BMW 5 Series Sedan 535i Review: 5 for fighting

Federer versus Nadal in tennis, Prost versus Senna in F1, Chelsea versus Manchester United in football, Audi versus Peugeot at Le Mans and then there's the BMW 5 Series versus the Mercedes-Benz E-Class in the executive car class - all rather memorable great rivalries. In the case of the last of the abovementioned, the fight recently entered a new phase with the arrival of the new, sixth generation F10 BMW 5 Series.

Mercedes-Benz threw the gauntlet at BMW last year when it launched the latest generation E-Class here. Needless to say, the new E flew off showroom forecourts as Merc diehards as well as those who were looking at a premium large executive saloon went straight for it, with the ageing E60 BMW 5 Series failing to put up a strong fight to the Three-pointed star. Things are about to change with the introduction of the new 5 Series introduced recently though. The new 5 got off to a good start for BMW - more than 500 orders were already taken before the car was even launched at the end of May.

Outwardly, the new 5 is quite a big departure from the previous generation E60 model. At 4999mm in length, the new model is significantly longer than its predecessor and almost as long as a standard wheelbase previous generation 7 Series. On first acquaintance, the new F10 doesn't give one that wow factor like the E60 did when it first appeared seven years ago.

The new car somehow looks familiar and you'd swear that you've seen it somewhere before and to a certain extent, you're not wrong - the F10 has strong resemblances and overtures to the current generation E90 3 Series and the F02 7 Series. The front apes the latter's oversized and upright double kidney grille but on the 5 Series, the grille somehow manages to look better proportioned than the gargantuan and somewhat vulgar looking one on the 7. The bonnet though, looks a tad over styled thanks to its myriad of bulges and creases.

Viewed side on, the 5 looks especially handsome and well-proportioned thanks to its relatively long bonnet and the creases on the doors and wings. In true BMW fashion, the Hoftmeister kink is present. Compared to Chris Bangle's controversial E60, the Adrian van Hooydonk penned F10 looks a tad somber and perhaps conservative for some but there's no denying its well-balanced proportions and elegant looks. The styling might not wow you at first glance but it does really grow on you. Hopefully, with the new 5, BMW has finally found the right style and look that will transcend to next year's new 3 Series.

For now, the new 5 is available with two engine variants - a 204bhp 2.5-litre 523i and the range topping turbocharged 535i. Both engines are BMW's famed straight-six units.

Underneath that long and bulging bonnet in the 535i is a new turbocharged 3-litre straight-six shared with the 5 Series GT and facelifted 335i coupe and convertible. Confusingly, BMW has dubbed the new motor TwinPower Turbo, as seen on the engine cover in reference to the use of a single twin scroll turbocharger instead of a pair of turbines in the 335i saloon. To confuse things even further, the force aspirated straight-six makes 306bhp and 400Nm, the same numbers as the twin turbocharged unit.

<p>With a quoted 0-100km/h time of 6.5 seconds and an electronically limited top speed of 250km/h, the 535i is pretty quick for a 1.8 tonne saloon. The 535i is quicker off the line than its closest Merc rival, the 272bhp E350 but a tad slower than the stonking 290bhp Audi A6 3.0 TFSI quattro.

On the road, the motor's linear power delivery and lag free nature makes it feels like a normally aspirated motor. With its maximum torque available from just 1200rpm, the motor pulls strongly from really low speeds. There's always sufficient performance on tap whenever you need it at any speed.

BMW's straight-six units are well known for their silky smooth nature but the 535i's unit can somehow sound a bit gruff when worked hard. Moreover, there's an almost diesel like clatter at idling but there's still that characteristic in-line 6 snarl at higher revs.

BMW EfficientDynamics technologies are featured such as Brake Energy Regeneration and on- demand operation of ancillary units including a detachable a/c compressor.

Hooked up to the engine is a brand new eight-speed automatic gearbox. BMW's first eight-speeder is brilliantly good and I'm not exaggerating here. The gearbox is lightning fast with its shifts, almost instantaneous to the point that it feels faster, if not as fast as a twin clutch box. Its shift points are also spot on as the box upshifts when you expect it to and goes to a lower gear when you demand it to. Unlike Mercedes' 7G-Tronic box, it doesn't hunt for gears but instead is quite intuitive in choosing the right gear for the right conditions. A “+/-” mode is standard and the steering mounted paddles are of a new design - no more push either sides to shift down, pull either to select a higher gear. It now follows the same convention as in Audis and VWs and is more intuitive to use.

The E60 5 Series was known very much for its taut handling and subsequently firm ride but the F10 is a much better balanced car on the dynamic front. The steering is a wonderful tool - not too heavy like in the 1 Series and 3 Series but offers more feel than its smaller siblings'. The helm is not only communicative but is also quick and accurate in its responses. The downside of it all is an above average turning circle for a BMW.

Body control is certainly not as taut as on the E60 as the F10 has the tendency to lean a bit in the corners even when Sport mode is selected. On the upside, the 535i has the ability to ride over and cancel bumps like no other recent BMWs in memory. In fact, it rides almost as well as the E-Class.

Features like Adaptive Drive with Dynamic Damper Control and Dynamic Drive stability control and Active Steering can also be had as options to further sharpen the dynamics.

The all-new interior is far superior in perceived luxury and build quality over the E60's when it was first launched. No more the E60's flimsy and dodgy cup holders but proper ones in front of the gear lever that pop out when you open the lid. The switchgear are mostly familiar BMW items - they not only look good but work with tactility as well.

The dials look similar to the 7 Series' while the centre console and iDrive screen is angled towards the driver. The latest iDrive operating system and interface is far easier to use than the version one in early E60s. The driver gets a chunky three-spoke steering wheel that is not too thick and a joy to hold while the substantially sized electrically adjustable front seats offer a large variety of adjustments to suit all body sizes.

There are sufficient enough leg and headroom at the rear even though an E-Class somehow feels more airy at the back. The latter could be due to the noticeably large front seats that somewhat block a rear passenger's view up ahead. Four-zone climate control with rear air con vents is standard on the 535i.

What we like:

Punchy performance

well-proportioned looks

lightning fast gearbox

rides very comfortably for a BMW

What we dislike:

Engine not as silky smooth as BMW's normally aspirated units

expensive price tag

handling not as taut as before

Storage spaces are in abundance inside - there are large door bins, cup holders, a storage space under the front armrest and so on. The well-shaped boot is deep and gargantuan in size and the 535i comes with an electrically operated boot lid for convenience and that extra touch of luxury.

With a sticker price of almost $300k, the 535i is offered with loads of standard equipment. Luxuries like four zone climate control, bi-xenon headlamps, sat nav, 18-inch alloys, suction doors, iPod connectivity and so on are standard.

Sure it is significantly more expensive than its rivals but you'd have to admit it looks better and more contemporary than any of its competitors while performs as well if not better in a quality package. I think this could well be the new benchmark in the executive class.

Credits: Story and Photos by Raymond Lai