Even though it’s only got one turbo, the new engine slots in where Munich’s twin-turbo petrol six might have in this particular model range, producing 302bhp and an incredibly accessible 295lb ft or torque, available all the way from 1200rpm to 5000rpm.
What’s it like?
Just as fascinating to drive - or even to ride in - as it is to contemplate. That’s because underneath the new 5 GT lies the same mechanical platform (BMW calls it a ‘backbone’) that underpins the current 7 Series, and that will go on to form the basis of the next 5 Series and 6 Series. And it makes this car a seriously sophisticated piece of kit.
As standard, this car comes with steel-spung double-wishbone suspension up front, an air-sprung self-levelling multi-link arrangement at the rear, and an eight-speed ZF automatic gearbox. Tick the options boxes for ‘Adaptive Drive’ and ‘Integral Active Steering’ (doing so will cost you just under £3500) and your 5 GT will also come with a variable-ratio, variable-assistance steering system, rear-wheel steer, active anti-roll bars and adaptive dampers.
The dampers are particularly interesting, BMW claims, because they’re the only ones in the world that can continuously and independently alter damping rates on both compression and rebound. And they can do so within less than 0.1sec.
All of those active systems could do more harm than good to this car’s dynamic performance were it not for the fact that they’re very effectively harmonised and marshalled using a four-stage control system called Dynamic Drive Control. This system has four stages; as the driver, you simply choose between comfort, normal, sport and sport+ modes, depending on the kind of roads you're travelling on and the kind of journey you’re hoping to have.
In comfort mode, the dampers switch to a control algorithm that allows more wheel travel and a gentler touring gait. The anti-roll bars configure themselves to allow a little more roll too, and also to set the car up for enhanced stability.
The car’s rear-wheel steering system likewise favours stability over agility, and its steering itself not only lightens but ramps down its directness. The car’s throttle map, its gearbox control software and its engine ECU also programme themselves to suit laid-back progress. And thus the BMW 535i GT becomes refined, cosseting and pleasant to simply stroke along – more refined even than a 7 Series.
Cycle through to sport mode and all of those systems change again. The car becomes harsher-riding but more upright, wieldier and more pointy, and generally quicker in its responses. All those sophisticated components can do nothing to make the 5 GT feel any smaller on the road, and its sheer size and weight are the limiting factors when it comes to having fun with this car; it could never be a brilliant driving machine. Still, it feels game, precise and surprisingly fast for a two-tonner; 62mph comes up in a hot hatch-besting 6.3sec.
That turn of speed comes thanks to a simply excellent combination of engine and gearbox. There’s abundant torque throughout almost all of the usable rev range, and urgent performance on offer whenever you need it. The gearbox can occasionally feel slow to kick down in comfort mode, but its changes are always smooth. It’s even clever enough to change down and provide engine braking when slowing on the motorway and descending gentle slopes – sometimes before you’ve even realised that you need it.
Should I buy one?
As brilliant as this new engine is, you’d be hard-pressed to justify buying a 535i GT over a 530d GT. The diesel’s actually just as refined at the six-pot petrol in most situations, almost as fast and should go almost 10 miles further per gallon.