2010 BMW 535i Gran Turismo – Long Term Verdict – Motor Trend

The BMW 5 Series Gran Turismo is emblematic of everything that’s both right and wrong with today’s automotive industry.

In a desperate search for the next big thing, product planners continue to push, pull, and bend the metal shapes draped over four wheels. In some cases, it works to great effect (see the modern crossover or the Mercedes-Benz CLS-Class). In others, you get cars like the 5 GT. That’s not to say the 2010 BMW 535i GT we piloted for almost 24,000 miles is an inherently bad car. But in Munich’s unceasing drive to develop yet another “segment buster,” it instead created a vehicle that’s been mostly a bust in the U.S. (But they love it in China!)

As the 5 GT is part crossover, part station wagon, part sedan, it’s hard to figure out the BMW’s mission. It’s nowhere near as engaging to drive as the 5 Series sedan or wagon (the latter of which it nominally replaced in the U.S. ). It doesn’t offer the commanding view of the road or the interior space of the X5 or the bizarro world appeal of the X6.

Built on a variation of the 7 Series platform, it isn’t even really a 5 Series in the strictest sense, and its awkward exterior proportions are a reflection of that.

The 5 GT has a smooth ride and an impressive absence of noise at speed.

But once we stopped scratching our crania over what this car is all about and started driving it, we found the 5 GT had its share of redeeming qualities. Fuel efficiency, for one. Given its 4579-pound heft, the 535i — powered by BMW’s now ubiquitous 3.0-liter turbo inline-six with its 300/300 horsepower/torque combo — recorded an overall Motor Trend observed 20.6 mpg combined, impressive mileage. Overall range per 18.5-gallon tank hovered between 325 to 350 miles, and we got nearly 400 during a couple of longer trips.

While no Ultimate Driving Machine, the 5 GT proved a perfectly competent tourer for long or short journeys. Equipped with the optional Dynamic Handling package ($2700), the standard Drive Select System’s settings ranged between the Charmin-soft Comfort setting to Sport+, which more closely resembled the road feel of most modern BMWs. We found ourselves dialing up Sport+ in most situations. One thing we would have appreciated was a way to reset the default setting.

No one felt compelled to carve canyons in the 5 GT; this is a big, bulky car, and it feels like it, especially in tight spaces like parking structures. But with the settings sharpened, it didn’t roll over and play dead either when we got a hankering to get busy behind the wheel, which admittedly wasn’t often. This is a car designed more for cruising comfortably in a straight line.

Mash the right pedal and the 3.0-liter moved the 5 GT’s mass ably to the tune of 6.0 seconds to 60 mph onto a 14.5-second quarter mile at 94.6 mph, although it was sometimes slow to respond in freeway passing situations when spurred. Hit the brakes hard, and the 5 GT hauls down from 60 mph in 122 feet, solid for its weight class. The eight-speed automatic also performed ably for the most part, but several editors reported a lurching and jerky operation, especially when accelerating normally from a stop. We experienced similar behavior in our long-term X3 equipped with the same transmission. We had BMW techs perform an examination of the X3, and they offered no real answers.

At speed, the cacophony of road noise outside the 5 GT’s cabin was limited to a dull roar inside. As is the case with BMWs in this price range, the interior was a finely crafted blend of leather and wood trim, anchored by the iDrive infotainment screen. We had a few ergonomic quibbles, mainly with the placement of the cupholders, as the climate controls can be a pain to access when the cups are held.

There’s plenty of room for five adults; or fold down the rear seats and open up the big-boy hatch (there’s another, sedanlike trunk opening you can access, a relatively useful two-in-one feature) and the 5 GT can swallow up 63 cubic feet worth of gear. The motorized self-sealing doors (part of the $2300 convenience package) are a nice touch.

During its stay, the 5 GT was mostly trouble-free from a maintenance standpoint, other than a pesky seat calibration fault we couldn’t seem to clear and some minor nicks and bruises. We took it in for one scheduled service, which was gratis thanks to BMW’s free maintenance program.

So while the 5 GT isn’t going to be busting up any segments or dominating any sales charts (its three-year residual value is also eye-poppingly low), it proved itself a perfectly capable vehicle during its stay with us — whatever you want to call it.

