It develops 150 kW at 4 000 r/min and massive torque of 480 N.m at only 2 000. Those are serious power figures and represent improvements of 12 per cent in power and 22 per cent in torque over the unit in the previous 530d.
The engine utilises the second generation of common-rail injection technology that operates at a system pressure of 1 600 bar compared with 1 350 of the previous model. It features volume control to speed up the injection process and atomise the fuel injected more efficiently in the interest of enhanced performance and greater fuel efficiency.
Talking about efficiency, our fuel index figure of 8,01 litres/100 km is impressive for a vehicle that can sprint from rest to 100 km/h in 8,45 seconds and reach a top speed of 240 km/h. BMW claims that for the first time in this class of car, a six-speed automatic gearbox is offered, but Jaguar will point at the S-Type and say “we were first”. Nevertheless, it combines very well with the turbodiesel engine, shifting smoothly and finding the required gear quickly. If there is a glitch, it concerns the gearbox’s tendency to engage first gear with a hefty thump when crawling to a stop in traffic, an experience that gave at least two testers a huge fright. It’s a characteristic that reminds us of our 735i test vehicle, which was also fitted with the six-speed auto.
The braking system consists of 324 mm ventilated discs in front and 320 mm discs, also ventilated, at the rear. A full complement of electronic driving aids is standard – ABS, CBC, ASC, DTC and DBC (dynamic brake control). The 530d gave a strong performance during our simulated emergency braking tests, clocking an average stopping time of 2,85 seconds.
Our test unit also came equipped with the optional Dynamic Drive active suspension system that counters body roll during cornering. Our experience with a standard car is that the basic underpinnings are still up to the job. Front suspension comprises MacPherson struts, and BMW’s acclaimed Z-arm multi-link rear suspension is used.
The front suspension is made almost entirely of aluminium, with the exception of a few components such as the thrust rods, wheel bearings and pivot pins. A subframe accommodates the steering, transmission, anti-roll bar, track control arms and tie-bars. Shaped like a letter U, the subframe is reinforced by a thrust plate to improve rigidity.
The rear axle features four control bars that are mounted elastically on a subframe that also bears the differential, which also runs on rubber mounts. The subframe, in turn, is connected to the body by four extra-large rubber elements. Bumps and vibrations conveyed by the road to the tyres must therefore first go through these elastic bearing points before reaching the car’s interior.
All 5 Series models equipped with 17-inch wheels (such as the 530d) come fitted with standard RunFlat tyres. The tyres have reinforced sidewalls with additional support strips, and a particularly temperature-resistant rubber compound that give the tyres self-bearing qualities even when completely empty, allowing the driver to continue driving at a maximum speed of 80 km/h for up to 150 km, even with a completely flat tyre. The ABS, ASC and DSC systems remain fully functional.
When news first reached the world that BMW was to fit ratio-altering Active Steering to the new Five, driving enthusiasts the world over cringed. Would this new technology dilute the Five’s reputation as a sporting drive? BMW equipped our test unit with Active Steering (see sidebar: Explaining Active Steering), so we can state here that the news is – generally – good. Having driven non-active and Active cars back-to-back, we can affirm that the difference is much greater than expected. At lower speeds the steering action is much more direct, requiring a lot less twirling of the wheel. Parking, especially, benefits. At speeds over 120 km/h, the steering feel gets heavier and its action becomes more indirect, so that small inputs will not have as great an effect on the car’s course. This, BMW says, is what drivers want when travelling at high speed. Up to legal speeds, the feel and action are not problematic.
But at higher speeds, which South African drivers are very familiar with, the steering wheel seems to be constantly pulling and releasing, an effect that was not popular with the test team.
As stated before, the previous Five was a brilliant handling and steering vehicle. Although the new Five perhaps does not offer the same kind of entertainment, it is still the best in its class. Dynamic Drive does help a great deal, but even without this system, the car’s grip and composure are hard to fault. Turn-in is crisp and precise, whether fitted with Active Steering (takes a while to get used to) or the conventional power assisted steering. The most impressive aspect is grip: new Five’s nose goes exactly where you’ve placed it, doesn’t wash out, and, crucially, the rear end follows as if on rails. The standard stability systems are benign in their combined actions, allowing some degree of sliding and body movement before gently coming into action. Switch the systems off and capable drivers will be able to exploit a chassis that is still unequalled in this segment. The news then, for enthusiastic drivers, is good. But buyers looking for a relaxed cruiser may be disappointed. The Five’s suspension is firm, possibly slightly too firm, and the standard-fitment RunFlat tyres with their sidewall supports perhaps contribute to a ride that can be too harsh. The Mercedes-Benz E-Class (see following mini comparative test), is a much more relaxed and soothing cruiser.