front, but BMW’s claim that the 1 Series Convertible is a genuine four-seater is optimistic; rear legroom is tight and the steep backrest angle makes even short journeys uncomfortable. The roof folds down electrically in 22 seconds and, with it stowed, the 260-litre boot is big enough to hold your luggage for a weekend away. When it’s up, you can push the container that holds it out of the way to gain an extra 45 litres of space. 

Equipment 
The 1 Series isn’t short on kit. Entry-level ES versions have four electric windows, air-conditioning, alloy wheels, an MP3 input socket and automatic headlights and wipers. SE trim adds niceties like front fog lights, climate control, rear parking sensors and a multifunction steering wheel. M Sport trim includes a bodykit, larger alloys and lowered suspension.

BMW X3 2.0d

Previously untouchable in the premium compact SUV segment, the BMW X3 now finds itself with some impressive competition. Audi has the Q5 and coming over the hill, looking like a monster, is Mercedes’ GLK. Both are based on newer platforms than the X3 and offer serious, credible alternatives. Can BMW’s baby premium 4x4 still match up?
Isn’t the BMW X3 starting to feel a bit old now?

Would you believe the X3 only dates to 2004? Evolution has, however, left this BMW behind. Unlock or start the car and you immediately notice you’re using a metal key. Climb aboard and there’s no iDrive – though some may see that as a blessing – while all the main dials and switchgear are shared with the Z4 and look dated. 

Room in the back is a little tight but the seats are firm and comfortable and the boot big. Granted it’s not up to BMW’s latest standards, but it’s still a premium cabin.
What about on the road?

The X3 is very much the Mini-Me X5. Firm, driver-focused ride; car-like handling; commanding driving position. And in 2.0-litre turbodiesel form, it’s the real-world compromise with 174bhp, 258lb ft and 42.2mpg. 

We’ve been hugely impressed with this engine in the 320d saloon, where it's punchy, hugely refined, frugal. But here it doesn’t translate quite so well. At 1825kg, the X3 weighs 230kg more than its 3-series Touring counterpart, so the engine labours and thrashes much more noticeably under load and feels blunted too. 

Drive it after experiencing most diesels and you’ll still come away hugely impressed and it is good – but the X3 doesn’t showcase this powerplant at its best.

The steering is direct if a little artificial, and the seats comfortable. But is it really necessary to have such driver-focused handling for a 4x4? The Nissan Qashqai strikes a better balance here, being far more compliant over bumps – as does the Volkswagen Touareg. Even the bigger Touareg 2.5-litre diesel costs just £305 more.
Is the new Audi Q5 or Mercedes GLK better than the X3?

Match the three up and while the X3 instantly appears as the OAP, it’s still decent to drive, plus that badge carries a lot of cachet. Add in BMW’s Efficient Dynamics tech (decoupling alternator and active aero, but no stop/start in this auto guise) and the X3 will best both rivals. 

Be it a manual (43.5mpg and 172g/km CO2) or auto (42.2 and 178), the older BMW beats the only four-cylinder diesel GLK 220 CDI (a paltry 40.9mpg). The 2.0-litre Audi Q5 manages 42.1mpg and puffs out 175g/km in manual form – the seven-speed DSG will be available later.

But do buyers of these German 4x4s care about a few paltry grams or gallons? Both the Audi and Merc are bigger, brasher and flashier. That’s what counts in this market.
Verdict

The X3 is still a good package, but drive it back-to-back with the 3-series saloon and Touring and you soon question what exactly the X3 offers that the 320d doesn’t. And if you really need a 4x4, some rivals do the genre more justice.

BMW 750iL (2009) review

This is the BMW 7-series for people who think a 740i is a bit slack. And also for people who think the 740i is a bit too short. If you happen to be a chauffeur or a chauffeur’s employer the prospect of 140 extra millimetres of legroom in the back is no doubt deal-breakingly exciting, but for the rest of us there isn’t very much wrong with the standard 5072mm version. We’ll wager you wouldn’t get out of the latter after a long journey whinging about cramp.

And those extra millimetres don’t come cheap, either. The 750i already retails at a gulp-inducing £65,045, but if you play the long game you’ll be scratching around for an extra £2885 – that’s £20.61 per millimetre. 
What about this twin-turbo engine in the BMW 750iL – as good as they say?

Oh yes, it’s a corker, and the packaging is simply amazing. They’ve shoehorned both the turbos and the catalyst into the gap between the two banks of cylinders, making the whole lump much more compact. Obviously this is of limited value in an engine bay the size of Aberystwyth, but it will have a big impact on future models. And there’s a second purpose – the shape of the engine makes for more efficient breathing, leading to better performance.
So, is it quick?

The 62mph mark comes up in 5.2secs, so in that respect it’s got the Mercedes S500 and Audi A8 4.2FSI licked, and your chauffeur will top out at a limited 155mph on your autobahn commute. But the real meat of the engine is in its creamy mid-range, where the 442lb ft of torque keeps pumping all the way through the real-world driving zone, from 1750rpm on towards the 4500rpm mark. It never feels short of urge, despite the 2055kg it’s hauling (which is 35kg more than the short-arse version, incidentally).
It does sound a bit like there’s a ‘but’ coming…

Indeed. It all rather falls apart at the hands of the awful throttle and odd gearing. The fast pedal is so unforgiving you simply can’t modulate it, which gives rise to shockingly lumpy take-offs that will set the VIPs’ jewellery rattling. The first squeeze isn’t enough to get you off the line, so you press harder, and then break through suddenly to the floor like a skater arriving unexpectedly on a patch of thin ice. 


The six-speed auto box has been hailed by its makers as allowing for ‘quicker, more precise changes’, but I’m afraid it doesn’t feel like it. You spend far too long in what is surely too low a gear, and then seemingly morph into sixth once the revs have stacked up. Flick the lever into sequential and swap the cogs yourself and things are much improved, but surely, for a limousine, that’s not the show in town.
So, it’s not a sporty car, but does it handle?

Yes it does. The rear-wheels hook up with grand assurance, even when your skater’s right boot is flailing, and get within half a mile of an apex and you’re reminded what it is BMW can do – the barge feels balletic.
So, you like it, basically?

I do, despite the absurd over-egging of the electronics pudding, which continues to heap gadget upon gadget without any discernible improvement in your life. The reversing camera is always misted up, the windscreen takes an age to clear, iDrive is as maddening as ever and the electric handbrake is nowhere near as intuitive as Audi’s version of the same. But the steering is really tidy, the ride more svelte than any Beemer since runflats barged in, and the cabin is magically comfy.
And those looks?

It’s a little conservative perhaps, and lacks presence on the road, but after the screwed-up paper look of its predecessor this has to be a compliment. The 7-series has never needed to shout. This one whispers discreetly. Rather like a good chauffeur. 
Verdict

BMW's new Seven drives brilliantly, but potential customers are much more likely to be put off by the car's idiosyncrasies than be inspired to throw this 750iL into a bend. Best enjoyed from the back then.