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on 15
Dec 2023 |
All rights reserved.
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The
G60 faces the biggest challenges in the 5-Series' history. Can it
succeed?
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How to describe the new
generation BMW 5-Series with codename G60? It is the first 5-Series to
offer both ICE and electric power options, with the latter badged as
i5. It is very likely to be the last 5er you can have with combustion
engines, so it carries a lot of weight on its shoulders. All-new design
language and a digital interior complicate it further. So many
challenges, so many work to do, it has all sorts of reasons to
disappoint, but at the first glance, it looks not a bad effort.
Firstly, the new exterior design is not as shocking and polarizing as
recent efforts such as XM, M3 / M4 and 7-Series. Yes, the double-kidney
grille is larger than ever for a 5-Series, but nowhere as huge as its
siblings. The bonnet is heavily sculpted to emphasize the shape of the
kidney grille, which have 2 different designs. The front end is still
overstyled and looks a bit busy for my taste, but the entire car is
quite sleek, as shown in its lowest Cd 0.23 for the base electric model.
To accommodate the underfloor battery for the i5, the G60 inevitably
gets taller. Normally, this should mean a raised waistline and roofline
hence a bulky look that could be mistaken for a crossover. Fortunately,
BMW's designers blacken its side skirts and the bottom of rear overhang
to make the body sides appear slimmer. By using a longer yet more
sloping bonnet, a very fast angle rear window and much slimmer
C-pillars (which recall our fond memory of the 1980s BMWs), the
passenger cell looks smaller and lighter, and the whole car appears
slimmer and sleeker. No, it cannot hide its bulk entirely, but better
than expected. Had its designers toned down the front end design, the
G60 could have better matched the handsome looks of its G30 predecessor.
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No
matter styling or dynamics, it cannot hide its bulk entirely, but it
does better than expected.
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Unfortunately, part of the design trick comes at the price of extra
metal. The G60 might not be larger than its predecessor for cabin
space, but it employs a lot more metal and gets on quite a lot of
weight. Overall length is stretched by 124 mm to 5060 mm, the first
time exceeding 5 meters. Likewise, width gains 32 mm to 1900 mm while
height grows by 36 mm to 1515 mm (again that battery!). Wheelbase is up
by a relatively modest 20 mm to 2995 mm. You expect the longer rear
overhang should boost luggage space? Sorry, it actually drops by 10
liters to 520.
BMW's CLAR platform, as demonstrated by the 4-Series and i4 already, is
flexible enough to accommodate ICE power or electric power without much
performance drawback, but a common structure means weight cannot be
optimized for either power versions. That's why a rear-drive 520i now
tips the scale at 1725 kg (DIN), almost 200 kg more than its
predecessor.
Admittedly, the 520i gets more efficient than ever. Now its 2-liter
Bi-Vanos and Valvetronic engine runs at Miller-cycle and has a 48V mild
hybrid system incorporated at its transmission. The engine produces 190
hp and 229 lbft. In addition to the mild hybrid motor, system output is
208 hp and 243 lbft, enough to propel the big BMW from 0-60 in 7.1
seconds and flat out at 143 mph, which is very efficient thanks to its
0.24 Cd.
Another entry-level model is 520d, whose 2-liter sequential twin-turbo
diesel engine produces 197 hp and 295 lbft, manages to do 0-60 in 6.9
and top 145 mph, though this diesel model is no longer offered in most
markets.
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Vast
range of engines, electric motors and plug-in hybrid powertrains to
choose from. |
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European motorists demanding more
performance without switching to i5 will need to wait for 530e plug-in
hybrid, whose transmission-incorporated motor adds 184 hp to the 520i
petrol engine, taking the total to 299 hp and 332 lbft. Its 0-60 mph
time of 6.1 seconds is not as remarkable as expected, because the car
is 280 kg heavier than the 520i. Likewise, its unchanged top speed is
achieved without the assistance of electric power, because the motor
cannot spin as fast.
If you live in America, you are lucky, because BMW offers the more
conventional choices of 530i and 540i xDrive there. The 530i uses a
more powerful version of the 2-liter four, which produces 258 hp and
295 lbft for 155 mph and 5.9 seconds 0-60. Meanwhile, the 6-cylinder
540i xDrive pumps up the numbers to 380 hp, 398 lbft (boosted by mild
hybrid) and 4.5 seconds.
