5-Series/M5

Vehicle: 2012 BMW 528i X-Drive with BMW Apps, Premium Sound, Rear Comfort, Technology and Navi Pkgs
Price as tested: CDN$67700

Performance: There are a couple of new things happen with F10 this year. The breathtaking new M5, an unremarkable hybrid version, a new turbocharged 4-cylinder replacing its straight-6 and a new X-Drive drivetrain. Subject to this test drive represent the last two items.

Replacing BMW’s turbine-like straight-6 this year, N20 has been lied underneath the hood in everything from Z4 to X3. 5-Series is the latest model to receive this 240hp turbocharged motor. While it has a good 240hp, and more importantly, 260 lb/ft of torque, at your right foot. Mostly would notice the exhaust note sounds rather rough and unrefined, which is certainly not the best engine note we have experienced from land of Bavarian. That’s especially unfortunate when you consider BMW has been late to the party, when compare with its 4-ringer and tri-star rivals. Yes, having 260 lb/ft of torque by delivering at 1250rpm certainly helps the bottom end. In fact, it feels more responsive than the 3.0 I-6 that it has replaced. Which that particularly nice I-6 has the same amount of hp and 20 lb/ft short of torque. We have felt a hint of annoying turbo lag at around 1300rpm. However, with all those technologies right from Double VANOS, electronic throttle, direct fuel injection and Valvetronic to the mix. It has a decently healthy middle and upper ranges when press. One would have thought by turning into “Sport” or “Sport Plus” would make N20 reponse quicker, unfortunately, its just going to make it even noisier with more aggressive ECU mapping through the 8-speed manumatic gearbox. The biggest problem lies with F10′s weight. With our tester loaded with everything, as well as sharing the same platform as larger and heavier 7-Series, it comes at a lofty 4001 lb. Oh dear. The 8-speed Steptronic, however, comes handy with paddle shifters on the steering wheel and very nicely done gear ratios. That set, you can get both the engine sweetspot and efficiency right at hands. As long as you can figure out the annoyance of that gearlever. More on that latter.

Handling: What you get when sharing a basic architecture with larger silibing has to paid penalty for its weight and size. 5-Series certainly has paid for that penalty dearly. In the good ole’ days, you won’t noticed its a 5-Series until you get out of the driver’s seat because of its lithe and nimble characteristics which made them so special. The F10 is the hefty and crumsy successor of 5-Series former self, which isn’t an understatement. Its Servotronic steering is completely free of feel and feedback, although its decently precise. Its just feel numb and dead without transmitting proper information to driver’s hand. When push the 528i through its paces, with its X-Drive AWD drivetrain, it would certainly give power to the rear wheels before it starts to activate for all-weather traction. The result has made the 5-Series feels more numb and cumbersome than ever. The Dynamic Damper Control’s “Sport” and “Sport Plus” are supposedly to be sharpen up when press. Sadly, it just makes the ride quality with FRT worsen to the mix. But they don’t exactly translate into sharper handling when press it to the max. I would rather leave it as “Comfort” and so be it. The same changes don’t translate into better steering feel. Pity! There are plenty of body rolls, while understeer is pronounced long before reaching the liberties. As AWD, DSC and DTC start to work nicely together; its very hard to get into oversteer. But given the sheer bulk of 528i, you surely don’t want that kind of weight translates into oversteer with its poor steering sensation. Its sad but its true. The whole driving experience of this 5-Series has bored me to death. Sheer Driving Pleasure, my ass, more like Sheer Boring Pleasure.

Brakes: At least the braking performance lives up to BMW’s reputation. Those large 4-wheel discs and standard ABS have provided up to the task braking performance. The stopping distance is short, while pedal feels linear and sure-footness even with 528i’s curb weight. Not to mention ABS does work as advertise. In which case, we would forgive BMW for designing a good braking system.

Interior: Given 528i’s sheer size, having a spacious backseat is a given despite middle passenger has to suffer due to center tunnel instrusion. The same goes for a nicely sized trunk, with nicely padded hinges and carpeted floor for neatness.

