Yahoo Autos 2017 BMW 530i
As soon as we opened the curtains of our Palo Alto hotel room, we knew things weren’t looking good for our first experience with the 2017 BMW 530i. The torrential rainfall that had wreaked havoc on the area for the prior two days had only somewhat abated, and there were reports of widespread flooding. A few miles spent crawling down the 101 freeway to BMW’s Technology Office in Silicon Valley further dimmed our hopes of replicating in Northern California our sublime first drive of the 2017 BMW 540i in Portugal.
Five Alive
Fortunately, by the time BMW finished its technical presentation of the new 5—and there is indeed much tech to present—the sun was flirting with breaking through the clouds and the weather provided no impediment to our drive of the 5-series. Powered by BMW’s new B46 turbocharged 2.0-liter inline-four (which also appears in the 330i and, transversely, in the X1 and the Mini Cooper S), the 530i exhibits almost zero turbo lag, and throttle response is natural and immediate both off the line and in higher-speed passing maneuvers. The B46 produces just a smidge more power and less torque than the previous N20 turbo four (248 horsepower at 6500 rpm and 258 lb-ft of torque from 1450 rpm, an increase of 8 ponies and a drop of 2 lb-ft). Still, the new 5-series feels notably quicker, thanks to extensive use of aluminum—including in the trunklid, doors, and suspension parts—combined with other mass-reduction efforts that have yielded a claimed weight loss of 123 pounds for the 530i xDrive version that we drove. Given all that, we have no reason to doubt BMW’s claim that the 530i xDrive can accelerate to 60 mph in 5.8 seconds, if not more quickly.
More important is that the new 5 feels more predictable and easier to maneuver, thanks in part to the redesigned suspension largely made from aluminum, which helps reduce unsprung mass. Also helping matters was our example’s optional $2600 M Sport package with its upsized 19-inch wheels and tires and lowered ride height (along with blackout exterior trim, a sport steering wheel, an aero body kit, and aluminum interior trim). Our car also was equipped with BMW’s second-generation Integral Active Steering system ($1150), which combines a variable-ratio steering rack with speed-dependent electric assistance and rear-wheel steering. As we noted in our 540i first drive, IAS now has a more linear and natural feeling, a boon to handling predictability.
As the roads dried out, we became less shy with our corner-entry speeds and found lateral-grip levels to be tremendous. When the time came to slow, the strength and pedal feel of the optional M Sport brakes stood out as excellent. Meanwhile, the dynamic dampers provided a supple cushioning of harsh impacts. While the 5 may not be able to replicate the wonderfully organic sportiness of the vaunted E39-series model, there’s more liveliness to the new 5’s dynamics. No longer does it drive like a wannabe 7-series—although it still looks like one.
Inner Beauty
It does edge closer to the 7-series inside, however, with higher levels of luxury than before, exquisite applications of wood and metal trim, artfully stitched hides, and ever more ways to thrill your inner tech geek. Chief among the latter is iDrive 6.0, which gives touchscreen functionality to the 10.3-inch center display. Combined with the existing rotary controller—with its touchpad surface—steering-wheel controls, voice recognition, and center-stack buttons and knobs, there are more ways than ever for drivers to adjust the car and its infotainment systems. Optional Gesture Control allows commanding infotainment and telephone functions by pointing with one or two fingers or by swiping with an appropriate hand motion near the center console. We’re happy for the redundancy, if only because it may mean fewer fingerprints on the center-stack controls, which are rendered in piano black. At least some of the buttons and knobs are matte finished, although the shiny black stuff is also featured on the row of eight programmable memory keys that have become a staple in BMWs. Keep those microfiber wipes handy. Other tech baubles include wireless integration of Apple CarPlay and a remote function for the surround-view cameras that allows owners to check the surroundings of their car from their mobile phones.
As we inched toward our destination in Sonoma, flooded streets from the previous days of rain prompted lengthy detours through the valley. This afforded us a keen appreciation for the hours-long comfort of the 20-way power-adjustable front seats, which had impressed us earlier with their dynamic bolsters that gently inflate as g’s rise in tight corners while otherwise offering occupants cloudlike comfort. The outboard rear seats are nearly as nice, with well-executed ergonomic contouring and decent legroom. We also relished the rich fidelity of the 1400-watt, 16-speaker Bowers & Wilkins audio stereo, but we’re not sure the $4200 system is notably better than the 600-watt, 12-speaker Harman/Kardon setup that costs only $875. And one last delight presented itself once the sun descended over the hills to the west: The interior ambient lighting at night is gorgeous—although some may find the extra light distracting.
The 530i should hit dealerships this month. Prices start at $52,195 for rear-drive models and $54,495 with all-wheel drive, each a grand above last year’s versions. The increases seem justified given the improvements and additional technology bestowed upon the new 5-series. The 530i anchors the bottom of the lineup and will be joined by the new 530e iPerformance plug-in hybrid this spring. BMW promises that the 530e will achieve parity in most respects with the 530i, except fuel economy: The 530e is expected to offer MPGe ratings in the high 60s, versus the 24/34-mpg city/highway ratings for the 530i. But we’ll judge the hybrid’s merits when the time comes. Meanwhile, we can say the new 530i marks a step forward.
Specifications >
VEHICLE TYPE: front-engine, rear- or all-wheel-drive, 5-passenger, 4-door sedan
BASE PRICE: $52,195
ENGINE TYPE: turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injection
Displacement: 122 cu in, 1998 cc
Power: 248 hp @ 6500 rpm
Torque: 258 lb-ft @ 1450 rpm
TRANSMISSION: 8-speed automatic with manual shifting mode
DIMENSIONS:
Wheelbase: 117.1 in
Length: 194.6 in
Width: 73.5 in Height: 58.2 in
Passenger volume: 99 cu ft
Cargo volume: 19 cu ft
Curb weight (C/D est): 3800-3900 lb
PERFORMANCE (C/D EST):
Zero to 60 mph: 5.8-6.0 sec
Zero to 100 mph: 15.8-16.0 sec
Standing ¼-mile: 14.5-14.6 sec
Top speed: 130-155 mph
FUEL ECONOMY:
EPA combined/city/highway: 27/23-24/33-34 mpg
