The performance figures (0-60mph in 6.3sec and 0-100mph in 17.7sec) understate how effortlessly the GT picks up speed in everyday situations. Maximum torque is available anywhere between 1750 and 3000rpm, an operating range that is easy to maintain with eight forward ratios.
And such are the adhesive qualities of the 275/35 rear tyres fitted to our particular GT (wearing optional 20in wheels) that there is little drama involved with transmitting 398lb ft of torque to the road.
Other than its performance, BMW’s 3.0-litre, six-cylinder diesel (the same as the one fitted to the new 730d) also impresses with exceptional refinement. Other than moments of full throttle, the engine note is just a distant, unobtrusive hum.
ZF’s eight-speed gearbox is difficult to fault, the gearshifts smooth and for the most part unnoticeable. There are a variety of different gearbox modes, accessible either by moving the gearlever to the left to select Sport mode or by switching Dynamic Drive to Sport or Sport+, but in truth Drive offers the best combination of poise and refinement.
You can take control of the gearshifts by moving the selector forward for downshifts and backwards for upshifts, although at the extreme the gearbox will kick down and shift up as required. If there is a criticism of the power delivery, it is that from rest and at slow speeds the throttle response is very sensitive.
Responsibility for stopping the big GT rests on 348mm front discs and 345mm rear discs (all ventilated), which are more than up to the job at road speeds, stopping the car from 70mph in 45.4m in the dry and just 49.2m in the wet.
We do, however, have a small grumble with the electronic handbrake, in that it does not automatically disengage when pulling off. Before we get into the specifics of why a new BMW scores just two and a half stars here, there are first a few details to clear up.
Although our test car, like all GTs, came with Dynamic Drive, it did without the optional Active Drive and Active Steer. As a consequence, toggling through Normal to Sport+ does nothing to affect the GT’s dynamic behaviour beyond adjusting the steering weight.
It did, however, come with 20in wheels, a £2430 option over the standard 18in alloys.Whether it is these that are to blame for the GT’s dismal low-speed ride is something we have so far been unable to verify. But if a car is designed to look its best with large wheels (as is the case here) then it should be engineered to work with them fitted.
The issue is not that the car is deflected by potholes and sharp edges, but how intrusive the impact becomes. Some bumps are neutralised well, but every now and then the rear suspension seemingly gives up, sending a shock crashing through the cabin.
The GT copes better at higher speeds, but motorway expansion joints can cause a momentarily loss of composure. Although there aren’t any excuses for the ride, it might be slightly more understandable if the GT proved an exceptional drive.
It doesn’t. Our overriding criticism is that while the GT has its strengths, it doesn’t deliver a consistent, rounded dynamic experience. Moving away from rest it feels strangely un-BMW-like, the steering overly assisted and oddly unresponsive.
Turn into a side street and although the roll rate is low, the overall feeling is of imprecision, doing nothing to hide the GT’s dimensions. At higher speeds the steering weights up, but still there is little feel, meaning that although you sense the GT’s grip and agility through its ability to change direction with minimal fuss, you feel somewhat disconnected from the experience.
In truth the GT is at its happiest on the motorway, where it feels planted and stable without being cumbersome.
