A couple of decades ago I was walking through a repo yard looking for something to buy and came upon a third-generation E34

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with a 518i badge on its backside and 1.8-litre four-cylinder engine under its hood. At the time I couldn’t fathom a mid-size sport-luxury car powered by such a tiny inline-four, this being a European grey-market import and therefore nothing I’d ever laid eyes on before, so I passed it by only to end up with a six-cylinder powered 528i of the same era. Strange to think that a couple of lifetimes later, or so it seems, I’d be behind the wheel of an identically named 528i, albeit this time powered by a four-cylinder engine.

Since the original 5 Series debuted in 1972 there’s only been one generation that didn’t offer a four-cylinder variant, the same 1997–2003 third-generation E34 model that only included gasoline and diesel I-6 engines plus two V8s. It’s just that none of them had been marketed on this side of the Atlantic until now. Today’s

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5 Series engine lineup is much more diverse than any generation since, with the base model I’m covering here utilizing BMW’s direct-injected and turbocharged 2.0-litre N20 four-cylinder good for 241 horsepower and 258 lb-ft of torque, while the other powertrains include a 300 horsepower direct-injected turbo 3.0-litre inline six in the 535i, direct-injected turbo 4.4-litre V8 in the 445 horsepower 550i and 560 horsepower M5, a 255 horsepower 3.0-litre turbocharged clean diesel with 413 lb-ft of torque in the 535d, and 300 horsepower electrified 3.0-litre in the ActiveHybrid 5. Other markets still see engine and drivetrain alternatives we don’t get, but that’s ok because BMW Canada wouldn’t likely find many buyers for them anyway.

The

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four-cylinder in the latest 528i is a much different beast than what BMW put into the E34 518i or anything in between. Obviously its output ratings are higher than all of the previous fours, not to mention many of the older six-cylinder engines and even one of the early V8s, while it finds maximum torque at a very low 1,250 rpm making it ideal for automatic transmission application. That in mind the long strides made in transmission development in recent times means that small engines like the 2.0-litre N20 can even feel lively in heavier mid-size models like the 5 Series, which is what I experienced in this 528i thanks to its ZF-sourced eight-speed autobox.

BMW

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forgoes standard paddle shifters on this particular model, which I think is a shame as they would truly add a little spice to driving engagement, but then again the gear lever actuated Steptronic manual mode does the job when wanting to hold a given gear amid curves, forcing the right hand off the steering wheel just like a manual requires. During such moments the driver selectable Sport mode is apropos, found on a toggle next to the shift lever that also allows a switch from default to Comfort mode, a setting that’s appreciated over rougher patches of pavement.

Eco Pro mode is the default setting in this model, so therefore BMW’s idle start/stop system goes about its duties as long as the aforementioned Sport mode isn’t

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engaged, or if you choose to turn it off via a button just below the ignition switch. I never touch it, as the fuel savings are helpful and improvement to air quality beneficial. Eco Pro and the car’s other EfficientDynamics technologies such as brake energy regeneration will save you up to 20-percent at the pump.

All it takes is a lift off of the brake pedal and the engine comes back to life, hardly interrupting even the quickest right foot’s ability to get on the throttle and make the most of the road ahead. Acceleration is much more than adequate despite the 528i xDrive’s considerable 229-kilo (506-lb) heft over the 328i xDrive, which uses an identical powertrain, while my tester’s optional xDrive all-wheel drive assists while

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taking off in slippery conditions. It’s hardly a match for the M5’s 4.3-second blast to 100km/h, but the 528i manages a spirited sprint to this mark just the same, achieving the identical speed in a very respectable 6.3 seconds, which is about half a second quicker than the old base 3.0-litre six-that engine produced just 240 horsepower and 230 lb-ft of torque.

All the while the new four-cylinder makes mega gains in fuel economy as intimated before, its five-cycle EnerGuide combined city/highway rating equaling 8.9 L/100km in rear-drive guise and 9.1 with xDrive. That’s even better than the (granted much more powerful) ActiveHybrid 5, rated at 9.4 L/100km combined, although the fuel-efficiency hero remains the 528d, a 2.0-litre four-cylinder turbo-diesel having

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replaced the old inline-six with its fuel economy advantage resulting in a combined rating of 7.9 L/100km.

