It seems that every 20 years or so, BMW likes to attract controversy. Wind back the clock to the early 2000s and you might see where we’re going with this. In 2001, the world feasted its eyes on the fourth-generation 7-Series with its, um, radical looks.
Not content with that, the fifth-generation BMW 5-Series also got an extreme makeover in 2003. It ditched the smooth and elegant lines of its predecessor, replacing them with acute angles, sharp lines, and a very polarizing look.
Let’s jump back to the present, where the same thing is happening all over again. Just take a look at the all-new 7-Series and 5-Series. The Internet and BMW die-hards had a few words to say about the brand, ranging from a few praises to rather scathing remarks. History repeats itself, as they say.
Now, I am a bit of a BMW 5-Series fanatic. I’ve owned the third- and fourth-generation models, and I’ve driven most iterations of the executive sedan. My favorites will always be the ones I had (E34 and E39, for those who prefer Bimmerspeak), but I’ve thoroughly enjoyed driving these cars, regardless of generation. Okay, there’s one generation that I wish was better, but the 5-Series has generally always met or exceeded personal expectations.
But regardless of who’s reviewing it, every motoring journalist around the world will have high expectations of any new 5-Series. It’s always been the sedan (or wagon) to beat in its segment, and it’s expected to combine the ‘Ultimate Driving Machine’ ethos of the brand and the comfort and refinement one expects from a car of its price tag. It’s the student-athlete who’s the MVP and the summa cum laude with the bonus of a pleasing personality.
This new one, now known as the G60, is no different. What we have here is the BMW 520i, the entry-level variant, and it’s time to see if it can do its predecessors proud.
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Styling
I will admit that when I first saw photos of the car, I didn’t know exactly what to feel. Shock would be a good place to start as it was such a huge departure from the last two models. The seventh- and eighth-gen models were subtle and elegant, but this one ditched the company’s styling rulebook altogether.
The huge grille—which lights up, by the way—is flanked by a pair of sharp, upswept headlights. Slim corner air intakes further emphasize the ‘in-your-face’ look of the front end. Subtle, it ain’t.
Then there’s the black cladding that lines the entire lower portion of the vehicle. No, this isn’t a crossover, but that trim wouldn’t look out of place in an X5. As expected, there are more flares and creases to be seen here. The rear is just as controversial as the rest of the body. Suffice it to say this model is nothing like its predecessors, for better or worse.
Months have passed since the G60’s global debut, and seeing it in person still hasn’t worn off its shock value. As a long-time 5-Series fan, I can spy shades of the equally polarizing fifth-gen E60 model here. The thing is, the E60 went from being maligned to still looking modern and contemporary 20 years on. Only time will tell if the G60 can do the same.
Interior
The Europeans seem to have waged war on buttons, and it’s evident here in the all-new 520i. Seriously, the only true buttons here are the window switches, the trunk release, the engine starter, cruise control, and the steering-wheel audio controls.
In this 5-Series, most buttons have been replaced by haptic-feedback panels, while most functions are within the infotainment system. It’s rather daunting and intimidating, especially if you’re coming from previous BMWs. You do get used to it after a few days, but the minimalist and high-tech interior isn’t the easiest to navigate. Heck, even the aircon shutters are controlled via a touch panel.
Aesthetically, though, the interior is a conversation piece. It’s nearly concept-car-like in execution, and it’s easy to appreciate its smooth and clean lines. Okay, the ‘screens stuck to the dash’ look will draw mixed opinions, but it’s in line with the cabin’s theme. That said, we’d prefer a three-spoke steering wheel.
Cabin materials are of the soft-touch variety, as you would expect from this kind of car. The build feels solid with an air of quality surrounding the cabin. Again, it’s what’s expected and demanded from any BMW product. The few remaining buttons are pleasant to touch, meaning the Germans haven’t forgotten how to make pressing something feel satisfying.
Space is no issue in the 520i. After all, any sedan that measures over five meters long had better have more than enough room for five inside. Legroom, headspace, and shoulder room are no issue, but as is typical in any rear-wheel-drive vehicle, the person sitting in the middle of the backseat won’t have the best of times.
If there’s one thing that baffled me about the 520i, it’s the trunk. Abroad, there’s 520 liters of space available, but the local version comes with a bulky spare-tire container that eats up nearly all of that. The result is a trunk that’s no bigger than that of a compact sedan in terms of volume.
Even more puzzling is that the car comes with run-flat tires, which somewhat negates the need for the spare. Another alternative would be a tire repair kit, a portable air compressor, or both, just to give owners that extra peace of mind. But if one really insists on a spare, I wish the spare-tire holder were smaller so that owners could make the most of the cavernous cargo area. Besides, there’s a good chance these cars will be used by golfers, and those folks need their trunk space.