Up front, the materials and workmanship have put together nicely. However, those BMW annoyances are just like ghosts around you. The stubborn electronic turn signals without proper detent have annoyed me to death. You have to press down a few seconds before it reached that “electronic lock” is a very stupid execution. Its just designed for the sake of the sake of those “technological gimmick”. Why not just give us a traditional turn signal stark instead?

Another annoyance has to be that gearlever. Press “P” for parking is logical. When its time to reverse, you have to push up. Going foward has to pull down the gearlever. Once again, the detents are pretty damn poor. Neither initutive nor user-friendly. If designing such an execution is for showing “different as different’s sake”…..then so be it.

Rest of the interior is typical 5-Series. Clean instrumentation gauges that even blind can recognize its a BMW. Multi-adjustable driver’s seat with steering column has made for an easy find of driving position. An improved i-Drive with more user-friendly buttons to close from the menu wrap up the cabin.

Conclusion: While there are those who wish for a much quieter 4-cylinder turbo engine or more nimble road dynamics, those who are buying a 528i certainly won’t care. That’s especially in the face of an Audi A6 and Mercedes E-Class. That’s because those who are going to get a 528i isn’t the type of person who would care about the same kind of adranline driving experience as an 1M. As long as it has a fancy blue-and-white propeller emblem on the hood, comfortable interior and an attractive enough monthly lease rates; it would continue to do well for BMW.

Competitions:
Audi A4 Quattro
Cadillac CTS
Lexus GS350
Mercedes C350 4-Matic
Infiniti M37

OVERALL VERDICT FOR 2012 BMW 528i X-Drive
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Performance: 3/5
Handling and ride/fun-to-drive: 3/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4/5
Value-for-money: 3/5

Overall rating: 3.5/5

Vehicle: 2011 BMW 535i with Sport Pkg, Technology Pkg and Dynamic Handling Pkg
Price as tested: CDN$77100

Performance: As with all the 5-Series has gone before, its available with 3 different powertrains. The mild 240hp 3.0 liter straight-6 DOHC with 240 horses, the spicy 300hp 3.0 liter with twin-scroll turbocharger and the extra spicy 400hp 4.4 liter V8 twin-turbo; which are available in 528i, 535i and 550i, respectively. The highlight of our tester is BMW’s new N55 3.0 liter with twin-scroll turbocharged engine with 8-speed Steptronic gearbox, which we think it will be the best-seller within the 5-Series range. Since we have driven the 550i in the pointless GT trim, we won’t bother to review this powertrain all over again. As refined as the base 240hp mill, its an underwhelming unit given 5-Series’s curb weight. Its the 300hp and 300 lb/ft of torque that is the real deal with the 5. Unlike the previous BMW twin-turbo mills we have driven in both 3, 5 and 7-Series. They have finally done what a good turbocharged engine does, that’s get rid of that annoying turbo lag. Along with all those advacements like Double VANOS and Valvetronic one expects from Bavarian, this straight-6 twin-scroll turbo finally delivers of what we believe its the best turbocharged effort from Munich. This engine is able to move 5′s 4090 lb Teutonic leather and wood lined of luxury with authority. The throttle response is quick. It has an urgency whenever driver needs to push this 535i around. It also pushed around the mid and upper range without losing its composure. The 8-speed Steptonic has worked amazing with this I-6 turbo, which has 1st and 2nd gears set low enough for peppy acceleration (as well as to eliminate turbo lag), while leaving 7th and 8th tall enough for comfortable cruising. However, we felt it has too many gears as the gear ratios from 3rd to 6th have seem redundant even if they keep the turbo engine in full boil. The paddle shifters mounted on the steering have encouraged any enthuisastic driver to use all the gears whenever needed. Whether anyone has the patient to flip around 8 gears are beyond my knowledge.

