BY STEVE SILER
Usually, we herald the introduction of a brand-new BMW. Even when it challenges our preconceptions about the brand—as did the 1999 X5, the 2002 7-series, and, more recently, the oddly appealing slant-back X6—we try to keep an open mind. But BMW is pushing the limits of our love with its 2010 5-series Gran Turismo, aka 5-series GT, which we first saw in concept form at the Geneva auto show. BMW claims the inaptly named GT's pragmatic sheetmetal will attract Lexus buyers.
As previewed in Geneva, the 5-series GT blends 5-series mechanicals with a none-too-sexy hatchback body and a capacious interior. On the outside, virtually nothing has changed from concept to reality, with the broad, blunt nose leading the way (and containing many pedestrian protection devices within it). While the “Corona rings” in the headlights are now LEDs and frameless windows top the aluminum doors, the most interesting exterior feature is the curious hatchback. It can be opened like a traditional hatchback and also has a separate flap that opens more like a trunk, presumably in order to make the car more palatable to people that have a stigma against hatchback designs. (Since people who stigmatize hatchbacks usually do so because of their looks, not their cargo access, the dual-mode hatch probably won’t help.) Wheel sizes will range from 18 to 20 inches, but even the biggest rollers get dwarfed by the slab sides of the GT. This fortress-on-tiny-wheels design may appeal to Lexus RX shoppers.
Innards of a 7-series
Once inside, the eyes get a reprieve. Truly, the interior of the 5-series GT is quite beautiful. BMW’s recent efforts to make its interiors both aesthetically pleasing and ergonomically sensible pay off in the form of elegant color combos, premium materials (including two glossy and one matte wood finish), and high-resolution, black-panel screens for the gauge cluster and iDrive display. The standard and optional features list is way too long to detail here, but suffice it to say that nearly everything that is on the 2009 7-series is available in the GT, including night vision with pedestrian detection, a heads-up display, massaging ventilated seats, rear-seat entertainment, and a surround-sound audio system.
Rear-seat legroom is also on par with the 7-series, complemented by X5-like headroom. The standard setup is a three-across bench, although a “Luxury Rear Seating Package” features a pair of power-adjustable bucket seats separated by a console. Each configuration allows fore/aft sliding to make room for cargo, and at least 33 degrees of seatback recline for road-trip nappers. BMW makes special note of the fact that a separator between the rear seatbacks and cargo area insulates the cabin like a true sedan, even when loading cargo (assuming you only open the lower part of the trunk). We think the insanely complex and heavy trunk and the massive divider between it and the cabin constitute a wildly complex solution to a problem no customer ever knew he had.
Solid Mechanicals
While the jury still hasn’t come forth with a verdict on its packaging, we hope the 5-series GT will drive well. BMW tends to not let cars out of the garage without first being well endowed and well sprung, but BMW is targeting Lexus's softer, gentler approach, so we have no preconceived notions about how the GT will comport itself. In Europe, the 5 GT will get a choice of turbocharged 3.0-liter inline- sixes fueled by either gasoline or diesel. The 400-hp, twin-turbo V-8 we’ve come to love in the X6 and 7-series will also be available in Europe and will lead the charge to the U.S. in the 550i GT. We’re not sure which, if any, of the sixes we’ll get here, but we’re hoping both. Continuing the Lexus-think, no manual transmission will be offered; all 5 GTs will come mated to BMW’s eight-speed automatic transmission.
Keeping it all off the ground are front and rear multi-link suspension setups, much like those found on the X5, X6, and 7-series, with standard rear air springs and optional active roll stabilization and disconnecting sway bars. The 7-series also donates its active four-wheel steering system to the 5-series GT. The optional Adaptive Drive system features four modes—Comfort, Normal, Sport, and Sport Plus—to tailor the vehicle’s throttle sensitivity, transmission characteristics, power-steering assistance, and traction-control thresholds to the driver’s preference. The brakes feature composite front rotors said to reduce deformation and fade, which will be important should the driver of the heavy thing get frisky in the twisties.
Still Scratching Our Heads
Pricing hasn’t been announced for the 5-series GT, although we expect it to follow the X5’s scheme, which would put the 550i GT’s starting price at about $57K and the 535i GT—if we were to get such a thing—just under 50 large. As for the product itself, we’re keeping an open mind until we can see it in its proper context (i.e. on the road) and from behind the wheel. On first blush, this oddball hauler seems to be splitting hairs between the 5-series wagon and the X5 SUV, but if we can suspend for a moment what we think a BMW should be and imagine a BMW that a Lexus buyer might want, this vehicle almost makes sense.