From the Logbook

“It just doesn’t feel like a BMW. It doesn’t have the tightness or rigidity of any other current BMW. It feels solid, yes, but also heavy — in an obese kind of way.” – Edward Loh

“The rolling refinement, combined with the high H-point, makes the car feel deceptively slow; you feel like you’re schmoozing along the freeway until you look down at the speedo and see the needle tickling the 90-mph mark.” – Angus MacKenzie

“It’s more of a Honda Crosstour for rich people than a traditional BMW. The ‘I’m not driving a wagon’ approach is the same, as is the wonderful feeling of knowing a driver of my height won’t need to move the seat forward to accommodate adult passengers in the rear seats.” – Zach Gale

Looks good! More details?

Our Vehicle
Base price
$56,875
Options
Dynamic Handling Package ($2700), Convenience Package ($2300: garage door opener, keyless entry & starting), Sport Package ($2200: 19-in wheels,
sport steering wheel, multi-contour seats), Navigation ($1900), Premium Sound ($1400: iPod/USB adapter, Premium hi-fi), Driver Assistance Package ($1350: automatic high beams, Lane Departure Warning, Blind Spot Monitoring), Cold Weather Package ($950: heated steering wheel and seats), Titanium Silver Metallic ($550), rearview camera ($400), satellite radio w/1-year subscription ($350)
Price as tested
$70,975
Total mileage
23,812 mi
Avg fuel economy
20.6 mpg
Problem areas
None
Maintenance cost
$0
Normal-wear cost
$0
3-year residual value
$28,870
Recalls
Fuel level sensor replacement
2010 BMW 535i Gran Turismo
POWERTRAIN/CHASSIS
Drivetrain layout
Front-engine, RWD
Engine type
Turbocharged I-6,
aluminum block/head
Valvetrain
DOHC, 4 valves/cyl
Displacement
181.8 cu in/2979 cc
Compression ratio
10.2:1
Power (SAE net)
300 hp @ 5800 rpm
Torque (SAE net)
300 lb-ft @ 1200 rpm
Redline 7000 rpm
Weight to power
15.3 lb/hp
Transmission
8-speed automatic
Axle/final-drive ratios
3.08:1/2.05:1
Suspension, front; rear
Multilink, coil springs, adj shocks, adj anti-roll bar; multilink,
air springs, adj
shocks, adj anti-roll bar
Steering ratio
19.1:1
Turns lock-to-lock
3.0
Brakes, f;r
13.7-in vented disc; 13.6-in vented disc, ABS
Wheels, f;r
8.5 x 19-in; 9.5 x 19-in cast aluminum
Tires, f;r
245/45R19 98Y; 275/40R19 101Y
Goodyear Excellence
DIMENSIONS
Wheelbase
120.7 in
Track, f/r
63.4/65.1 in
Length x width x height
196.8 x 74.8 x 61.4 in
Turning circle
40.0 ft
Curb weight
4579 lb
Weight dist, f/r
47/53%
Seating capacity
5
Headroom, f/r
41.4/39.0 in
Legroom, f/r
40.6/41.8 in
Shoulder room, f/r
59.3/57.7 in
Cargo volume (beh f/r)
63.0/15.0 cu ft
TEST DATA
Acceleration to mph
0-30
1.9 sec
0-40
3.0
0-50
4.3
0-60
6.0
0-70
7.9
0-80
10.1
0-90
13.0
0-100
16.4
Passing, 45-65 mph
3.2
Quarter mile
14.5 sec @ 94.6 mph
Braking, 60-0 mph
122 ft
Lateral acceleration
0.87 g (avg)
MT figure eight
26.6 sec @ 0.64 g (avg)
Top-gear revs @ 60 mph
1550 rpm
CONSUMER INFO
Stability/traction control
Yes/yes
Airbags
Dual front, front side, f/r head
Basic warranty
4 yrs/50,000 mi
Powertrain warranty
4 yrs/50,000 mi
Roadside assistance
4 yrs/unlimited
Fuel capacity
18.5 gal
EPA city/hwy econ
19/28 mpg
Energy cons, city/hwy
177/120 kW-hrs/100 mi
CO2 emissions
0.87 lb/mi
Recommended fuel
Unleaded premium