When the 3 Series bids farewell to its youth, who adheres to BMW’s luxurious background?_Use car, Use car

When the 3 Series bids farewell to its youth, who adheres to BMW’s luxurious background?

August 18, 2024

It was an early autumn morning.

It was drizzling all night and just stopped half an hour ago. The sky is a light gray, the air is emitting the fragrance of soil, the surrounding quiet is not so real, only the occasional bark makes people aware of the existence of life.

The breath of the pressure relief valve broke the stillness, and the blue figure rushed from afar-the carnival ST went up the hill. Withdraw two gears, ESC switch to sports mode, eyes pointed to the bend, with a little track brake, the rear began to swing merrily. However, as soon as I crossed a corner, I was attracted by the sight and stopped unconsciously.

Unexpectedly, I ran into it at the most unexpected time and place. Pull over, get out of gear, turn off the engine, and as the piston stops moving, the world in the ear finally returns to peace. Outside the car, the floating clouds covered the sun, and the light was somewhat dim, making it blue with a hint of melancholy. I like this poetic idyllic style, and I can’t help thinking of the green corridor connecting Salzburg and Munich.

Over the next few days, the axis 5 series floated past me from time to time, and every time I was attracted by its figure, even if I looked at it in the rearview mirror. What surprised me is that the standard axis version has such a high exposure rate on the streets of Didu. Maybe this is the retinal effect, when you pay attention to something, you will find that it appears in life more and more frequently. Two months later, I ordered a 530i, stone blue.

The purchase decision was not made by chance, of course, but I have to admit that the encounter on that day added a lot of good feeling to it. I have never had too many requirements for configuration, so there are only three practical items on the optional list. In contrast, color does not need to be discussed.

For the first time in the history of the 5-series family, the current generation of models uses the chassis number starting with G (G30). The application of CLAR architecture has put the G30 back on track in its lightweight career and become the player who can best inherit the mantle of E60 among the five series in the past. Interestingly, in the expression of external image, designers do not emphasize “lightness” as engineers do, but strive to depict a sense of strength. Compared with any previous generation, the G30 is the most muscular generation.

Admittedly, the BMW 5 series was never the first beauty, and it still is today. Unlike some competitors, the G30 does not use sharp edges to create a mechanical texture, on the contrary, its beauty comes more from the self-confidence created by proportion, appearance and light and shadow. Self-confidence is not equal to spillover, strength has nothing to do with expansion. For me at least, this introverted special feeling is infinitely charming.

Compared with the long-axle version (G38), the body length and wheelbase of the standard axle model are shorter 133mm, which does not sound like much, but the impact on the body ratio is obvious. Sitting down in the back row, the spatial performance of the G30 is likely to disappoint you slightly, forming a huge gap with a wheelbase of nearly 3 meters. Of course, the wheelbase doesn’t disappear, it’s just used in the dash-to-axle (front axle to steering wheel) area. The design of short front suspension and long rear suspension makes the visual center of gravity move backward, creating a ready posture. The seam position between the door and the fender is moderately close forward, which becomes the visual extension of the A-pillar, making the classic BMW ratio more deeply rooted in the hearts of the people.

At the same time, more than a hundred years of internal combustion engine civilization has also relied on the old to sell the old, providing an assist for the G30. The slender nose is not only an external form, but also implies a huge engine and outstanding performance-although we all know that there is only one straight four lying in the 530i cabin. If you have gasoline in your blood, cherish the good time. It won’t be long before the streets will be occupied by electric cars with four corners of wheels, as depicted by Tesla Model 3.

The design has to serve the function after all, which is reflected in the field of aerodynamics. Depending on the differential combination of powertrain, appearance kit and rim models, the wind resistance coefficient of the G30 can be as low as 0.22Cd. The wind resistance coefficient of 530i is 0.24Cd, which is not amazing, but it is still one of the best contestants in this level. You may not guess that the air resistance of the 5 series (Cd × AG0.56) is 6% lower than that of MINI 3-door (Cd × AUB0.60), and the low wind resistance has a positive contribution to economy and stability.

Bluestone is the communication color of the G30, and the 540i sDrive in Guantu is painted with this paint. Generally speaking, the existence of communication color is not only for the purpose of shooting advertising films, but also implies what designers want to express most. When it comes to G30, Shi Qing is the color that best interprets its core design language. With the contrast of the sun, the pan-gray paint presents a rich light and shadow effect, and each line is clearly outlined, making the sense of hierarchy and strength to a higher level.