Handling: BMW has known for building solid foundation for their platform. Their latest 5-Series is no exception. The platform is both rigid and solid, without any hints of cracks and rattles. What makes the sedan different than the pointless GT silibing is the driver position and the tuning philosophy. With the GT, BMW has tuned more toward blvd cruiser instead of a capable handler. With the sedan, it finally receives the dynamic attention of what a 5-Series should be. Even with the annoying run-flat tires, the 5-Series rides surprisingly civilized with the optional sports suspension. The sports suspension is both comfortably compliant when riding on rough pavements, while firm enough for any enthuisastic driving mannners. We are glad our tester doesn’t have the controversial Active Steering, which has taken all the feedback and precision from its steering. With this sports and dynamic handling packages; its already good enough for any kinds of black top twisties. The Active Steering isn’t worth the extra dough to get it as a proper option. In the meantime, the steering isn’t as sharp and precise as what a BMW should be even without Active Steering. The latest generation 5-Series electric power steering just doesn’t have the direct feedback and ultimate precision as its E34 and E39 predecessors did, although it already provided better feel than the system currently offers in Toyota Corolla and Matrix. Unfortunately, which isn’t saying much about this 535i’s rather numb and darty steering. If one without Active Steering already felt like crap, imagine how numb and uncommunicative with that annoying option. Combined with 5-Series’s rear-wheel-drive 50/50 perfect weight distrubution, an uninstrusive DSC-4 dynamic stability control and you have a pretty delightful dynamic package. Both the body rolls and under/oversteers are well-tempted given the weight of the entire car.

Brakes: With 4-wheel discs and ABS, the 5-Series stops decently well given its weight. The stopping distance is short while pedal feels alive. The pedal actually have some lives to it when drop the anchor. After a couple of hard stops, it doesn’t exhibit any fades. ABS acts accordingly, as it doesn’t step in unnecessarily.

Interior: With the shortened 7-Series platform, BMW has claimed 5-Series has improved its much-criticized space problem with both rear trunk space and legroom. While you won’t find the same limo-like legroom in the latest 5-Series as its A6 and E-Class rivals; it has improved at a reasonable rates over all the generations have gone past before. E34 has to be the worse offender when it comes to comical rear legroom. Finally, those who sit at the back of the 5-Series won’t complaint of why a less expensive Camry has better legroom and elbow room.

As with the rear legroom, the trunk has become larger. At long last, a 5-Series is able to swallow luggages comfortably with the rear passengers without losing any dignity. However, the liftover is high for loading luggages. That’s despite the side sills are boxy with fold-down rear seats and proper hinges.

When it comes to interior materials and workmanship, the latest 5 finally addressed some of the cheap pieces in the center console. The switchgears are much higher quality with tactical feel. There are plenty of soft-touch materials on the dashboard, center console and door panels. Although the tactical feedback won’t make Audi back to the drawing board, its certainly a huge improvement when it comes to material choices. But, it has to be a big *BUT* with the quality of fit-and-finish with the latest 5-Series. We have witnessed the loose rear armrest in the 550i GT we drove, as well as horrible wood trim rattles. Oh dear, how consistent is that with BMW quality these days. We witneesed exactly the same drama with this 535i sedan. Make things worse, the wood trim on the door panels actually make more rattles on a railroad track than the GT. When you are buying a 70 grand German luxury car, I expect something much more than those quality problems.

Conclusion: After 7 years with the underwhelming outgoing car, BMW finally replaced it with a much improved iteration. It looks much better (finally, even if it looks bland), the interior has got the attention it always needed, the annoying turbo lag is gone with N55 over N54 and handles relatively well.

Then here lies the rough. 5-Series used to be the standard which others used to judged in the middle luxury segment. Even if the latest car has improved so much, its no longer the trendsetter that it used to be 2 generations ago. That’s exactly the case with both 5 and 7-Series. If you aren’t lusting after the blue and white propeller emblem, perhaps Infiniti M37 is a better choice if you are looking for a rear-drive mid luxury sedan.

