martinbo
Staff member
Sure, it's a cute little gif, but the most accurate explanation sits right here on GCF. Thank you very much.
5 Series (F10/F11/F07/F18) BMW F10 5er - press drives & reviews
- Thread starter EnI
- Start date
The BMW F10/F11/F07/F18 is the sixth generation of the BMW 5 Series, manufactured for model years 2010–2017. The body styles of the range are: 4-door sedan/saloon (F10), 5-door estate/wagon (F11, marketed as "Touring"), 5-door fastback (F07, marketed as "Gran Turismo"), and 4-door long wheelbase sedan (F18, sold only in China and the Middle East).
Sure, it's a cute little gif, but the most accurate explanation sits right here on GCF. Thank you very much.
ree
Kraftwagen König
CarEnthusiast - Driven: BMW 530d
nside & Out: star star star star star
Alright, it's a bit predictable; and it's a lot like the 7 Series. But the new 5 is handsome and classy where the outgoing model is conspicuously awkward. And that's from someone who reckons the old 5 Series still looks the business.
It probably tells you something that the new car's most striking trait is its size. It hides its bulk well, but some might find it slightly generic. Anodyne, even. But there's a useful interior augmentation that gives front and rear passengers loads of head- and legroom.
Inside, BMW resorts to the sort of Russian doll approach Volvo's exterior stylists once used. Fortunately the basis is spot on, and this car's 'junior Seven' ambience is peerless in the class; it exposes the Mercedes-Benz E-Class interior as slab faced, while having all the build integrity of anything from Audi. And having hit a usability peak with every revised iteration, iDrive is starting to seem complex again in the face of more modern touch screen systems - though the smudge-free and gloriously panoramic hi-definition display arguably makes up for that.
Engine & Transmission: star star star star star
You hardly need any more power and torque than the 245bhp and 398lb.ft mustered by BMW's 30d straight-six diesel. You might want more drama, but pace? Nah. It's the effortlessness with which the 530d snowballs into illegal territory that is startling. It might not quite feel like it's tearing to 62mph in about the same time that the petrol-engined 535i does (6.3 seconds), but it never relents. The standard eight-speed automatic means that it's pulling low revs in top gear at very high velocity.
And that gearbox is a lovely thing. Are eight ratios too many? On paper, perhaps. In reality, no. It's smooth of shift and alarmingly competent at jumping into the optimum rev plateau, never bumbling while it works out what the fast pedal is doing. In Sport mode it'll stick with lower gears; in Normal, it's all about economy so it'll find eighth ASAP. Both are programmed convincingly. (A 'sport' version with paddles is available too, if you're so inclined.)
Ride & Handling: star star star star star
BMW has taken the brave step of risking the wrath of corner-mongers by eschewing firm sportiness in favour of cosseting compliance this time around. But how many people really care about on-the-limit feel in a diesel executive saloon? It's you, the regional manager; you on the motorway; you with hundreds of miles a week to do; you with two kids to transport at the weekend; you who doesn't care about limited-slip differentials on a wet Tuesday morning. You'll be living with the Five every day.
BMW has set the car up for you. The Five is no longer a grown up 3 Series; it's a grown down Seven. It rides beautifully, with a suppleness that takes most road nuances and hides them from you. It deals with tarmac like Jack Charlton circa 1966 dealt with his alopecia: brushes over it. Of course, that's to the detriment of outright cornering feel; there's obvious weight transfer during acceleration, braking and cornering. There's still a very talented, balanced car here, it's just one that you must dig a little deeper to find and enjoy.
We discovered that over a 1,200-mile Southern France to Northern England odyssey. Not once during those two days did the Five ever get uncomfortable. Our car sat on standard springs with a standard steering rack, which has switched from hydraulic to electric assistance for economy's sake. It shows. The steering is direct but lacks positive feedback, and combined with the woollen ride it's fair to say the Five has gone a little soft. That said, the options list contains adaptive damping, which can firm things up a good whack, and 'active steering', which counter steers the rear wheels at low speeds for better manoeuvrability. Try those if the standard setup is too normal for you.
Equipment, Economy & Value for Money: star star star star star
At £37,100 before you've even added the good stuff all thrusting executives crave, the 5 Series isn't cheap. However, it's only slightly more costly than the outgoing car, but now comes with leather and a couple of other things as standard that weren't before. In real terms it's better value now. The wildly popular 520d is only £130 more than the outgoing E60 5 Series, yet it has about £2,300's worth of extra stuff inside.
On the economy front, nobody is doing work as impressive with the compression combustion engine as BMW is right now. Consider the 530d's performance, then that it returns 44.8mpg combined and emits 166g/km of CO2. It's more efficient than all its German brethren, and performs better. Enough said.
