SINTRA, Portugal – In a luxury market that’s dominated by the presence of the Mercedes-Benz S-Class, the BMW 7 Series carves a distinctive path. It’s all things to all people: comfortable yet dynamic; luxurious yet unostentatious; spacious enough without looking bloated.
But now, as I’m driving the new 5 Series along the spectacular N247 skirting Portugal’s coastline west of the capital, Lisbon, I can’t help but wonder whether the new executive sedan won’t hurt the big saloon’s sales. The G30 5 Series incorporates the technologies first seen on the Seven, but in a package that’s cheaper, less expensive to run (the claimed fuel-consumption figures across the board are staggeringly good) and less damaging to its owner’s wallet come resale. Make no mistake, in tough economic times, those factors are persuasive enough to sway buyers in favour of smaller vehicles, even in the luxury-car market.
Conservative skin; high-tech internals
More than two million examples of the current, sixth-generation 5 Series have found homes, so it’s understandable that BMW has chosen to stick to a winning formula. Don’t be fooled by the derivative exterior design, however; under the skin, this is as advanced as the carmaker gets.
Despite being larger – it now measures nearly five metres long and the wheelbase nudges three metres – and better equipped, the G30 is up to 100 kg lighter model to model. It’s also BMW’s most aerodynamically efficient car, registering as low as 0,22 Cd.
That figure is the result of a rigorous approach to direct airflow more efficiently, and detail enhancements such as active air flap control on the louvres in the radiator and creatively named Air Curtains and Air Breathers that cut turbulence in the wheelarches. Contributing to the weight loss are lightweight materials such as aluminium and magnesium. The doors, for example, are made of the former and weigh just 6 kg each, while the boot lid tips the scale at just 4,2 kg. An adroit natural fibre called kenaf that lines the boot lid shaves off 0,5 kg, and all that, combined with reworked turbocharged diesel and petrol engines that run cleaner and quieter, makes the new 5 Series as efficient as the current segment leader, the new E-Class.
The local market will see the introduction in late February 2017 of four models: a 140 kW/400 N.m 520d; 185 kW/350 N.m 530i; 250 kW/450 N.m 540i; and this 530d. All versions are mated to a reworked eight-speed ZF-developed automatic transmission sending drive to the rear axle. To find out more about the other models, click here.
The 3,0-litre turbodiesel under the bonnet of the 530d develops a stout 195 kW and 620 N.m from 2 000 r/min through 2 500 r/min, and provides brawny performance from low speeds, accompanied by a surprisingly soulful exhaust note that’s muffled by the extensive use of sound-deadening material.
On the road
On the previous note, the 5 Series is supremely refined. A comparative test will be the ultimate trial, but I suspect it’s at least as quiet as the E-Class and not far off the double-glazed 7 Series. Only a slight wind rustle around the mirrors at speed knocks the sense of remoteness.
Its ride quality also matches the E-Class’, a surprise considering the newest BMW does not offer the option of air suspension. A 540i I also drove ran on M Sport suspension coupled with Dynamic Damper Control, as well as 19-inch wheels, yet rode really well in comfort mode over the patches of broken tarmac that’s otherwise so rare in Portugal. The suspension, too, remains quiet, with only severe pits and cracks eliciting audible thuds.
The new double-wishbone front and a five-link rear suspension systems are lighter, yet stronger than before, and provide surefooted, stable handling. Set to sport mode via the Driving Experience Control system, the chassis hunkers down thanks to anti-roll bars that are swiftly activated via electric swivel motors instead of hydraulically, and remains commendably flat in high-speed corners. Tighter turns see the front-end wash wide, but that’s quickly fixed with a brief lift off the throttle.
The only dynamic element that left me unconvinced was Integral Active Steering. Able to turn the rear wheels up to three degrees in the same or opposite direction as the fronts, the setup engenders an impression of agility, but at a cost; the rate of response feels slightly odd. My advice? Think carefully before ticking that option box.
And in the cockpit?
Jump inside and a cabin with strong ties to the one in the 7 Series greets you, with an appropriate downgrading of some materials (metal buttons make way for plastic ones, for example). It’s the E-Class cabin’s equal in terms of material sophistication and fit and finish, if not quite style. This is a modern, typically restrained BMW cockpit, and the iDrive infotainment system is the best of the bunch (and can be controlled via a 10,25-inch touchscreen).
Likewise, seating comfort is superb all-round, especially aft where there’s more head- and legroom, and the boot has grown to a claimed 530 dm3. Migrating to the new 5 Series is Gesture Control, which is superfluous; head-up display that’s 70% larger, which is essential; and Intelligent Voice Assistant that BMW says can recognise natural language and speech, but which selected navigation instead of media when I requested it in my most natural voice.
Returning to the 7 Series: I drove a 730d for three days just before I departed for the 5 Series launch and, days later, while behind the wheel of the 530d on that beautiful ribbon of road, I was astounded how close it is to the Seven in terms of engine (the powertrain is shared) and overall refinement, comfort, space and quality. And that comparison implies the 5 Series has the raw talent to take on, and potentially beat, Mercedes-Benz’s exceptional new E-Class. It should be a fascinating battle.
