The ultimate driving machine is back
The 2017 5 Series marks a return to BMW’s traditional (and much lauded) motoring values
LISBON — BMW’s reputation as the “ultimate driving machine” has suffered as of late.
The M5, once the most sporty of sedans, has become an overweight blunderbuss and more American (overweight and over-powered) than European.
The company’s more basic sedans — the 3 and 5 Series — have followed suit, each iteration seemingly allowing its competition — Mercedes-Benz, Audi and, most recently, Jaguar — to catch up.
BMW may be posting record sales numbers, but its reputation is taking a beating.
Recently, however, there’s been some hint of rejuvenation.
The M3 sees a return to lighter in-line six power, the 2 Series is a return to BMW’s small and nimble halcyon days and the automaker has promised that the totally remade 5 Series will mark a further resurrection of traditional BMW values.
The good news is that the 540i sDrive we tested at the recent introduction in Spain was, if not quite a gem, then at least some finely hewn cubic zirconium. Indeed, the new 540i is everything the current 5 is not.
For one thing, it’s lighter. BMW says it’s 100 kilograms lighter, but that “depends on the exact model and trim.”
More importantly, the handling was something to a return to the 5 Series of old, the balance of front and rear grip extremely linear, body roll well contained and directional changes on twisty back roads well managed.
The steering is still a little numb. Indeed, the most serious handling flaw results from the 5 Series being some 36 millimetres longer and six mm wider than its predecessor.
Nonetheless, our 540i was the proverbial magic carpet ride, proving there are still engineers within BMW who know how to tune a chassis. Even more impressive is that BMW managed this magical combination with Michelin Primacy run-flat tires.
The 540i’s rejigged 3.0-litre in-line six engine was perhaps even more impressive. It amazes me how BMW can somehow still manage to improve an engine I always think has reached the pinnacle of refinement.
The 540 now boasts 335 horsepower and 332 pound-feet of torque. More importantly, that peak torque now arrives — thanks to BMW’s improved TwinPower Turbo technology — at an incredibly low 1,380 rpm. That means the six grunts like a big V8 but then revs to a silky smooth 7,000 rpm.
Actually, silky smooth doesn’t begin to capture the in-line six’s sophistication. BMW’s engine continues to shine as the smoothest, most civilized of internal combustion engines.
The fact that it sounds so sweet and also accelerates to 100 kilometres an hour in just 4.8 seconds (one second faster than before) is pure bonus. Combine it with a slick-shifting eight-speed Steptronic automatic transmission and it obviates the need for a V8-powered 550i, which is still coming. This, folks, may be the best powertrain combination that money can buy.
So, all good, right? Well, not quite. The car I was driving isn’t coming to Canada.
The 540i sDrive test car was a rear-driver and all Canadian 5 Series models will have BMW’s xDrive all-wheel-drive system. Part of that handling balance I mentioned earlier was the result of being able to control the rear tires with the throttle. So the question remains, will our xDrive versions allow the same delicacy? One bit of good news: Integral Active Steering, which steers the rear wheels, is now available with xDrive.
A further caveat is that our test unit was equipped with an M Sport package. That means a lowered, firmer suspension. Exactly how a regular 540i handles in standard trim, again with AWD, is unknown. The good news, however, is that M Sport’s suspension can now be combined with xDrive.
So, yes, it’s a little confusing as to what conclusions we can derive by our brief time in the new 5. But, here’s what we did learn: the top-of-the-line 540i that Europeans will buy, if it’s not a complete resurgence of BMW, at least points strongly in that direction. What we don’t know is if the car I found so worthy of plaudits is reflective of the car Canadians will be able to buy in two months.
Notably absent from the test fleet was the 530i, the other variant we’ll get with the initial shipments of 5s in the spring.
The engine’s performance specs, at 248 hp and 258 lb-ft of torque, appear almost unchanged.
So, is the 530i’s 2.0-litre turbo just a carry-over, or has it been refined as well? We’ll have to wait until we test the Canadian models for a final determination. We’ll keep our fingers crossed.
No equivocation with BMW’s latest iDrive 6.0 infotainment system. The touch screen itself is quite useful; the icons for navigation and phone now huge and conveniently swipe-able. It’s quite a feat rendering iDrive so easily decipherable, especially since the original was the definition of frustrating.
Another option worth noting is the top-ofthe-line audio system, now made by Bowers & Wilkins. Boasting some 1,400 watts and no fewer than 16 speakers and 10 channels, it’s an incredible sound system. Also, Remote Control Parking allows you to park in tight spots remotely.
When they arrive — by February 2017 — the 530i xDrive will retail for $61,500, while a base 540i xDrive will start at $69,000.
One last thing: Slotting into the lineup between the 530i and 540i will be the 530e, a plug-in hybrid.