Overall: star star star star star
Without quite the dynamic involvement that BMW is famed for, the new Five still manages to be a superb car. It's just so complete. It offers luxury car levels of comfort, quiet and refinement, while the build quality and cabin flair are absolutely top rate. The standard steering and suspension setup will suit most just fine, but it's a shame that those who do want a bit more driver engagement will have to fork out a premium for the drive-enhancing adaptive chassis and steering. BMW has shifted the goalposts for this 5 Series, but it's still scored a screamer.
Car reviews | BMW 5 Series | Week at the Wheel: BMW 530d | by Car Enthusiast
nside & Out: star star star star star
Alright, it's a bit predictable; and it's a lot like the 7 Series. But the new 5 is handsome and classy where the outgoing model is conspicuously awkward. And that's from someone who reckons the old 5 Series still looks the business.
It probably tells you something that the new car's most striking trait is its size. It hides its bulk well, but some might find it slightly generic. Anodyne, even. But there's a useful interior augmentation that gives front and rear passengers loads of head- and legroom.
Inside, BMW resorts to the sort of Russian doll approach Volvo's exterior stylists once used. Fortunately the basis is spot on, and this car's 'junior Seven' ambience is peerless in the class; it exposes the Mercedes-Benz E-Class interior as slab faced, while having all the build integrity of anything from Audi. And having hit a usability peak with every revised iteration, iDrive is starting to seem complex again in the face of more modern touch screen systems - though the smudge-free and gloriously panoramic hi-definition display arguably makes up for that.
Engine & Transmission: star star star star star
You hardly need any more power and torque than the 245bhp and 398lb.ft mustered by BMW's 30d straight-six diesel. You might want more drama, but pace? Nah. It's the effortlessness with which the 530d snowballs into illegal territory that is startling. It might not quite feel like it's tearing to 62mph in about the same time that the petrol-engined 535i does (6.3 seconds), but it never relents. The standard eight-speed automatic means that it's pulling low revs in top gear at very high velocity.
And that gearbox is a lovely thing. Are eight ratios too many? On paper, perhaps. In reality, no. It's smooth of shift and alarmingly competent at jumping into the optimum rev plateau, never bumbling while it works out what the fast pedal is doing. In Sport mode it'll stick with lower gears; in Normal, it's all about economy so it'll find eighth ASAP. Both are programmed convincingly. (A 'sport' version with paddles is available too, if you're so inclined.)
Ride & Handling: star star star star star
BMW has taken the brave step of risking the wrath of corner-mongers by eschewing firm sportiness in favour of cosseting compliance this time around. But how many people really care about on-the-limit feel in a diesel executive saloon? It's you, the regional manager; you on the motorway; you with hundreds of miles a week to do; you with two kids to transport at the weekend; you who doesn't care about limited-slip differentials on a wet Tuesday morning. You'll be living with the Five every day.
BMW has set the car up for you. The Five is no longer a grown up 3 Series; it's a grown down Seven. It rides beautifully, with a suppleness that takes most road nuances and hides them from you. It deals with tarmac like Jack Charlton circa 1966 dealt with his alopecia: brushes over it. Of course, that's to the detriment of outright cornering feel; there's obvious weight transfer during acceleration, braking and cornering. There's still a very talented, balanced car here, it's just one that you must dig a little deeper to find and enjoy.
We discovered that over a 1,200-mile Southern France to Northern England odyssey. Not once during those two days did the Five ever get uncomfortable. Our car sat on standard springs with a standard steering rack, which has switched from hydraulic to electric assistance for economy's sake. It shows. The steering is direct but lacks positive feedback, and combined with the woollen ride it's fair to say the Five has gone a little soft. That said, the options list contains adaptive damping, which can firm things up a good whack, and 'active steering', which counter steers the rear wheels at low speeds for better manoeuvrability. Try those if the standard setup is too normal for you.
Equipment, Economy & Value for Money: star star star star star
At £37,100 before you've even added the good stuff all thrusting executives crave, the 5 Series isn't cheap. However, it's only slightly more costly than the outgoing car, but now comes with leather and a couple of other things as standard that weren't before. In real terms it's better value now. The wildly popular 520d is only £130 more than the outgoing E60 5 Series, yet it has about £2,300's worth of extra stuff inside.
On the economy front, nobody is doing work as impressive with the compression combustion engine as BMW is right now. Consider the 530d's performance, then that it returns 44.8mpg combined and emits 166g/km of CO2. It's more efficient than all its German brethren, and performs better. Enough said.
Overall: star star star star star
Without quite the dynamic involvement that BMW is famed for, the new Five still manages to be a superb car. It's just so complete. It offers luxury car levels of comfort, quiet and refinement, while the build quality and cabin flair are absolutely top rate. The standard steering and suspension setup will suit most just fine, but it's a shame that those who do want a bit more driver engagement will have to fork out a premium for the drive-enhancing adaptive chassis and steering. BMW has shifted the goalposts for this 5 Series, but it's still scored a screamer.