OVERALL VERDICT FOR 2011 BMW 535i
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Performance: 5/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 3/5
Cargo/accessibility/layout: 4/5
Value-for-money: 3/5

Overall rating: 4/5

Vehicle: 2010 BMW 550i GT with Technology Pkg, Sport Pkg, Dynamic Handling Pkg, Executive Pkg and Rear Comfort Seat
Price as tested: CDN$95750

Peformance: The 5-Series GT is currently only powered by one powertrain in Canadian market, until the turbocharged 3.0 liter straight-6 comes along as 535i with its sedan silibing. This is the same twin-turbocharged DOHC 32-valve 4.4 liter V8 as in the 750Li we drove last year. It comes a hosts of technologies like Double VANOS variable valve timing for both intake and exhaust valves. That comes to a healthy 400 horses and 450 lb/ft of torque at driver’s right foot. While its engine refinement and smoothness are right alongside with BMW’s usual high standards, the amount of turbo lag created by this twin-turbo V8 remains pretty annoying. Its not that its as annoying as those old-school Japanese turbo sports compact but certainly annoying considering this is a luxury car costing close to 100 grand. Even with the help of its advanced 8-speed Steptronic, which have proper gear ratios for all occassions. The only time you can get rid of those annoying turbo lag is to use the manumatic mode, which let the driver control whenever rpm they prefer to be in. Any driver can drop any gears on the paddle shifters are smart move on BMW’s regard, whenever they need to enter a corner.

Handling: Its very well-known that BMW has been producing exceptional chassis, the same goes for the latest 5-Series. But its not everyone know the latest 5-Series chassis is a revised 7-Series, which introduced last year. By using the larger chassis as underpinnings, it creates a larger interior which has always been 5-Series’s largest criticism since its early days. Even if the 550i GT has BMW’s hallmark 50/50 weight distribution with its rear-drive configuration, its still hard to compensate the fact that this is a jacked-up 5-Series or a lowered X6. Thankfully, our tester doesn’t come with BMW’s artifical Active Steering which changes steering ratio inconsistently. We are delightful that its steering precision and responsiveness are typical BMW, with right feel and feedback. That makes for a better compromise than the vague and numb steering on the X6. The slightly elevated driving position has exaggerated body rolls and understeer when pushed the GT hard into a corner. But as with driving experience goes, its as composed as any BMW we have ever driven. The sports suspension is firm and supple without feeling harsh. It absorbs all the bumps and roughness with ease.

Brakes: Even if we aren’t exactly fond of GT’s turbo lag or dynamic capabilites, its braking performance is certainly live up to BMW usual high standards. The 4-wheel discs with standard ABS have produced a firm and solid braking performance. The stopping distance is short, while the pedal always feels firm and solid. Even after a couple of hard stops, it doesn’t exhibit any fades. The icing on the cake is the ABS system which never steps in unnecessarily.

Interior: The biggest highlight of the whole 5-Series GT is the dual cargo area. Press one button, you can open the bottom half to stow in small items. Press the button on the right, you open up the whole hatch for maximum luggage capacity. That also means one huge drawback to the whole GT concept, that’s the huge blind spot when backing up. Without the help of a back-up camera and parking sensors, one can hardly live with the GT. In terms of cargo space, its amazing when opening up the whole hatchback. But the lower portion needs anyone to lower themselves to load small item is a pretty stupid design.

Thanks to revised 7-Series chassis, GT got the amount of leg and headroom unheard of in any of the previous 5-Series.

The biggest benefit of the revised 7-Series chassis is the amount of head and legroom at the back of GT. It got limo-like legroom which is unheard of in any previous 5-Series, its also luxurious enough with seperate rear climate control.

On the front, it got nice of plastic and leather materials on both dashboard and door panels. The latest version of i-Drive has been much improved with more initutive than the original version. The instumentation gauges are typical BMW, which means clear and analog.

But when it comes to fit-and-finish, it lives up to its billing “for the most parts”. While the use of materials are certainly up to the standards set by its price range, there are plenty of rattles on the wood trim panels. The same goes for the rear armrest, which have a loose hinge due to broken screws That explains why the rear armrest doesn’t close properly while front center armrest needs a huge slam for a soft closing. BMW quality is going downhill definitely, its going downhill fast and furious.

Conclusion: Just like the X6, 5-Series GT is another pointless vehicle created by BMW. Its not only it has a controversial looks, its cargo space isn’t as spacious as 5-Series Touring but lack the driving experience of a 5-Series sedan. Perhaps BMW is having so much fun on creating pointless segment, there are rumors that next 3-Series will be coming out with another GT.

