Magus Cars India

If the Mercedes is sleek and feline, the front end of the BMW is shark-like and fierce. And, if you thought that the Coupe attracts a lot of attention, the GT is certainly not one to be left behind. In fact, both cars elicit reactions like, ‘Is it a bird, is it a plane? No, it must be a niche vehicle!’

The GT is certainly hard to classify, but BMW say that it combines the comfort of a luxury sedan, and the versatility of a sports activity vehicle, with the continent carving abilities of a grand-tourer. Of course, a classic grand tourer is meant to cover continents in speed and comfort, but also look good in the process.

The BMW GT not only has an aggressive front end with the trademark kidney grille up front, but it also has a fastback-style sloping roofline to give it a purposeful stance. Many people believe that the proportions of the GT are a little challenged, and certainly the rear is a little heavy, but I for one quite like the way the GT looks. It has some nice touches as well, such as its fastback roof, a pronounced Hofmeister kink (bend in the C-pillar), and its frameless doors. Plus, the GT also has a panorama roof like the Mercedes.

The ride height is somewhere between an SUV and sedan. In fact, you can sit quite low in the car to make yourself feel as though you’re in a sedan, or you could adjust your seat to a point where you can take advantage of its elevated seating position. The seats themselves are immensely comfortable – perhaps more so than even the 7 series. Like in the 7, at the rear you get electronically adjusted memory seats. But in the GT, they’re even grander and more plush. And BMW really has given it more leg and head room. I’m not sure if it has as much headroom as an X5, as stated, but it’s certainly more than in a 7 series. And, if anything, the sloping roofline gives it a slightly intimate feel.

At the rear, you also get your own sun shades, AC vents and controls, as well as your very own DVD player with remote. If your idea of an evening well spent is watching a film on your home theatre system, reclining on your favourite Lazyboy, you may well find yourself spending many an evening sitting in the GT instead. The seats truly are second only to a Rolls Royce – which incidentally is owned by BMW. In fact, I’m sure that the Maharajas of yesteryear would have given an arm and a leg (of one of their subjects of course) for a throne as majestic as the one in the back of this BMW.

The front isn’t bad either, with different shades of beige, ash wood trim, and only the finest textures known to man – BMW certainly know how to make inviting interiors. And, like in the 7, the GT has some sci-fi tech as well – such as voice recognition, an in-built owners’ manual with animation, and an in-built hard disc. Plus, all the gauges and dials are in high resolution black panel technology. And, of course, like the Merc, it has Bluetooth and iPod integration. What is grossly missing, however, is a rear-view camera as standard equipment. It does have sensors all around, which provide a display on the iDrive screen, but, with its sloping roofline, rearward visibility when reversing is virtually nonexistent.

At the rear is also a split tailgate. Like the Skoda Superb, you can open merely the boot lid if you have small items to put in the back, or the entire rear tailgate if you have larger items to stow, which makes the GT quite practical as well.

Now, as for the GT’s continent carving abilities – for it to live up to its name, it has to have more ‘go’ than ‘show.’ Providing the go is a 3.0 litre, straight six, common-rail diesel with a variable geometry turbo that gives it 245bhp and 540Nm of torque. And what a diesel engine it is! As you step on the accelerator pedal, you think to yourself, ‘is this really a turbo diesel?’ Certainly the instant torque seems to suggest that it is – but there simply isn’t any turbo lag to speak of. Of course, the primary reason is probably that BMW’s new 8-speed (no less) gearbox ensures that you have access to the powerband all the time. But it’s just so refined, and it sounds so good, that you almost don’t believe that it is, in fact, a diesel. Then you look at the 5000rpm redline, and that’s confirmation this BMW is actually sipping the fuel of Satan.

Elsewhere in this issue, I was greatly impressed with the diesel unit in the Audi Q5 as well. These modern day diesels, it seems, really are all that they’re cracked up to be. The 8-speed gearbox is another technological marvel. It may seem like overkill, but it’s just not. It’s incredibly smooth and quick shifting – in fact you can only tell its changed gears by looking at the revs drop or rise on the tachometer. Not only does the gearbox ensure that you always have access to all 245 horses when you need it, but it also allows you to drive economically most of the time – keeping you between one and two thousand rpm when you’re in traffic.

