How about the iDrive?  Don’t believe what the critics say.  The iDrive controller remains a more natural and easier to understand system with its four directional track wheel with a press down confirmation button.  From the main menu, there’s a constant need to activate various sub-menus (which could be a hassle), but it’s designed to keep the driver’s eye on the road all time rather than pushing and pressing buttons.  And this doesn’t come a handier time as the 5 Series is designed as an Autobahn machine, and nothing beats its poise on the road.

Without the boot saying “520d” at the back, it’s hard to tell what 5 Series it is.  Each 5 Series could be customized with an array of alloys, exterior colors and add-ons (i.e. HID headlamps).  Nonetheless, the difference is obvious when the engine’s started.  Starting the motor is an event in itself, requiring a push button process as opposed to simply twisting the ignition.  On idle, there’s a noticeable degree of diesel rattling—indicative of the BMW’s lack of engine sound insulation (or ineffectiveness).  163 horsepower certainly isn’t enough on paper, but it’s surprising how it copes with pushing the 5 Series well beyond 140 km/h.  There’s a noticeable and uncomfortable boom around 1,300 rpm but it disappears at anywhere else in the rev range.

The 520d’s acceleration feels a tad pale.  Whereas a small bleep of the throttle on a 530d would require a flooring of the accelerator on the 520s; luckily the responsive 6-speed automatic works overtime keeping the difference to a minimal.  Still, despite the 5 Series’ power handicap, show it a twisty enough road, and it will still shine.  For one, the 520d still has good weighted and sharper steering.  It’s very easy to position the 5 Series into any corner, making it seem smaller than its size suggests.  In addition, the chassis is more direct, exhibiting reflexes similar to a ballet dancer.  A five-door, premium luxury ballet dancer—Lisa Macuja would be proud.  The brakes are on a different league as well, offering a much bigger window of confidence and easier modulation.  With the DSC switched off, it’s easy to power slide the 5 Series, but it never feels scary—because it’s so controllable.

With the emphasis tuned towards a more spirited drive, the 5 Series suffers a bit in the ride department where it’s bordering on the firm side.  Riding on run-flat tires doesn’t help things, jolting the suspension in some surfaces.  However, in general, it’s not that far behind those running on standard tires; perhaps the only difference is the superior NVH isolation in the others.

Even if the 520d is slower off the starting line, the biggest advantage it offers is savings.  At P 4.090 million, it’s still excellently equipped inside and out.  In addition, the 520d still contains that wonderful and elegant chassis—which is perhaps the main reason for buying one.  And then you can add the other bonus such as the excellent driving position, striking looks and the famed propeller badge and it’s a winner. 

It’s true that having more horsepower and torque would mean a much better seat-in-the-pants experience, but slotting in a 1.6 metric ton car through the corners is just as addicting.  That’s where the BMW 520d shines.  It offers a much better driving environment and such phenomenal chassis that everyone else is just playing catch-up. 

The BMW 520d is certainly designed for those who enjoy a more thrilling drive, those who want their cars a bit more tossable and aggressive through the corners.  In addition, it’s certainly more affordable without actually sacrificing a lot by way of lesser toys or horsepower.

Personally, I would opt for the BMW 520d any day.  Despite its shortcomings in terms of all out power, the Bimmer is more fun, much more engaging to drive and certainly more affordable compared to the Audi.  And if the lack of acceleration or toys really bugs you, then BMW is also offering the 530d—with its earth moving power and tremendously smooth engine. 

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