Usually, we herald the introduction of a brand-new BMW. Even when it challenges our preconceptions about the brand—as did the 1999 X5, the 2002 7-series, and, more recently, the oddly appealing slant-back X6—we try to keep an open mind. But BMW is pushing the limits of our love with its 2010 5-series Gran Turismo, aka 5-series GT, which we first saw in concept form at the Geneva auto show. BMW claims the inaptly named GT's pragmatic sheetmetal will attract Lexus buyers.
As previewed in Geneva, the 5-series GT blends 5-series mechanicals with a none-too-sexy hatchback body and a capacious interior. On the outside, virtually nothing has changed from concept to reality, with the broad, blunt nose leading the way (and containing many pedestrian protection devices within it). While the “Corona rings” in the headlights are now LEDs and frameless windows top the aluminum doors, the most interesting exterior feature is the curious hatchback. It can be opened like a traditional hatchback and also has a separate flap that opens more like a trunk, presumably in order to make the car more palatable to people that have a stigma against hatchback designs. (Since people who stigmatize hatchbacks usually do so because of their looks, not their cargo access, the dual-mode hatch probably won’t help.) Wheel sizes will range from 18 to 20 inches, but even the biggest rollers get dwarfed by the slab sides of the GT. This fortress-on-tiny-wheels design may appeal to Lexus RX shoppers.
Innards of a 7-series
Once inside, the eyes get a reprieve. Truly, the interior of the 5-series GT is quite beautiful. BMW’s recent efforts to make its interiors both aesthetically pleasing and ergonomically sensible pay off in the form of elegant color combos, premium materials (including two glossy and one matte wood finish), and high-resolution, black-panel screens for the gauge cluster and iDrive display. The standard and optional features list is way too long to detail here, but suffice it to say that nearly everything that is on the 2009 7-series is available in the GT, including night vision with pedestrian detection, a heads-up display, massaging ventilated seats, rear-seat entertainment, and a surround-sound audio system.
Rear-seat legroom is also on par with the 7-series, complemented by X5-like headroom. The standard setup is a three-across bench, although a “Luxury Rear Seating Package” features a pair of power-adjustable bucket seats separated by a console. Each configuration allows fore/aft sliding to make room for cargo, and at least 33 degrees of seatback recline for road-trip nappers. BMW makes special note of the fact that a separator between the rear seatbacks and cargo area insulates the cabin like a true sedan, even when loading cargo (assuming you only open the lower part of the trunk). We think the insanely complex and heavy trunk and the massive divider between it and the cabin constitute a wildly complex solution to a problem no customer ever knew he had.
Solid Mechanicals
While the jury still hasn’t come forth with a verdict on its packaging, we hope the 5-series GT will drive well. BMW tends to not let cars out of the garage without first being well endowed and well sprung, but BMW is targeting Lexus's softer, gentler approach, so we have no preconceived notions about how the GT will comport itself. In Europe, the 5 GT will get a choice of turbocharged 3.0-liter inline- sixes fueled by either gasoline or diesel. The 400-hp, twin-turbo V-8 we’ve come to love in the X6 and 7-series will also be available in Europe and will lead the charge to the U.S. in the 550i GT. We’re not sure which, if any, of the sixes we’ll get here, but we’re hoping both. Continuing the Lexus-think, no manual transmission will be offered; all 5 GTs will come mated to BMW’s eight-speed automatic transmission.
Keeping it all off the ground are front and rear multi-link suspension setups, much like those found on the X5, X6, and 7-series, with standard rear air springs and optional active roll stabilization and disconnecting sway bars. The 7-series also donates its active four-wheel steering system to the 5-series GT. The optional Adaptive Drive system features four modes—Comfort, Normal, Sport, and Sport Plus—to tailor the vehicle’s throttle sensitivity, transmission characteristics, power-steering assistance, and traction-control thresholds to the driver’s preference. The brakes feature composite front rotors said to reduce deformation and fade, which will be important should the driver of the heavy thing get frisky in the twisties.
Still Scratching Our Heads
Pricing hasn’t been announced for the 5-series GT, although we expect it to follow the X5’s scheme, which would put the 550i GT’s starting price at about $57K and the 535i GT—if we were to get such a thing—just under 50 large. As for the product itself, we’re keeping an open mind until we can see it in its proper context (i.e. on the road) and from behind the wheel. On first blush, this oddball hauler seems to be splitting hairs between the 5-series wagon and the X5 SUV, but if we can suspend for a moment what we think a BMW should be and imagine a BMW that a Lexus buyer might want, this vehicle almost makes sense.