Like all BMWs, the GT also has a gauge that tells you how much fuel you’re consuming in real time. But, in the GT, next to that reading is also a BMW Efficient Dynamics gauge that tells you when the brake energy recovery system is working – i.e. under braking and when you’re coasting thereafter – to charge the battery, which provides some relief to the alternator and therefore improves fuel economy.

Of course, when you’re not in the mood to save fuel, all you have to do is reach for the Dynamic Drive Control switch on the central tunnel – beside the fly-by-wire gearshift – that allows you to choose between different driving modes, which include normal, sport and sport plus. This not only affects gearshift dynamics, but also steering response and weight. Sport Plus also loosens the reigns of the DTC (Dynamic Traction Control) to allow you greater control. However, in the BMW, unlike the Merc, you can switch off the traction control system completely if you really want to indulge. Bear in mind, however, that the rear Runflat Bridgestone’s are 235/35 R20’s, and will be very pricey to replace. Here again, they provide tremendous grip, but do affect the ride quality. However, in the BMW, it can be termed as firm at best – but never harsh. And the increased ride height certainly comes to good use on our roads.

And, once again, with BMW, you needn’t be surprised that the increased center of gravity doesn’t adversely affect the handling of the GT. The chassis is sublime, and the steering is quite communicative. However, our test car didn’t have Active Steering, which is a highly recommend `2 lakh option. Active steering, which in this case also includes four-wheel steering, essentially consists of a variable steering rack that varies the angle of the wheels relative to the steering wheel movements based on the speed of the vehicle. Now, ordinarily I would prefer the most basic and direct steering mechanism possible. But BMW’s Active Steering works so well on a large vehicle such as this that it really is worth the extra cash. It would, I’m sure, have made the car feel half its size, and the chassis even more responsive.

The one thing that does make the GT really come alive is slotting the gearlever into Manual mode. If you thought the diesel mill was torquey and responsive before, it becomes downright explosive. Of course, the GT would be better still, like the Merc, with proper paddles as well. Also, the readout that tells you which gear you’re in needs to be far more prominent than it currently is.

Driving the GT is a bit of a paradox, it’s so large that at times it feels like being at the helm of a speed boat – especially with the fly-by-wire gearshift. But the funny thing is that it involves you more than the Merc. The engine and gearbox is truly phenomenal, and the chassis is pure BMW.

Engine	:	3,498cc / six cylinders / 24 valves / direct injection
Fuel	:	Petrol
Transmission	:	7-speed Automatic / Rear Wheel Drive
Power	:	272bhp @ 6000rpm
Torque	:	355Nm @ 2400-5000rpm
Acceleration	:	0-100km/h – 6.6 seconds

ALL THOSE PURISTS WHO loved BMW’s outlook on all things automotive can take a hike. If change is a way of life, the Munich carmaker sure is living it up. And making sure more buyers step in with an aim to enjoy motoring.

But this is not a complaint. It would be wrong to write off the new 5 series because it is no longer a limo that lets its hair down and parties at the drop of the proverbial hat. The typical city businessman might buy a BMW and yearn for weekend drives to the mountains; not because of the beautiful destination but because of those tricky roads that bring every ounce of driver and car capability to the fore. Thankfully, all is not lost yet.

The 5 series has been one of the major success stories for BMW about 55 lakh units have been sold worldwide ever since the name first surfaced in 1972. And the German carmaker continues to bank on the 5 for raking in the moolah to stay at the head of the premium car market race. It’s an ‘economic necessity’ for the company, said one of the top bosses of BMW Germany while unveiling the car prior to its official launch this March. That’s in Germany. It is slated to reach India later this year, probably by July.

The last time we drove a 5 series, the smile was plastered on our faces even before we set out. BMW has a reputation of making driver-centric cars, and their owners have traditionally been the kinds who are willing to sacrifice comfort for handling. Bur as we mentioned earlier, change was imminent. And the change we were expecting was a mushy limo that will make the owner hand over the keys to his chauffeur. Thankfully, it’s not come to that yet.