Yet the 540i is not the range-topping non-M model. That place is left
to the new 550e xDrive plug-in hybrid. It mates the 3-liter
straight-six engine (though detuned to 313 hp) with an electric motor
and battery system similar to that of 530e, producing a combined output
of 489 hp and 516 lbft. 0-60 mph is improved to 4.1 seconds, although
the car is predictably very heavy at 2155 kg. Both 530e and 550e
deceive WLTP test method very well, achieving carbon emission of merely
13 and 19 g/km, respectively. This means, while keen drivers might
prefer the much lighter 530i and 540i, their employers might end up
choosing the plug-in hybrid models as company cars.
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Until
M5 arrives, i5 M60 xDrive is the fastest and the most fun to drive.
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Regarding i5,
there are 2 models at launch, and both are derived from the component
set already seen on the smaller i4. The i5 eDrive40 employs a single
rear motor to provide 340 hp and 317 lbft of torque. 0-60 mph takes 5.7
seconds and top speed is limited to 120 mph. Meanwhile, i5 M60 xDrive
uses front and rear motors to produce 601 hp and 605 lbft in Sport
mode, good for 0-60 in merely 3.7 seconds while top speed is slightly
higher at 143 mph.
Predictably, both i5 models are heavier still. The rear-drive eDrive40
weighs 2130 kg while dual-motor M60 weighs 2305 kg. Both cars share the
same 84 kWh (gross) battery which returns respectable range, especially
eDrive40. On the downside, BMW's 205 kW DC quick charging is not
exactly top notch on the market. A charge from 10 to 80 percent will
take half an hour. For comparison, a Hyundai Ioniq 5 N, also has an 84
kWh battery, takes just 18 minutes for the same task thanks to its 350
kW capability. It goes without saying that BMW’s 400V battery system is
not as advanced as the 800V design of Hyundai-Kia, Porsche or some
high-end Chinese EVs, let alone the 924V system on Lucid Air.
As for chassis, there is not much surprise, because most development
budget has been directed to electrification, infotainment and driving
assistance tech. Just like other CLAR platform cars, the 5-Series and
i5 employ double-wishbone front and 5-link rear suspension. Adaptive
dampers, active anti-roll bars and rear-wheel steering are optional on
all versions except i5 M60, which has them fitted as standard. Besides,
like i4, all i5 models get standard adjustable air springs at the rear
axle to deal with their immense weight and provide ride height
adjustment.
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We
would prefer BMW to save money on gimmicks and spend more to improve
material quality...
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Inside, the G60
features BMW's latest digital technology, including a curved digital
display which combines a 12.3-in instrument and 14.9-in infotainment
touch screen, but it retains the iDrive's rotary controller on the
transmission tunnel. It might be easier to use than most other “modern”
cockpits, but the need to use touch sensitive slide bar to adjust the
hidden air vents is annoying, while the interactive light bar that runs
across the dashboard are more design gimmicks than an improvement. We
would prefer BMW to save money on these gimmicks and spend more to
improve material quality, because some harder plastics found at the
lower half fail to match the 5-Series’ pricing. That said, other
materials feel suitably premium, especially when compared with Mercedes
EQE.
The G60’s cabin is no larger than its predecessor’s, but it has no
problem to seat 6 footers behind 6 footers. Predictably, the driver
seat is set higher than any previous 5-Series, but just slightly.
On the road, surprisingly, the ICE and electric models drive with a
similar manner. They still feel like BMW – good body control,
rear-drive balance, consistent behaviour and control weighting.
However, it doesn’t feel as agile as the old 5-Series or the i4, blame
to its extra size and weight. This is especially obvious on narrow
twisty roads and slower corners, or under heavy braking. No matter how
hard its engineers worked, they cannot deny the laws of physics. The
petrol models suffer less than i5 in this respect, but they still
cannot quite match the old car for agility. On open roads and at higher
speeds, the car behaves better, more in line with the tradition of
5-Series.
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Still
drives like a BMW should, although inevitably less agile than the old
car.
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Likewise, the extra weight and height have negative effects
on ride quality. Cars fitted with M Sport (passive) suspension feel too
firm on low-speed irregularities. Adaptive dampers are strongly
recommended, as they offer a more compliant ride in Comfort while
retaining control at Sport mode. To the heavier i5, active anti-roll
bars are also a worthwhile investment, because they soften the
suspension in normal circumstances.
As for powertrain, most 5-Series should not disappoint. The i5 eDrive40
might be slower than Tesla Model S or many other rivals, but its
performance is perfectly adequate for an executive car. Its power
delivery is smooth, the brake pedal feels linear, the cabin is quiet
and the general refinement is of very high level. If anything put you
off, that might be its slower charging or its £74,000 price tag.
