What is it
Our full examination of the new 5-series continues, with the combination of the entry-level four-cylinder diesel engine and the Touring bodyshell, tested on British roads.
As standard, the 2.0-litre diesel engine comes with a six-speed manual gearbox and stop-start to deliver the combination of 8.3sec 0-62mph pace and CO2 emissions of just 135g/km. Our test car, however, came with the optional eight-speed automatic gearbox, which, without stop-start, pushes emissions up to 139g/km.
What’s it like?
As the marginal increase in CO2 is not enough to move the 520d into a higher BIK category, we strongly recommend the £1495 automatic gearbox, as its taller top gear provides more refined motorway cruising. If there is one aspect in which the 5-series comprehensively trumps all its rivals, it is in the efficiency and refinement of the smaller-capacity diesels.
With an additional 60 litres of load space, the new Touring is now comparable with the current Audi A6 Avant but still trails the Mercedes E-class estate by 135 litres. Usefully, the Touring retains the previous model’s split tailgate. All 5-series Touring models get self-levelling rear air suspension as standard (the saloon uses coil springs).
It is not possible to option four-wheel steer or active anti-roll bars on a 520d, but variable-control damping is available, although our test car came with the standard passive dampers. Dynamically, the only upgrade fitted was bigger 18in alloys.
The suspension is not without fault – as with the SE-spec saloon, at times it feels too soft and at others too firm – but of all the 5-series variants we have tried to date, this is the most convincing. It is perhaps easier to overlook the loss of dynamic edge that has come with the adoption of electric steering in a more utilitarian variant.
Should I buy one?
Unless you must have the largest premium estate going, we can think of few reasons not to. Competitively priced, refined, efficient and in our opinion better looking than the saloon, it is our favourite Five yet.