All this performance and efficiency is had despite a considerable gain in size, the new F10 5 Series some 58 mm (2.3 inches) longer at its shortest 4,899-mm (192.9-inch) length than the old E60 5, with an 80-mm (3.1-inch) longer wheelbase and 14-mm (0.5-inch) expansion in width. Of course, this single generational growth is nothing compared to how far the 5 has expanded since my old E34 528i, some 179 mm (7.0 inches) shorter with a wheelbase that was abbreviated by 207 mm (8.1 inches) and width by 109 mm (4.3 inches). And yes, that

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E34 was quite a bit larger than the E28 528e I owned prior to the E34, which was larger still than my neighbour’s lovely ’81 E12 528i (I really tried to get him to part with it, but it was a no go). In case you’re curious, the new 5 Series is actually quite a bit longer than the original E23 7 Series, with a much longer wheelbase and even greater width, and almost identically sized to the second-gen E32 7. There are two ways to look at this. Some enthusiasts will be dismayed that the latest 5 won’t be as lightweight and therefore nimble as previous iterations, although luxury fans will be happy they’re getting much more car for their money.

Take a 528i for a thorough test drive and the grin on your face will no doubt reassure you that BMW is firmly behind the wheel of performance, this newest 528i xDrive as much of a joy to take through a set of S-curves as I remember the earlier

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versions being, albeit a much more controlled experience than the tail-happy fun found in 5s from before. Of course, all you need do is switch off the electronic traction and stability control to let the perfectly balanced 528i’s rear hang out a little, still a challenging task when xDrive is part of the traction solution and the standard 245/45R18 Continental ContiProContact SSR tires are so sticky for all-seasons. While the 5 delivers ideal 50:50 weight distribution the all-wheel drive system is rear-wheel biased, but xDrive does a commendable job of keeping the 5 in its chosen lane and therefore provides a different kind of thrill that most drivers will enjoy more, going incredibly fast without suffering through squealing tires and the scent of burning rubber. The new 5 is a decidedly more refined place to do so as well, isolating driver and passengers in a quieter more luxurious cabin than ever before.  

Yes,

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within the new 5’s longer 2,968 mm (116.9 in) wheelbase and wider 1,860-mm (73.2-inch) cabin is a great deal more room to stretch out, whether utilizing the added shoulder space and elbowroom as the driver or enjoying greater hip and legroom as a passenger, it’s definitely a sizable executive sedan. Truly, the rear seats are almost as comfortable as those up front, with impressive lumbar support right across the back bench, but my tester’s $3,900 optional Premium package afforded a step up in front seat opulence thanks to an additional $1,500 spent on Comfort seats that add 18-way powered adjustability including lumbar support, thigh rest and headrest adjustment, not to mention another $1,000

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laid out for an upgrade to Mocha Nappa leather upholstery. All 5s come with leather, of course, and BMW gives you more colour choices than the majority of rivals, but the detail of the contrast stitching on the backrests of these upgraded seats was really something to admire.

Just which premium automaker makes the best interiors is a question I get asked often, and these days I’d have to give the nod to BMW. The only hard plastic surfaces inside this 528i were the sides of the footwells, doorsill caps, and lower B-pillars, the rest of the interior, other than some small insignificant areas and of course the beautifully finished metal brightwork trim, gorgeous glossy hardwood veneers, and some of the best high resolution digital displays in the industry, is finished in the nicest soft-touch synthetics.

That

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aforementioned Premium package came with a lot of features that made my 528i experience more enjoyable, such as proximity-sensing Comfort Access negating the need to fumble through purse or pockets for keys, a rearview camera with guidelines (that really should be standard) and a surround view monitor that gives a 360-degree bird’s eye view, a fabulous sounding Harmon/Kardon surround sound audio upgrade with satellite radio including a one-year subscription, a powered rear sunshade and manual sunshades on each rear side window, heatable rear outboard seats, a powered trunk that only needs a sideways kick under the bumper to open, and a trunk pass-through behind the folding centre armrest.

Measuring

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396 litres (14.0 cubic feet) the 528i doesn’t offer the segment’s largest trunk (even the 3’s is bigger), but my tester’s large optional pass-through at centre made its 60/40-split rear seatbacks configure more like a 40/20/40-split setup, which allows those who ski to place their gear down the centre while rear passengers enjoy the benefits of a more comfortable window seat, which as mentioned include two-way heatable cushions as tested.

Back to the driver’s seat, my test car also featured the $2,500 Driver Assistance package

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that projects a nice and clear full-colour heads-up display onto the windshield for better visibility of key info like vehicle speed, navigation directions, and cruise control functions, while this package also adds lane departure and collision warning, active blind spot detection, and finally active detection, a BMW ConnectedDrive preventive occupant protection system which, if it senses you’re getting tired, even goes so far to show you a steaming cup of coffee on the iDrive screen while asking if you want to take a break, additionally displaying a link to POIs that might offer temporary refuge.