But then it is a BMW.
Meanwhile, the range-topping i5 M60 is more remarkable. Yes, its
near-£100K price sounds insane, but it also offers outstanding
straight line performance and better handling than the base model –
all-wheel traction, massive grip from P Zero tires, better body control
and a more settled ride thanks to adaptive dampers and active anti-roll
bars. It is quite a lot more fun to drive. It will take an M5 to beat
it.
That said, the new 5-Series and i5 fails to set standards on the
dynamic side. From driver’s point of view, you will find the outgoing
G30 or the classic E39 unsurpassable. The G60 is in the process of
transition from combustion to electrification, and we all know that
will bring compromises. When the transition is complete, when battery
technology is matured, the next generation i5, 5-Series or however it
is called, will hopefully be back to the right track.
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Verdict:  |
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530i
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2023
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Front-engined,
RWD
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| Steel + aluminum monocoque |
Steel + aluminum
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| 5060 / 1900 / 1515 mm |
| 2995 mm |
Inline-4, Miller-cycle, mild hybrid
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1998 cc
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DOHC 16 valves, DVVT, VVL
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Turbo
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| DI |
258 hp
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295 lbft
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| 8-speed automatic |
F: double-wishbone / R: multi-link
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Adaptive damping
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245/45R19
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1833 kg
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| 155 mph (limited) |
5.9 (c)
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| - |
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530e
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2023
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Front-engined,
RWD
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| Steel + aluminum monocoque |
Steel + aluminum
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| 5060 / 1900 / 1515 mm |
| 2995 mm |
Inline-4, Miller-cycle, electric motor
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1998 cc, battery 22kWh
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DOHC 16 valves, DVVT, VVL
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Turbo
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| DI |
190 + 184 = 299 hp
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229 + 206 = 332 lbft
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| 8-speed automatic |
F: double-wishbone / R: multi-link
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Adaptive damping
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245/45R19
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2005 kg
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| 143 mph (c) |
6.1 (c)
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| - |
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540i
xDrive
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2023
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Front-engined,
4WD, 4WS
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| Steel + aluminum monocoque |
Steel + aluminum
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| 5060 / 1900 / 1515 mm |
| 2995 mm |
Inline-6, mild hybrid
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| 2998 cc |
DOHC 24 valves, DVVT, VVL
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Turbo
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| DI |
380 hp
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398 lbft
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| 8-speed automatic |
F: double-wishbone / R: multi-link
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Adaptive damping
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F: 245/35ZR21; R: 275/30ZR21
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1982 kg
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| 155 mph (limited) |
4.4 (c) / 4.0*
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10.2*
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Performance
tested by: *C&D
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550e
xDrive
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2023
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Front-engined,
4WD, 4WS
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| Steel + aluminum monocoque |
Steel + aluminum
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| 5060 / 1900 / 1515 mm |
| 2995 mm |
Inline-6, electric motor
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2998 cc, battery 22kWh
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DOHC 24 valves, DVVT, VVL
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Turbo
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| DI |
313 + 197 = 489 hp
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332 + 206 = 516 lbft
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| 8-speed automatic |
F: double-wishbone / R: multi-link
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Adaptive damping
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F: 245/35ZR21; R: 275/30ZR21
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2155 kg
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| 155 mph (limited) |
4.1 (c)
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i5
eDrive40
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2023
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Rear motor, RWD
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| Steel + aluminum monocoque |
Steel + aluminum
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| 5060 / 1900 / 1515 mm |
| 2995 mm |
Electric motor
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Battery 84kWh
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-
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-
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| - |
340 hp
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317 lbft
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1-speed
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F: double-wishbone / R: multi-link
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Air springs (rear), adaptive damping
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245/45R19
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2130 kg
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| 120 mph (limited) |
5.7 (c) / 5.1* / 5.4**
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| 12.4* / 12.7** |
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i5
M60 xDrive
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2023
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Front and rear
motors, e-4WD, 4WS
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| Steel + aluminum monocoque |
Steel + aluminum
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| 5060 / 1900 / 1515 mm |
| 2995 mm |
Electric motor x 2
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Battery 84kWh
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-
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-
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601 hp
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605 lbft
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1-speed
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F: double-wishbone / R: multi-link
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Air springs (rear), adaptive damping,
active
anti-roll bar
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F: 255/35YR21; R: 285/30YR21
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2305 kg
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| 143 mph (limited) |
3.7 (c) / 3.3*
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| 7.6* |
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Performance
tested by: *C&D, **Autocar
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