BMW i5 review: High five
BMW’s all-new 5 Series looks relatively tame for good reason, but it’s a clear leap from the previous model
AT FIRST glance it looks as though BMW has played it relatively safe with the new 5 Series, but that makes plenty of sense because it’s a mighty important car for the brand. Over half a century, BMW has sold 10 million units, although the company is probably prouder of the fact that the 5 Series has outsold the Mercedes E-Class worldwide since the 2010 model.
No one wants to screw up the sales champion, but luckily for all involved, the 5 Series playbook is a well-established one. As BMW’s midsize sedan, it takes some of the grandeur and comfort of the 7 Series and mixes in a bit of the 3 Series’ agility. If any car represents BMW’s mojo, then, the 5 Series is it.
It’s now in Singapore in two general flavours. The petrol 520i kicks off the range here at S$392,888 (with certificate of entitlement), with an all-new engine giving it 190 horsepower and the ability to hit 100 kmh in 8.1 seconds.
If sustainability is your thing, there’s the pure electric i5, which is available in single motor eDrive40 form for S$424,888. That’s the version the company invited the press to drive at its media launch in Portugal, alongside a more powerful twin-motor i5 M50.
To my eyes, the new car’s styling reflects an artful blend of grand athleticism. Codenamed G60, the eighth-generation 5 has a monolithic body but avoids looking obese with the help of clean lines and some clever design touches. The sills are painted black to slim its waist, and a nice crease swoops up towards the tail, giving the flanks some character and definition.
The slim headlights sport a minimalist interpretation of BMW’s signature four-eyed look, and thankfully, the front grille isn’t provocatively huge, like it is on some current BMWs.
A NEWSLETTER FOR YOU
Friday, 2 pm
Lifestyle
Our picks of the latest dining, travel and leisure options to treat yourself.
If you want hugeness, look instead to the body. The G60 is more than five metres long and nearly two metres wide, making it as large as some 7 Series models of old, and bigger than its arch enemy from Mercedes.
Inside, the new 5 borrows liberally from the current 7, which is a good thing if you like your cars posh. It has the same crystal gear shifter and iDrive controller, and also sports the Interaction Bar, which sounds like a place to meet singles but is in fact an eye-catching strip of lighting that runs across the dashboard from door-to-door.
Also filched from the 7 Series are dubiously tiny slits for the air-con. I suspect they’ll be ineffectual on the scorching days that we get in the tropics, so I’m tempted to pronounce them a daft idea (although BMW’s designers presumably consider normal air-con vents a draft idea), but some time in a test car here will tell.
Meanwhile, more welcome is the large freestanding display, with a 12.3-inch screen for the driving instruments and a jolly big 14.9-inch touchscreen infotainment system, angled slightly towards the driver to make its far corners easier to reach.
It runs a new menu system that’s less fiddly, especially when it comes to the virtual climate controls, the on-screen buttons of which are now less scattered. Interestingly, BMW redesigned the layout after complaints from the motoring press about user-unfriendliness, but also because it monitors how customers actually tap the touchscreen; the company has five million connected cars on the road, and gathers all kinds of data (anonymously, it says) about how they’re used.
This real-world user data has also revealed that a large majority of BMW’s electric vehicle drivers more or less achieve the brand’s efficiency claims. That bodes well for i5 ownership, because it implies you could comfortably get by charging it just once a week, based on a claimed range of 582 kilometres.
Then again, the car itself might lead you astray. That’s because the i5 eDrive40 is a hoot to drive, shrugging off its bulk like an athlete discarding a robe as it dances from corner to corner. It has an easy-going agility and natural balance, and though the steering is light it gives the i5 a feeling of deftness that defies its size and weight. The acceleration isn’t neck-snapping, but the BMW does lunge at the horizon in an energetic way, making it feel spry and always ready for action.
The suspension deals with bumps beautifully, too, which is still relatively rare for electric cars. The serene ride quality pairs nicely with the motor’s general silence, though if you do want some noise the i5 does have a sound generator.
Given that it’s as big as the 7 Series used to be, it’s easy to imagine buying an i5 principally so you can ride in the back. Sure enough, it’s roomy overall inside, but there’s a let-down there. Because it shares its floor with combustion versions of the new 5 Series, the i5 still has a tunnel for a propeller shaft running down its centre. It eats up space, and takes away one thing that makes some electric cars feel special.
Still, as an electric car, the i5 does feel like a nice reward for climbing the ranks at work to the point where you can afford one. It’s a clear leap from the previous 5 Series in terms of its refinement and cabin ambience, and manages to be both engaging yet relaxing to drive. Could BMW have gone a bit more funky with the styling or space packaging? Undoubtedly so, but this high up the corporate ladder, it’s ok to want to feel safe.
BMW i5 eDrive40 Motor power / torque 340 hp/430 Nm Battery type/capacity Lithium-ion/81.2 kWh Charging time 8.25 hours (11 kW, AC), 30 minutes 10 to 80 per cent (205 kW, DC) Electric range 582 km 0-100kmh 6.0 seconds Top speed 193 kmh Efficiency 19.5 kWh/100 km Agent Eurokars Auto or Performance Motors Price S$424,888 with COE Available Now
Copyright SPH Media. All rights reserved.