Car reviews | BMW 5 Series | Week at the Wheel: BMW 530d | by Car Enthusiast
bmer
Tire Trailblazer
I love the car but this is one of the few things I'm not very pleased with:
I understand that electric assistance saves something like 0,1 liters/100 km but is it really worth sacrificing driving feel for such a small consumption benefit (especially in a BMW)? It's a fact that electric steering assistance will always feel artificial and less direct compared to hydraulic one.
I understand that electric assistance saves something like 0,1 liters/100 km but is it really worth sacrificing driving feel for such a small consumption benefit (especially in a BMW)? It's a fact that electric steering assistance will always feel artificial and less direct compared to hydraulic one.
Zafiro
Supreme Roadmaster
My parent's car has the old steering and mine is with electric steering and I have to say I prefer the steering in my car. Why you may ask?
- Its much easier to parallel-park/park in tight spaces
- Better for citydriving
- Not as heavy and better suited for daily-use. (The old steering gets heavier the wider the tyres are.)
- The steering automatically goes back to center which it doesn't with my parent's cars.
The steering is still direct and reacts to every movement instantly. Compare to the competition the steering is still heavier but now its better balanced between heavy and light.
Besides I think they press is overreacting their comments about the steering. The steering isnt that bad.
I can agree its okey if its stays hydralic on true sportscars, but let's face it the new 5-series isnt a sportscar. Again, electric steering is a lot better for daily-use and after spending 5000 kilometers with it, this steering is much appreciated.
bmer
Tire Trailblazer
Reading this makes me think you're getting old, Andreas.
The affinity to comfortable seats some time ago was the first symptom and should've given it away.
Zafiro
Supreme Roadmaster
Reading this makes me think you're getting old, Andreas.
The affinity for comfortable seats some time ago was the first symptom and should've given it away.
34 and counting
The sportseats in my car, I wouldn't change them if my life depended on it. They are superb for active driving
+ the female passengers seem to like my sportseats 
I already posted it.
braaf
Stuttgart Specialist
PanterroR
Lap Time Luminary
Zafiro
Supreme Roadmaster
Merc1
Premium
EVO - BMW 530d review
Seems like everyone has driven the same 530d. Love this shot:
What is it?
New 2010 BMW 5-Series with a fast and frugal six-cylinder diesel. 0-62mph is dispatched in just 6.3sec and yet it will do 45.6mpg on the combined cycle. It costs £37,100.
Technical highlights?
This car has the new optional eight-speed automatic gearbox (priced at £1495 without paddles, £1605 with). This auto ‘box combined with BMW’s Efficient Dynamics package achieves a phenomenal CO2 rating of 160g/km.
What’s it like to drive?
The engine is as fantastic as you would expect. BMW has long produced brilliant diesel powerplants (a 330d was the first diesel ever to make it into an eCoty contest) and it pulls as smoothly and cleanly as ever.
The chassis is less impressive, however. This particular car has the basic 5 Series set up with standard passive dampers and unfortunately it feels like the compromise that it is. Grip is good and you can get a decently relaxed flow going down a smooth road, but over bumps there is a thumpiness and wallow that certainly doesn’t smack of ‘The Ultimate Driving Machine’. The speed-sensitive steering doesn’t have any feel either, which exacerbates the feeling of piloting a very big car (which it is) with slightly hard-to-place extremities. As Ollie said ‘it feels and behaves more like a 7-Series’.
It would seem that you need to spec the optional £965 adaptive dampers, and possibly add an extra £1255 for the adaptive anti-roll bars too, to make the 5-Series drive as you would wish.
How does it compare?
At £37,100 for a completey un-optioned 530d SE the BMW is sitting squarely in Jaguar XF territory. For £37,730 you could have a 271bhp XF Diesel S. You can see how it fared against the last generation 5 Series here. And unfortunately for BMW the Jaguar is the more desirable, quicker, more dynamic and more pleasurable car. The only place the BMW wins is on economy and CO2 output.
Anything else I need to know?
The map for the satellite navigation is very cool – a 3D topographical display appears as you zoom out.
BMW 530d road test | evo
M
Seems like everyone has driven the same 530d. Love this shot:
What is it?
New 2010 BMW 5-Series with a fast and frugal six-cylinder diesel. 0-62mph is dispatched in just 6.3sec and yet it will do 45.6mpg on the combined cycle. It costs £37,100.
Technical highlights?
This car has the new optional eight-speed automatic gearbox (priced at £1495 without paddles, £1605 with). This auto ‘box combined with BMW’s Efficient Dynamics package achieves a phenomenal CO2 rating of 160g/km.
What’s it like to drive?