On that note, I was a bit surprised my tester didn’t include the inexpensive but very useful BMW ConnectedDrive package. For just $500 it includes Advanced Real Time Traffic Information (ARTTI) with up-to-the-minute traffic information; Internet access via iDrive with a complimentary one-year subscription; BMW Online

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& BMW Apps for access to weather, news and other info, plus integration of popular smartphone apps via iDrive; Remote Services for connecting your smartphone to your car; Concierge Services that provide a personal assistant via BMW’s Response Centre to help find points of interest; and the BMW ConnectedDrive Services Package.

Additional upgrades not featured on my tester included the $1,600 Enhanced Interior package that would certainly have me questioning my priorities. No doubt the Walknappa leather covering the upper instrument panel feels as rich as it looks, suede-like soft alcantara roofliner and pillars done out in dark anthracite add visual and tactile decadence, and airliner-like individual rear seat reading lights keep older kids engrossed in activities when the sun dips below the horizon, a

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luxury all its own, but I’ll have to wait to experience this in a forthcoming test drive.

Likewise for the $3,600 M Sport package that adds double-spoke M alloys in the same 18-inch diameter as the base car, a choice between special interior trims, an M aerodynamics package that completely revises the front fascia, side sills and rear bumper with a much more aggressive look, plus a sporty M spoiler across the rear deck lid, a high-gloss black finish for the side window trim, a three-spoke M sport steering wheel, paddle shifters on the backside of that steering wheel and an upgraded shift lever featuring a Walknappa leather grip and base, both of which engage an upgraded Sport automatic transmission with Sport+ mode for enhanced performance, not to mention the same highly-supportive Comfort seats that my tester included as a

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standalone option (strange though that special Sport seats aren’t included), and lastly the car’s woven cloth roofliner and pillars get reupholstered in dark anthracite.

Along with these packages and the standalone features already mentioned the 528i can be had with a number of additional one-off options including $2,000 active LED headlights, $750 ventilated front seats, $600 active front seats with alternating and cyclical up/down massaging capability, $600 Convenience Telephony with extended smartphone connectivity, $350 for speed limit info, and for $575, smooth and weighty ceramic added to the iDrive controller bezel, front and rear ventilation controls, and audio controls, which is actually a really nice upgrade.

All

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of these features can be added to a base 5 Series that’s impressively equipped all on its own, the $56,900 528i and $59,950 528i xDrive coming standard with bi-Xenon HID headlights with LED corona rings featuring adaptive cornering and auto high beam capability, LED fog lamps, an extended instrument cluster, a tilt and telescopic and heatable leather-wrapped multifunction three-spoke sport steering wheel, auto-dimming rearview and side mirrors, heatable powered front seats with driver’s side memory, dynamic cruise control, dual-zone automatic climate control, Bluetooth hands-free with audio streaming, large full-colour high-resolution infotainment with on-board navigation and BMW TeleServices, a great sounding audio system, a powered glass sunroof, ambient lighting, velour floor mats, front and rear parking sonar, a universal remote garage door opener, alarm system, BMW Assist emergency call, all the expected safety features and more.

This

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larger and more accommodating 5 Series is also the most shapely to come around in a very long time, albeit designed in a more conventional way than the unorthodox styling offered up by its predecessor. It was the sleekest BMW available when it debuted in 2011, although now it seems almost stately when put beside the new 3. Still I like the unique elements of this particular model, such as the way it’s four hood creases culminate into one cohesive whole as they flow forward, the more upright yet elongated BMW twin kidney grille just below, and the nicely detailed chrome and black slat grilles surrounding the circular front fogs. The simple chrome garnishes on the front fenders don’t do anything but look good, while the 5’s rear end design gets classic BMW L-shaped taillights and a thin strip of chrome spanning the bumper that creatively circles around to encapsulate the

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rear deflectors. An elegant set of standard 18-inch multi-spoke alloys round out the look.

The 2015 5 Series is now in its fourth model year and fifth year of production, meaning that a seventh generation will be upon us sometime in 2017. This will give you a fair bit of time with the current model before a new one shows up next to you at the stoplight, good for appearances as well as resale value. As far as mid-size luxury sedans go I couldn’t recommend the 528i higher, as it does the best job of balancing resplendent luxury with legendary performance, and now with the new four-cylinder, superb fuel efficiency as well.
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