Engine performance
Yes, the 520i comes with an engine that reflects the badge designation: a 2.0-liter turbocharged engine with mild-hybrid assist. It’s good for 208hp and 330Nm of torque, so there’s a fair bit of shove. This isn’t the fastest sedan in the world, but it should satisfy most drivers.
Admittedly, I’d love to see the 255hp 530i being an option here someday, but that choice is limited to the North American market. The even juicer 375hp in the 540i is a dream, but again, only for North America.
But back to the 520i—how does it feel? It’s smooth and quiet for the most part, only raising its voice ever so slightly under hard acceleration. It’s brisk enough for the daily drive and offers adequate overtaking performance. In the local setting, at least, it won’t leave you wanting for more. The 0-100kph claim of 7.3sec is believable.
Fuel consumption isn’t bad, either. The old 520i would do around 6.5-8km/L in city traffic, but this new one does 8-9km/L with little effort. Good to know the mild hybrid system makes a big difference. On more open roads, 10-13km/L is achievable, and there’s no doubt it’ll do around 15km/L on the highway thanks to its eight-speed automatic.
Speaking of the automatic, it’s well-matched to the engine, seamlessly shifting from one cog to another. It’s never jerky or hesitant, which is great considering the tester I drove didn’t even have 100km on the odometer.
Ride and handling
If I were to judge a car on its chassis alone, this redesigned 5-Series easily gets a perfect score. Want to know what the near-ideal balance of ride and handling is? You need only to steer this sedan around some bends.
I’m also glad to report that BMW did a fine job tuning the electric power steering. Its first attempt dulled the experience, but the previous model mostly rectified that. In this one, BMW has dialed it in. It’s one of the better electric power steering systems out there, and it offers great feel and feedback from the wheel. You almost forget the car is over five meters long.
Then, there’s the ride. It’s supple without being wallowy or floaty, and impact harshness is neutralized with one hushed thump from the suspension. It’s not cloud-like, but the car does a great job of staying level for as much as it can. If anything, the chassis almost makes you forget about the daunting interior controls.
Extra features
The local-spec BMW 520i doesn’t come with a whole host of advanced driver-assist systems. There’s forward-collision warning, but features such as adaptive cruise control and other semi-autonomous driving features are unavailable.
On the flip side, it already comes standard with other safety features like stability control and the parking assistant. The audio system is care of Harmann Kardon, and Connected Drive services are finally included. Of course, Apple CarPlay of the wireless variety is standard, as is wireless charging.
As for that screen, it’s a nice thing to interact with once you get the hang of it. The graphics are crisp and clear without much in the way of lag. Animations are spot-on, and the screen can display either real-time driving info or your entertainment options. Also stored there are the driving modes and themes, namely, Personal, Sport, Efficient, Relax, Expressive, and Digital Art.
Personal is essentially comfort mode and is set as default. Sport does exactly what it says on the lid, and so does Efficient. Relax tones down the ambient lights and rolls up the rear sun blinds, while Expressive gives the drive, er, expressive artwork on the screen and other lighting effects. Digital Art cranks up Expressive mode to 11. When I had the car with me, I shuffled between Personal, Sport, and Relax.
Verdict
BMW fans will understand this next reference: The 2024 BMW 5-Series is like a modern-day E60 with a chassis that’s hard to beat in its class, wrapped in a body that stirs up conversation. Whether it’ll be a positive or negative reaction is up to the person who looks at the car, but no one can deny the capabilities of its chassis.
It’s not the most generously equipped luxury offering out there, nor is it the easiest to use when it comes to the interior. However, you can almost forgive these minor faults because of the G60’s balance. It’s comfortable where it counts and athletic when you want it to be. That has always been the hallmark of the 5-Series, and it’s great to see that’s still the case in the latest version.
Yes, it’s got a whole load of tech in there, some of which you may or may not need. It’s also got quite a price jump at P4,990,000, a far cry from the previous version’s tag of P4,490,000. That said, that extra P500,000 gets you an all-new chassis, a great ride, and even better feel and feedback behind the wheel. Enthusiasts might want a little more power under the hood, but the basic ingredients that make BMW’s midsize sedan great are still present.
Honestly, that’s the thing that counts the most in the 5-Series.
SPECS: 2024 BMW 520i
Price: P4,990,000
Engine: 2.0-liter turbopetrol I4 mild-hybrid
Power: 208hp
Torque: 330Nm
Transmission: 8-speed automatic
Layout: RWD
Seating: 5
Score: 9/10
