First Drive: 2010 BMW 5 Gran Turismo

[svgallery name="535i_GT_pics"] Story and photos by John LeBlanc LISBON–BMW's been kicking around the idea of a "tall sedan" for some time. Industry types first labelled spy photos of the shorter-than-an-SUV, taller-than-a-wagon new Bimmer as a future V-series – "V" as in versatile. Perhaps "versatile" was too plebian for BMW's marketing team, a bit too populist for an elite brand. Plus rival Volvo was already using the letter for its V50 and V70 wagons. More than likely, the last thing BMW wanted was its new type of vehicle to be considered just another station wagon, minivan, crossover or, worse, a hatchback – a term that turns off American buyers who flash back to early 1970s AMC Gremlins and Ford Pintos. In the end (like Porsche and its not-a-hatchback five-door Panamera), BMW ended up calling its new 2010 5-series five-door a Gran Tursimo, a term normally associated with high-performance luxury Italian 2+2s coupés. Whatever you call it, BMW says the idea behind the four- or five-passenger 5 Gran Turismo was to combine the "formality of a sedan with the functionality and high-seating position of a crossover." Despite a "5" on the back of its hatch, the latest BMW uses a lot of nuts and bolts from the new, larger 7-series luxury sedan. The 5 GT's wheelbase and front and rear tracks are identical to the 750i. But it's almost 75 millimetres shorter and – more noticeably – more than 75 mm lower. Its suspension, V8 engine, eight-speed automatic transmission, fourth-generation iDrive system, black panel instruments and optional heads-up display are 7-series hand-me-downs. Initially the 5 GT's drivetrain lineup will consist entirely of turbocharged gas engines and rear-wheel-drive models only. In Canada, only the 400 hp and 450 lb-ft of torque twin-turbo 4.4-litre V8 550i Gran Turismo will be available. We're being told the V6 and AWD verions will come onstream here some time this year. Starting at $79,600, the GT's's not much more than the current $71,00 300 hp 535i xDrive station wagon. Although BMW partially defines its 5 GT by what it's not, most of its competition (Acura ZDX, Infiniti FX35, Lexus RX350, Lincoln MKT) are car-based crossovers. Unlike those rival vehicles, however, the latest BMW stands out for the unique way it treats its passengers and their cargo. The 5 GT's front seats sit higher than a 5-series sedan, but lower than an X5 SUV. Instead of plopping down into the car, you slide in behind the wheel with an excellent view of the road ahead. And contrary to most driver-oriented BMWs, rear-seat occupants in the 5 GT get treated even nicer than those up front. Headroom and legroom in the BMW are exceptional. A lot less cozy than in the Panamera. And with more seating options. The 5 GT's standard, three-passenger 40-20-40 three-across rear bench slides back and forth, and reclines. An optional two-passenger arrangement – including rear window shades and four-zone climate control – turns the 5 GT into a mini-limousine. The Gran Turismo's configurable cargo bay, though, is its calling card. But it's not exactly new. A trick first seen on the Skoda Superb sedan, cargo can be accessed in the back of the 5 GT via a conventional trunk lid, or a full-on hatchback rear door. Using the trunk lid means the load space is sealed from the cabin, as in a regular sedan. We couldn't tell, but BMW claims this makes for a quieter cabin. If you need to load larger gear, the entire rear of the BMW opens via its conventionally hinged hatchback. Load capacity can vary from about 440 litres with everything in place and the rear seats set to maximize legroom to 1,700 litres with the seats and partition laid down, and the parcel shelf stowed in a compartment under the load space floor. The only fly in the 5 GT's ointment is the view out the back – there's hardly any. A steeply raked rear glass (as in the X6), wide hatchback frame and hardware, mean using the rear backup video camera is mandatory. All in all, though, the rear cargo bay and seating arrangement's execution is incredibly well thought out. But how does this big and practical BMW behave from the driver's seat? I drove the European-spec 535i Gran Turismo at the international media launch in Lisbon. With direct-injection and a single turbo, the GT's new inline-six posts similar numbers to BMW's existing twin-turbo 3.0-litre mill. Unfortunately, it's not as sweet-revving as the existing twin-blown six. But BMW claims zero to 100 km/h in 6.3 seconds (0.2 of a second slower than a 5 wagon) and a limited 250 km/h top speed. The V8 shaves about a half-second off that time. Fuel-consumption numbers for the 535i GT haven't been released, but we assume something between the 535i xDrive Touring's combined 10.7 L/100 km and the X5 xDrive30i's 11.7 L. The 550i GT posts a combined 12.0L. Once on the road, there's no getting around the fact that the 5 GT is taller, wider and heavier than the current 5-series wagon. But at least BMW has thrown in all of its electronic chassis tricks to make sure it doesn't fall down on its knees when driven like, well, a BMW. Left untouched, the adjustable suspension tries awfully hard to overcome the 5 GT's 2,080 kg curb weight – 200 kg more than the wagon. "Comfort" is more suitable if you are being chauffeured while "Sport" is a must if you want to drive the 5 GT like a sports wagon. There's also a "Sport+" setting. However the only difference we could surmise was a cancelling of the stability control setting, perhaps for track days. Despite BMW's desire to make you think the 5 GT is a car, it's not exactly the type of vehicle to encourage Sunday morning coffee runs on backroads. If your needs, though, meet the BMW's specific advantages and features a higher seating position, and the practicality of a hatchback without the social stigma of a gas-guzzling SUV – it may be the only choice over existing BMWs.

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