Review: BMW 5 Series 2024

Review – BMW 5 Series

The BMW 5 Series lineage stretches back to 197… and that’s the history lesson over with. The new 8th generation arrived in late 2023 and is offered with the now familiar entry-level 48-volt mild-hybrid 2.0-litre 4-cylinder 208bhp engine-also available in PHEV derivatives, a 6-cylinder PHEV, and a range of pure electric models, further split into numerous derivatives and power grades—it’s so complex that I’d need a giant spliff and an old-fashioned black chalkboard and white chalk just to make sense of it all. Prices start from £51,000 for the entry-level 520i and rocket up to £113,000 for the M5 Touring.

Phew! Anyway…

The Exterior

BMW are the true originators of “copy nothing” because they have demonstrably pushed the boundaries of automotive design and taste to their very limits. No other manufacturer can replicate BMW’s aggressive design language, largely because no one else wants to.

The 7th generation 5 Series evolved into an elegant-looking saloon, leading many to assume the 8th generation would follow suit with a similarly refined but sleeker design. Not quite. BMW remains fully committed to its “copy nothing” philosophy.

That said, the designers have truly excelled with the exterior styling of the 8th generation—it exudes brutal elegance, even in the entry-level 520i trim.

The Interior

Not so long ago, a car priced at £51,000 was considered to be entering the luxury end of the automotive market. The 5 Series has always been positioned as so-called premium luxury. However, I’d argue it leans more towards premium than true luxury. The new 5 Series won the title of 2024 world luxury car, I can only assume the judging panel was smoking giant spliffs.

In fact, I wasn’t impressed by the interior at all. While the fit and finish are fantastic, the overall feel is more on par with the Skoda Superb’s level of premium rather than BMW’s expected luxury.

And then there’s that screen—the stupidly overly wide infotainment system and driver’s binnacle. It’s excessive; I don’t need all that screen real estate. Oddly enough, while the design integration looks ridiculous, it’s not as distracting as you’d think.

The seating up front is comfortable and spacious, but the rear bench seats are oddly raised, leaving passengers sitting at an elevated height compared to those in front, which feels strange. BMW claimed this improves rear seating comfort, but I’m skeptical of anything they say. So, I looked into the chassis diagram and found that the unusual rear seat height has to do with packaging.

The rear seats are positioned above the fuel tank, which has been placed as low as possible to lower the center of gravity and maximize boot space, among other engineering considerations. However, this design isn’t about improving handling because the elevated seats and passengers negate any potential gains in balance or dynamics.

That being said, rear passenger space is adequate, offering decent headroom and knee room for tall occupants. The boot, at 446 litres, is generous and can be expanded to 1,630 litres when the rear seats are folded down flat.

The Ride

Within just 20 meters of driving, the ride and handling immediately felt a level above anything else on the market. The damping, the suspension stiffness, and the steering deliver a razor-sharp combination of refinement and suppleness.

In short, the ride and handling are nearly perfect for a car in this class. I can’t praise it enough, beyond delving into intricate details that would likely bore even the most patient of enthusiasts.

That said, only the roughest road surfaces revealed a slight flex in the chassis, as the standard 19-inch alloys struggled to fully absorb the shocks from UK potholes and dementedly uneven tarmac.

The Drive

I remember a time when a BMW 4-cylinder, 2.0-litre engine was pure dynamite. Back in the day, I owned a third-generation 320i, and that 2.0-litre 4-cylinder engine was an absolute peach—or at least that’s how it felt. Unfortunately, emissions regulations are slowly dampening the enjoyment of hooning a petrol engine.

Yes, the 0-60 mph time of 7.5 seconds, 208bhp is quick enough for most drivers, but it still felt underpowered. For instance, while pulling out of a junction, I needed an extra burst of power to merge safely. As I applied the accelerator emissions-regulation clause 18-8-9-20-F intervened, dampening engine response and stifling that classic BMW zeal.

The fuel economy wasn’t impressive either—40 mpg on a combined cycle despite using an 8-speed auto. For comparison, our long-term Volvo V60 returned 55 mpg combined, and the erstwhile VW Arteon long-termer managed an even better 58 mpg. Both are powered by a 2.0-litre, 4-cylinder engine.

The Verdict

I’m not convinced by the BMW 520i at all. £51,000 for a 2.0-litre, 4-cylinder engine feels excessively overpriced, especially when you can pay less for similar specifications and get much more in return.

Yes it is quiet on the move and refined. However, the biggest issue lies with the interior—it’s neither premium nor luxurious enough for a car at this price point. In fact, Chinese auto brands are delivering better premium luxury offerings than the BMW 5 Series, and at lower prices. And they use fake leather to boot!

The BMW 5 Series serves as a red flag—a warning that something is amiss at the core of European car manufacturing. The BMW 5 Series is no longer the ultimate driving machine; it has become just another machine marketed to an audience largely unaware of funnel and brand marketing strategies.

The irony is that going fully electric might just restore that signature “BMW-ness” of lore currently lacking in the 520i’s drivetrain.