The engine is as fantastic as you would expect. BMW has long produced brilliant diesel powerplants (a 330d was the first diesel ever to make it into an eCoty contest) and it pulls as smoothly and cleanly as ever.
The chassis is less impressive, however. This particular car has the basic 5 Series set up with standard passive dampers and unfortunately it feels like the compromise that it is. Grip is good and you can get a decently relaxed flow going down a smooth road, but over bumps there is a thumpiness and wallow that certainly doesn’t smack of ‘The Ultimate Driving Machine’. The speed-sensitive steering doesn’t have any feel either, which exacerbates the feeling of piloting a very big car (which it is) with slightly hard-to-place extremities. As Ollie said ‘it feels and behaves more like a 7-Series’.
It would seem that you need to spec the optional £965 adaptive dampers, and possibly add an extra £1255 for the adaptive anti-roll bars too, to make the 5-Series drive as you would wish.
How does it compare?
At £37,100 for a completey un-optioned 530d SE the BMW is sitting squarely in Jaguar XF territory. For £37,730 you could have a 271bhp XF Diesel S. You can see how it fared against the last generation 5 Series here. And unfortunately for BMW the Jaguar is the more desirable, quicker, more dynamic and more pleasurable car. The only place the BMW wins is on economy and CO2 output.
Anything else I need to know?
The map for the satellite navigation is very cool – a 3D topographical display appears as you zoom out.
BMW 530d road test | evo
M
bmer
Tire Trailblazer
BMW 530d review
Rating:
2 1/2 stars from Evo.
One of the few (and the only British) car mag that I hold in relatively high regard.
I know the car is winning comparison tests but it truly seems the F10 5er is now less focused on being the best driver's car in its class and more about trying to be the ultimate all-rounder.
And Andreas, the bold part seems to confirm my fears about the new electronic steering that replaced the hydraulic one.
Rating:
2 1/2 stars from Evo.
One of the few (and the only British) car mag that I hold in relatively high regard.I know the car is winning comparison tests but it truly seems the F10 5er is now less focused on being the best driver's car in its class and more about trying to be the ultimate all-rounder.
And Andreas, the bold part seems to confirm my fears about the new electronic steering that replaced the hydraulic one.
Zafiro
Supreme Roadmaster
And Andreas, the bold part seems to confirm my fears about the new electronic steering that replaced the hydraulic one.
yes sure, if you believe anything those carjournalists tell you.
Like I said before, I've driven tons of miles with both the old and new steering. And I simply dont agree with EVO and neither should you until you tried it. The new steering is the best solution and suit cars you live with everyday. And who knows, the steering might not be the same in a 1er and 5er. The steering in 1er and new Z4 is awesome according to my personal experiences. If you didnt live in cold Finland I would gladly let you testdrive my car and it would shut your mouth up
south
Vorsprung Visionary
German Sportauto blamed (also) the steering for a rather mediocre lap time the 535i clocked at Hockenheim. I'm with you that the EPS isn't that bad, but I think these journalists are having issues with the Integral Active Steering also taking care of the rear axle.yes sure, if you believe anything those carjournalists tell you.
Like I said before, I've driven tons of miles with both the old and new steering. And I simply dont agree with EVO and neither should you until you tried it. The new steering is the best solution and suit cars you live with everyday. And who knows, the steering might not be the same in a 1er and 5er. The steering in 1er and new Z4 is awesome according to my personal experiences. If you didnt live in cold Finland I would gladly let you testdrive my car and it would shut your mouth up
Best regards,
south
BimmerToday
Precision Tuner
Well, the Sport Auto claimed the time of 1:19,6 as rather bad, but I don't think so. The car was without the upcoming M Sports Package and the 5-series is not meant to be a sports car. A Mercedes C 350 CGI got a time of 1:20,4 in the 01/09 issue, a normal E-class (not AMG) or a normal Audi A6 (not S6/RS6) has never been tested afaik. Compared to other cars from BMW the 535i is in the same league as the 335i E93 or the 650i E64. The 535d E60 LCI and the 130i got about the same time. I don't think, it is that bad for a normal sedan without any sporty equipment. Did they expect it to be on the level of the Z4 (that did a 1:17,6 as sDrive35i)?
south
Vorsprung Visionary
It's understandable when you say that track times aren't a top priority of cars like the 535i, but, after reading their test, I'd really be worried about the numb and volatile steering. Anyway, that's most certainly easy and cheap to fix: Just don't order the Integral Active Steering.
Best regards,
south
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BMW
Bayerische Motoren Werke AG, abbreviated as BMW is a German multinational
manufacturer of luxury vehicles and motorcycles headquartered in Munich, Bavaria, Germany.
The company was founded in 1916 as a manufacturer of aircraft engines, which it produced
from 1917 to 1918 and again from 1933 to 1945.
Official website: BMW (Global), BMW (USA)
Official website: BMW (Global), BMW (USA)