However, the luxury saloon market has been leaning towards comfort over outright sporty. It’s like the soft-roading effect with traditional SUV designs. We guess there’s no point playing techno when the mood says lounge. As is the trend, the new 5 is bigger than the earlier car. Overall length has been increased by about 5.Bcm but wheelbase has gone up by Bern. So clearly, it takes the 5 away from the 3 series and more towards the 7 in terms of sheer street presence.

The front is where all the action is. And unfortunately, much of the ‘mean’ look of the current 5 has given way to more maturity with the kidney grille getting wider and lower. Thankfully, the twin ring headlamps add some sharpness. The eyebrows on the headlamps try to give it sharper eyes but isn’t as effective as the current one. Just as in the 7 series, the grille and BMW badge now protrude ahead of the bonnet line. There’s a seam line running throughout the length of the car, which adds to the long limo look.

The rear is more acceptable, with flatter tail lamps to keep in sync with the design and the eats’ overall wider stance. BMW claims to have run through a total of 128 designs for the new 5 before settling on this one.

The chassis is all-new and makes judicious use of steel with the aluminum bits restricted to the bonnet and doors. Surprisingly

Weight is down by roughly 50kg compared to the earlier model. The front has a double wishbone setup and the rear gets an integral V axle, which improves the ride substantially. Typically the chassis is designed in such a way that it isn’t overly hampered by transverse forces while cornering.

BMW had the guts to let us loose with the car on Portugal’s Estoril racetrack. It’s not a very tricky circuit except for Turn 3. The 5 is one of the few exec limos that give you the confidence to push it around corners. The optional eight-speed auto transmission
effortlessly prances through the slots to put each of the 306 horses to good use when called upon.

The new 5 will debut globally with three diesels and four petrol variants. So the line-up goes like this: 550i (V8 petrol), 535i, 528i and 523i (inline 6cy!), 530d and 520d (inline 6) and 520d (inline 4). The petrol flagship has been ruled out for India, but the rest are scheduled - although in a phased manner. The higher-end 535i and 530d are most likely to be part of the initial lot to come here.

The 3-litre twin-turbo unit of the 535i is a sweet little machine. It’s got a nice throaty note on the boil, with the piston and exhaust note complementing each other for an aural delight. The steering is uncharacteristically light but there’s enough feedback to keep you interested. Active electromechanical steering is now carried over from the 7, which ensures minimal steering effort. There are other 7 series gimmicks too, such as rear wheels that turn slightly in the opposite direction of the front wheels to aid maneuverability. This alone reduces turning radius by 0.5m. At speeds of over 60kph, however, the rear wheels turn in the same direction to help you go through a corner quickly.

The longish bonnet and smooth ride almost fool you into believing that you are in a 7. The classy interior layout has to be one of the best ever in a 5. There are a few hundred buttons to play around with, but nothing that can count as clutter.

There are four drive settings to choose from. Sport+ is the most punishing, with BMW insisting that it cancels all driver aids. But don’t try this on a public road because the 5 can be a handful around a tight corner. But if you have the space it is easy to get it back in line with help from the active steering - which makes you wonder if the driving aids are really off.

The Sport mode has to be more fun then, with just the right amount of aid to make you feel like a driving god. Perfect for the time when you’re alone in the car. And of course, there’s no golf bag in the boot.

Thanks to the twin turbo, peak torque hits the roof as early as 1200rpm. And it stays in the limelight till 5000rpm before easing off. But by then, the horses come into action and quickly hit top form with just another 800rpm more. It all makes for an impressive 0-100kph in G.l seconds. The variables are all quite usable on the move with 80-120kph coming in 5.9 seconds even while in fourth gear. Top speed is electronically limited to 250kph.

There is an impressive list of equipment as well. But prices are expected to go up - reasonably - with the 535i pegged at an estimated Rs 55 lakh (ex-showroom). The base 520d should start at around Rs 42 lakh. Which means the new 5 will remain a desirable saloon when it hits BMW’s Indian showrooms by mid-20 1 o. There’s an intentional shift to a more user-friendly steering and a more passenger-friendly ride which might take it slightly away from what hardcore BMW fans would love. But at the same time, it makes the 5 even more appealing to a chunk of people who have so far been avoiding it because it was not considered plush enough. We hear that’s a more sizeable chunk. And no carmaker can avoid the prospect. Not even BMW.