What is more interesting is that the color of cyan is different in different light. In the strong light, it is full of metallic texture and a silver sparkling appearance. On a cloudy day, it hides its edge, revealing a trace of light blue beyond the gray. Thanks to consumption habits, domestic users do not have to pay extra for cyan, while in Germany, this paint costs you about 1000 euros, which is really more expensive than adaptive shock absorbers.

In the European and North American markets, the 635 19-inch multi-spoke rims are only available for luxury suits (Luxuryline) or sports suits (Sportline), but BMW has recombined the appearance kit with the wheel style after entering China. Some friends will think the 635 is a little old-fashioned, but in my eyes, its calm style matches the stone cyan G30 well.

The 530i was produced in March this year, when the European epidemic was at its most difficult time, and many tire suppliers stopped work early, forcing car companies to make adjustments. On the day of picking up the car, the first thing I did was to check the tire model. The final result was expected, but a small loss was inevitable.

G30 original tires have a variety of matching, not only Eagle F1, PS4 and other performance-oriented products, but also Buddhist players such as Primacy 3. My car is equipped with Bridgestone calm T005 RFT, origin in Poland, positioning similar to the Michelin Hyatt series, with an emphasis on comfort tires. But after all, it is an out-of-air guaranteed (explosion-proof) tire, and there is room for improvement in noise performance.

BMW may be one of the German luxury brands that is least adept at operating carriages. At some point in the past, the sensory quality of the interior represented by the blue sky and white clouds was only ridiculed by the two competitors, but fortunately, after entering the G generation, the situation finally improved. The inner decoration is layered, the matching of leather, metal and enamel is properly handled, and the black high-gloss plate (fingerprint collector) commonly used by the next big sheet metal factory has also made a lot of efforts, and the light and shadow effect is obviously richer.

Fortunately, BMW did not give up what he was proud of, and the ergonomic design was still excellent. The sitting posture of the G30 is not high, at least compared with most of the competitors. However, if you are thinking about the one-handed sitting posture of the E90 and F30, I am afraid this car will let you down. Like the implicit and powerful appearance, the 5-Series is more willing to impress users with good vision and comfortable ride. Want to fly close to the ground? M2 may be a better option.

My car uses black Dakota leather and blue stitches, and the back edge of the seat is marked with M tricolor, which is the only one in the G30 product line. From the feedback from dealer friends, dark blue and cognac colors are obviously more popular, but I still prefer plain and elegant black interiors. Unfortunately, ventilation is optional only for Nappa seats, while the 540i version only provides Nappa, and 525i and 530i are destined to miss it.

In 2020 models, BMW unexpectedly upgraded its iDrive system to version 7. 0, bringing a new interface to the two screens. The UI design of the 12.3in LCD instrument has been completely changed, but the function is still the usual style of BMW, which is inferior to that of the old competitor. I know I’m doing this to keep the dashboard loyal to my job and minimize distraction, but deep down I want to have more choices beyond BC keys and rollers.

At the beginning of its appearance, iDrive 7. 0 was criticized by public opinion. The opposition is mainly focused on the menu layout, which is completely different from that of iD5 and iD6. Many BMW fans are at a loss as to what to do. However, after thousands of kilometers, I think the change in iD7 has made the operation plan more perfect. The menu is a little deeper, but the logical settings are still clear, and it is less difficult to operate blindly through the knob. The card menu on the left is better adapted to the touch demand, and the range of hand movement on the driver side is significantly reduced, which is much more friendly to specific scenes (parking state) or specific functions (navigation system).

In the functional part, iD7 doesn’t have much to pick on, and the setting options are as thoughtful as ever. Apple CarPlay connects wirelessly through Bluetooth, and convenience and aesthetics are really an addition. The only drawback is that the wireless connection leads to occasional jam in CarPlay, and the navigation application is not smooth enough. The good news is that CarPlay has permanent access when it comes out of the factory, and the renewal plan is finally a thing of the past. They should have done this a long time ago, shouldn’t they?

The 530i M sports set comes standard with Harman/Kardon sound, with as many as 16 loudspeakers, and the power is not excellent. 600W can only be regarded as normal at this level. Because the front subwoofer is arranged under the seat, I always feel a little less layered when I sit in the main driver’s seat 99% of the time. Fortunately, the resolution is still good, as long as there is no problem with the sound source, the details can be expressed in a more delicate way.

Besides, there is not much to show off in terms of configuration. Since the 2020 model, the Zhonggui 530i and 540i have been equipped with binocular cameras, and the hardware specifications are indeed not low. Unfortunately, BMW only provides an AEB system that supports pedestrian identification, while lane maintenance and traffic sign recognition are not available. In terms of cruise system, the G30 is equipped with constant speed cruise as standard, with speed limiter and braking function. I have experienced a lot of ADAS systems in the past few years, but it was this experience that made me firmly give up the idea of installing an advanced version of the driving assistance package. For me, constant speed cruise + AEB is enough.