OVERALL VERDICT FOR 2010 BMW 550i GT
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Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 3/5
Cargo/accessibility/layout: 4/5
Value-for-money: 2/5

Overall rating: 3/5

Short review of BMW 528i/535i
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Price as tested: CDN$65700 (528i) CDN$83000

5-Series, just like its smaller 3-Series silibings, receives engine upgrades this year. 528i receives similar engine upgrade as 328i. The sweet 3.0 liter straight-6 increases horsepower from 215 and torque from 218 lb/ft to 230 and 200, respectively. This engine upgrade feels more significant in 5 than 3 simply due to former’s weight. It makes the entry-level 5 more powerful and the old car’s sluggishness has become a thing of history. The 3.0L I-6 in 530i has received 335i’s stunning Biturbo engine. An awesome 300 horses and pounds feet of torque have made this mid-level 5-Series a screamer. This biturbo engine is so good that any enthuisast can forget upgrade to V8 550i. As good as 255 hp 530i did, the biturbo 535i just makes a great thing an even better drive.

The biggest contradictions between 528i and 535i are the steering feel. Since the 535i comes with Active Steering, its driving feel has become artifical and almost numb consider BMW’s usual standards. On the other hand, 528i feels very much a BMW with its weighty steering and precise corrections due to the demise of Active Steering in that tester. As usual, 5-Series got an excellent chassis as a fundamental in anything with good dynamics. 50/50 perfect front/rear balance and an uninstrusive DSC-3 are the ingredients in making a nicely balanced luxury sports sedan.

The facelifted 5-Series receives the nifty shifter as the new X5. While its a marvel design, it takes some time to get used to. As we have mentioned in all previous 5-Series reviews, we are still remain firm on our verdict that current 5′s use of materials and fit-and-finish are a notch below its top-notch predecessors. Anything wearing a blue and white propeller emblem costing over 60 large grand deserves better plastic materials. Thankfully, its leather materials remain soft and substantial. It got the usual firm support as one expects from a famed German manufacturer. The leather sports seats in our M sports packaged 535i have to be some of the bests in the business.

Overall ratings: 3.5/5 (528i) 4/5 (535i)

Short review of 2006 BMW 525Xi/550i
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Price as tested: CDN$ 66700 (525Xi) CDN$93500 (550i)

For 2006, BMW not only added 530Xi Touring sportswagon and V10 M5 into the 5-Series range. They also added X-Drive into entry-level 525i and replaced the 545i with 550i.

The horsepower jumps to 360 from 325, while torque increases from 330 lb/ft to 360 lb/ft, respectively, in this 4.8L V8 engine. As expected, power and refinement have never been an issue with BMW V8 powerplants. As for the 2.5L straight-6 in 525Xi. This 215 hp and 185 lb/ft of torque 2.5L just too much for 525Xi’s 1560 kg body. It just too heavy for 215hp. If you are going with X-Drive 5-Series, better pay the extra dough for the 530Xi.

On the other hand, BMW is finally smart enough to seperate that artificial Active Steering option from the M sports package. In the past, you have to get Active Steering with M sports package in 530i and 545i. No more for 2006. This alone finally given back the feedback and control of what a BMW should be. Although, in terms of precision and poise, E60 still lack the edge set by its exceptional predecessor. It has gone a long way above the 5-Series with Active Steering.

Both the 525Xi and 550i represent”neither/nor” in 5-Series model range. Neither the 525Xi is underpowered nor 550i is way too expensive. 3.0L straight-6 remains the best choice in the 5-Series range, regardless of AWD or RWD.

