If this needs to be communicated briefly, via Twitter or somesuch, just tell them it’s the best car in its class. Still. Because it is. If you want to go into much depth, begin with increased dimensions (93mm longer, 9mm taller etc) and go on to discuss how the new lower nose design has improved both aerodynamics (0.26Cd for the most air-cheating models) and pedestrian safety.
Of course it’s not a revolutionary leap forward. This is a mainstream car that sells in massive numbers - when it goes on sale in the UK next February it needs to appeal to as wide an audience as possible. We can’t see it alienating many. With the exception of the pointier front end the exterior is entirely fine. Nothing radical, just a good freshen up. Same indoors, too. BMW has been bolder with materials, folding them into more interesting shapes, yet the ergonomics are excellent and the quality and design is fully up to scratch.
If you’re seriously considering this car, do yourself a favor and read the rest at TopGear.com
If we’re going to talk about BMW’s M cars, we need to acknowledge that the one that’s talked about most is the M3. Its M3 is the sort of car that deluded owners imagine they can somehow improve with aftermarket bits, so the world is full of classic M3-a-likes crafted out of lowly 318s with added badges but the damnation of the feeble original single exhaust pipe. I’ve decided I’m more of an M5 kind of bloke.
The M5 is a quiet pint. For a start, the 5-Series has always been a proper, car-shaped car, with a decent boot at the back and the engine in the front. It’s not so big that it’ll end its days as an executive minicab driven by a man in a bad jacket, like the 7-Series, but it’s big enough to allow you and your passengers to lounge around a bit. The 5-Series is the perfect size for a car, and I like a saloon….
Want to know what James thinks of the rest of the car? Then read on, my friend. Read on…