The utilization rate in the back of my car is not high, and the number of passengers I carry each month can be counted with one hand, so space is naturally not the point. For me, the standard legroom in the back row of the 5-series standard axis version “up to” 780mm is completely spacious. I thought the black interior ceiling would make the back row seem more depressing, but I felt good after a short ride. Huo’s corner is the biggest contributor, the position along the window is obviously higher than the line of sight of the rear passengers, at the same time, the height of the shoulder line has no flashy movement tendency, and the side window area is as large as the mood of the rear passengers.

In addition to the 540i, the medium-sized version of the G30/G38 does not provide the rear seat down function, the practicability of a small discount, the good side is that the rigidity of the body has more advantages. As we all know, the seat reclining device will reduce the rigidity of the rear of the car body, and then affect the comfort, handling, stillness and reliability. An intuitive example is that the E46 3 tethered version with rear seat down has a static torsional stiffness of 13000Nm/deg, while the version without the device achieves 18000Nm/deg.

When it comes to the rigidity of the car body, we have to talk about the changes made by the G30 in the car body structure. Starting from G11/G30, the 7-series used carbon fiber core body, while the 5-series used a mixed structure dominated by steel and supplemented by aluminum, while the previous generation of 7-series and 5-series car body designs were almost small.

The gap with his brother does not obscure the efforts of the G30. Compared with the F10 G30, more aluminum structures are used, the main structure of the front, the tower seat and the rear longitudinal beam are all made of aluminum alloy, while the crew cabin adopts a more sturdy steel structure. Official data show that the static torsional stiffness of G30 is better than that of F10 (30200Nm/deg), but no specific value has been released. According to unverified sources, the G30 has a torsional stiffness of 32000Nm/deg, which is better than major competitors such as the Audi A6 and the Mercedes-Benz E-Class (please note that it is the standard axis version here), only by the Cadillac CT6. In terms of coverings, the engine hatch cover, wing panel, roof, door and luggage compartment cover are made of aluminum, which contributes to lightweight, while lightness is the biggest blessing to dynamic performance.

One voice thinks that the driving experience of BMW has changed since the F generation. I can generally agree with this sentence, but in my opinion, the essence of compromise lies in what you insist on, not what you give up. BMW’s choice is to stick to the driving heights and try its best to reach out to mainstream consumers in areas related to daily driving experience.

From September 2018, the 5 series sold in Europe began to replace the 2.0T B48TU engine, while the two major markets in China and the United States did not supply this model on the G30 until a year later (the US regulation is the ultra-low emission version of B46TU). In terms of medium-sized models, the standard axle version was the first to carry a new engine on the 2020 model, while the long-axle version waited until the mid-term revision to complete the update. By the way, in this medium-term modification of the 5-Series and 6-Series GT, the 48V light mixing system did not enter the Chinese market.

The full name of TU is technical upgrade, which means technology upgrade. As the name implies, BMW has made several improvements based on the B48, including 350bar fuel injection system, 42kV ignition voltage, three-cycle water cooling system, single-stage timing chain and lightweight design of parts. The low-power version also uses an integrated cylinder head design to improve thermal efficiency and optimize energy efficiency performance. Overall, B48TU has mainly improved energy efficiency and reliability, with little change in performance. You can say that BMW does not want to make progress, but if you look at those brands that are declining because of VI power, the solution given by the Bavarian engine factory is satisfactory enough.

In contrast, the changes to the gearbox are more noteworthy. The ZF 8AT gearbox is still matched with B48TU and B58TU, except that the version is adjusted to 8HP51. BMW’s vertical 8AT has been honed for three generations, from 8HP45 to 8HP50 to 8HP51, the general trend is to become more docile.

From the previous 8HP50 to today’s 8HP51, engineers have moderately reduced the main deceleration ratio in order to better take care of fuel economy. At the same time, the ratio of first gear, second gear and third gear has increased, so the total transmission ratio of the first two gears has increased slightly, so as to ensure the power performance at medium and low speed. Official data also support this, which is also 530i, and with the same engine book parameters, the 0-100km/h acceleration time of B48TU+8HP51 is 0.1s faster than that of B48+8HP50. From the fourth gear to the top, the tooth ratio of the 8HP51 has hardly been adjusted, and the drop of the gear ratio of 2-3 gear and 3-4 gear is a little larger than before. In this way, the new gearbox achieves a wider range of speed ratios, from 7.8 to 8.2.