Overall ratings: 2.5/5 (525Xi) 3.75/5 (550i)

Vehicle: 2006 BMW 530Xi Touring with M Sport Package and Premium Package
Price as tested: CDN$85700

Performance: No one has ever doubt BMW builds the world’s best straight-6 engine. The same goes for the sweet-sounding 3.0L DOHC straight 6 24-valver with Double VANOS in our tester. Regardless of which engine rpm, this engine provides plenty of power whenever driver needs it. All come with that wonderfully Teutonic solid engine growl that is very BMW. Although this engine has 255 horses and 222 lb/ft of torque, moving the 3891 lb metal is not an issue thanks primarily to the equally nice 6-speed Steptronic transmission. This gearbox is willing to upshifts and downshifts, without needing for hunting gears. On the other hand, its manumatic encourages drivers to push into redline before upshifting. Plenty of low-end torque with never ending rush of upper end performance have always been BMW straight-6 character, it still feels so true in their latest offering.

Handling: Unlike 5-Series Touring in the past, the latest generation only offers in X-Drive format in North America. The new generation of X-Drive is finally a system that’s worthy of the BMW emblem. It all starts with a 40:60 split in order to maintain BMW’s rear-driver feel. As the situation gets worse, the system will split 100% either way depends on which wheel gets stuck. This system works far better in 530Xi than 325Xi we tested before. In the 325Xi, this system tends to have a tendency to understeer a lot when the AWD kicks in. However, ths same system works more like a rear-driver because the tail goes out when AWD steps in in full 100% lock-up. The DSC-3 steps in quite a bit latter in 5-Series than 3-Series, which enhances drivability a whole lot better than 325Xi we drove. On the other hand, the steering feel precise and responsive. All the merits of BMW’s typical precision and feedback remain intact with X-Drive. The body rolls are very well-controlled considered its a close to 4000 lb beast. What kept me thinking is why they tuned 325Xi, which almost lost all of BMW’s rear-driver feel, while tuned 530Xi so true to its rear-bias cornering abilities.

Brakes: The usual high standard of BMW braking performance is expected in 530Xi Touring. Given its 3891 lb curb weight, its stopping distance is simply exceptional. The pedal feel and modulation are simply world-class.

Interior: Inside the 530Xi, its typical 5-Series affair. While the interior materials and build quality are above average, its ergonomics is pretty much a nightmare thanks to the dreadful i-Drive. The driving position of E60 also lacks the cockpit feel of E39, which has a truly simple driver’s environment. The Touring bodystyle has created excellent practicality for 5-Series. With 24.8 cubic feet of cargo space and a superb loading system, this wagon outhaul many of those so-called Sport Utility Vehicle.

Conclusion: With the introduction of the 530Xi, BMW finally got their AWD system right. This X-Drive finally feels rear-bias in comparison to all the AWD BMWs have gone before. As for the 5-Series Touring itself, let’s just say it has to be one of the best sportswagons in town.

OVERALL VERDICT FOR 2006 BMW 530Xi TOURING
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Performance: 4.5/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 2.25/5
Fit-and-finish/build quality: 3.75/5
Cargo/accessibility/layout: 4.5/5
Value-for-money: 3/5

Overall rating: 4/5

Short review of 2006 BMW 525i
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Price as tested: CDN$62690

With the introduction of entry-level 525i, BMW has lowered the admission to 5-Series. The latest iteration of 525i uses the same magnesium-made 3.0L straight 6 Double VANOS DOHC engine as new 325i. Considered 525i’s weight is at a high 1565 kg with its 215 ponies and 185 lb/ft of torque, dare I say adequate performance. Although the 6-speed Steptronic is nicely ratio and have responsive shifting characteristics, its still can’t compensate for the weight. The best description for its performance is rather leisulely. In terms of seat-of-a-pants feel, its about identical to the not-so-stealler E46 320i with 2.2L straight 6.

Thankfully, our tester doesn’t come with Active Steering. The transition through turns are more natural with better driver feedback. Its more of a consistent BMW steering feel which is supposed to be. There are slight amount of body rolls but everything else is very well-tempted.

Interior still not very much my liking with overcomplicated i-Drive and cost-cutting materials. BMW really has sharpened their pencil by cutting interior quality in order to lower the price of 525i, although it doesn’t feel much difference as in more expensive 545i.

Despite of my criticisms, there are still lots to going for in this entry-level 5-Series. A proven straight 6 powerplant, stiff chassis and handles decently. If you are shopping for a 525i, you should look closely at 330i before making the final decision. That car could sway you away with better of everything despite its smaller size.

Overall rating: 2.5/5

Vehicle: 2005 BMW 545i with 6-speed Steptronic, Dynamic Handling Pkg, Sport pkg and park distance control
Price as tested: CDN$85100

Performance: With 325 ponies and 330 lb/ft of torque, this 4.5L V8 DOHC engine’s power is never an issue. It has excellent response and refinement at every speed. Its not only silky smooth, it also tuned with a nice Teutonic engine note that is a pure joy to listen. The flexability and trackability of this 4.5L is even more impressive than the outgoing 4.4L V8 in 540i, thanks to the advanced Valvetronic technology. Matched with this exceptional motor is the wonderful 6-speed Steptronic that is a gem to use. The shifts are clean, crisp and response. Its willing to up and downshifts. The tranny is also designed to allow enthuisastic drivers to upshift at redline before computer upshift by itself. The only trait that I don’t care about is the overly responsive throttle.

Handling: While it retains BMW trademarks of wonderfully stiff chassis and minimal body rolls. There are some dynamic traits that really turned me off in this generation of 5-Series. Although the Active Steering does enhance the ease of parking thanks to lower steering ratio in low speed, this system has taken away the precision and mechanical feedback that are hallmarks of BMW. During the transition from low to high or vise versa ratios, the inconsistant feedback through the steering doesn’t provide the sorta of confidence of a typical consistant steering ratio steering. What I meant by inconsistant feedback is the lack of linearity from low to high speed. When you are entering a corner, you usually lift-off the throttle or downshift. That’s when the Active Steering learns to provide a lower ratio. As you exit a corner, the Active Steering suddently boosted the ratio by providing an inconsistant heavy feel. Another problem is when the ratio is really low, the steering is featherweight. Once it increases its ratio, it becomes very heavy to almost dead feedback. The mechanical feel typical of BMW has become a thing of history in new 5-Series. On the other hand, the 545i still provides some favourable dynamic traits. The Dyanmic Stability Control remains uninstrusive until the driver gets really hot in the corners. The oversteer is easy to control and stable at or above the limits. Its 50/50 perfect balance also makes it tossable in corners. In terms of ride comfort, it remains comfortable and supple even on our tester with sports suspension. Judging by the fact that its predecessors; E28, E34 and E39, are considered as some of the finest handling cars in the world. The E60′s dynamic quality is a step backward compares to its remarkable forebears.

Brakes: With large 4-wheel discs and standard ABS, 545i’s braking performance is amazing. The stopping distance is short while the pedal feel is exceptional. Its also easy to control and modulate.

Interior: Just like Active Steering, 5-Series’s interior is a mixbag. The instrumentations are typical BMW. Clear, concise and easy-to-read. While the annoying fuel economy gauge remains, that’s not where the problem lies. The sports seats are superb with excellent back and side supports. Now, here are the drawbacks. The interior materials of E60 has seen some corners cutting against the excellent E39. There are plenty of hard plastic on the door panels. The particular tester also has mismatched panels on the ventliation. Next, i-Drive. Although BMW has improved 7-Series’s system by reducing the mouse to 4 directions instead of 8 for 5-Series. It remains a nightmare to use while driving. The i-Drive screen also tends to wash out during daylight. BMW should use buttons beside the mouse for easier navigation instead of relying on one single function.

The back seat space has been improved. There are plenty of head and legrooms.

Conclusion: Its hard to improve a car that doesn’t need improvements, that’s best describe the outgoing E39 5-Series. With the introduction of the E60 5-Series, BMW has taken a step backward with its awkward i-Drive and Active System grimmicks. Its no longer as driver-oriented as its predecessors, nor its a looker with its ugly looks. That’s how a company ruined a previous class leader and become an also-run.

OVERALL VERDICT FOR 2005 BMW 545i
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Performance: 5/5
Handling and ride/fun-to-drive: 3.5/5
Interior/ergonomics/user-friendliness: 2.25/5
Fit-and-finish/build quality: 3.75/5
Cargo/accessibility/layout: 4/5
Value-f0r-money: 3/5

Overall rating: 3.75/5