At the moment of starting the engine, there was a cheerful sound at the rear of the car. Don’t be happy too soon, because the in-line four-cylinder engine will reveal its true face in a few seconds, and the sound of “clatter” in the basement will inevitably make people yearn for the beauty of the L6. Fortunately, the performance of this generation of 5-Series NVH is so excellent that at any speed, you will not feel the engine roaring in the car, and the vibration is controlled at a very slight level. BMW even wrapped the entire gearbox in soundproof material to suppress noise from the transmission system.

Thanks to aerodynamic optimization, the wind noise performance can also be completely satisfactory, not only near the A/B/C column, but also under the chassis can hardly disturb your dreams. There must be a “but” in everything, and the 5-series “but” is reflected in the road noise. Bridgestone is a hard product of the same kind, coupled with the setting of lack of gas, the road noise is slightly disturbing when it comes to large particles of tar. But this does not prevent the 530i from becoming a quiet car, and its performance can satisfy most people’s ears in terms of absolute sound pressure.

Driving is as good as ever. The powertrain has a very rich strategy, the engine and gearbox match intimate, always know what you want, it is not too much to say that it is the top level in the industry. When walking in COMFORT mode, you can stabilize your right foot and let the car cruise around the 1000rpm. If necessary, a decisive kickdown will be able to mobilize sufficient power. Switching to SPORT mode, the throttle instantly turns into a taut spring, and the acceleration command from the pedal can be quickly converted into acceleration, a feeling usually provided only by DCT or MT.

No matter which mode you use, you can clearly feel the cleverness of 530i. This car will not use a solidified way to deal with throttle input, the deep, shallow, fast and slow movement of the right foot can be understood by the vehicle and then translated into proper execution. In daily driving, the smooth and linear power output is quite advanced, the right foot action can always be exchanged for gentle torque release, and the power system tends to provide a stable acceleration and smooth shift experience. If you step on it in a hurry, the gearbox will react immediately, allowing the speed to climb to the power dessert range, and the gearbox will deliberately cause some setbacks when it goes up gear. In most cases, the gear shift is not as fast as an AT, but if you try to drain all the power in an instant, there is still some hesitation in continuously lowering the gear. Maybe I am too harsh, but after I am used to driving MT, this sense of lag is hard to ignore.

In order to meet the increasingly stringent emission regulations, the new 3 Series has a choice in terms of driving, and the tip-in and tip-out experiences have come under the most criticism. When it comes to the 5-Series, the performance of the new powertrain has become much better, with a smoother performance in both directions (in/out). If you have to find fault, the tip-out will be relatively inferior, but it is only occasional sensation in the low gear. There is not much to be critical about the quality of the shift, but the third gear and the second gear sometimes have a sense of pull, which is a clich é problem. Fortunately, after the hydraulic torque converter polished, the above-mentioned “small temper” will not be annoying.

Doing a good job in powertrain is only the basic skill of BMW, and the real surprise is the sense of braking feet. The medium-sized G30 offers an M-compound high-performance braking system on the 530i and 540i, with Brembo four-piston fixed calipers for the front wheel and single-piston floating calipers for the rear wheel. The brake disc size is also upgraded compared to the 525i. In terms of foot feel, this set of M Sport brakes is completely unlike the style of the mainstream BMW civilian car. In order to ensure comfort, the initial section of the pedal retains a very shallow empty stroke. If you continue to step on it, the braking force will be released decisively and linearly. The 530i will not be like some steel guns, stepping on a short journey will lead to a “sense of hitting the wall”. On the contrary, it is better at creating a sense of proportionality, more meaningful, and more able to meet the needs of cars in different situations.

The medium-sized G30 uses standard suspension, and the M sports suspension (chassis reduces 10mm) and adaptive shock absorber of the European market have not entered China. Even so, the 530i still shows an orthodox German flavor, and the chassis is as chewy as beef ribs, a far cry from the comfortable suspension built by the G38 for the Chinese market. Driving the G30 and G38, you can clearly feel that they are two cars from the same brand, and the difference is not just the wheelbase.

The chassis of the 530i can be summed up as “external coke and tender inside”. Driving on the paved road, it retains the necessary touch, the fine vibration will not be completely erased, and the road information is filtered layer by layer and transmitted to the seat in a neat way. This appearance is not equivalent to a false sense of movement. in fact, the 530i has never seduced you as deeply as any performance car. The touch it provides is more for drivers to build trust in the car. The calm and confident aura is similar to the appearance of tonality.

In the face of large bumps such as speed bumps, the chassis can quickly dissolve the vibration, and the body moves cleanly without obvious impact. The compression damping and rebound damping of this suspension are not small, but the two match very well, coupled with the resolution of high-quality bushings, the vertical acceleration has been softened by more than half. In the face of one-sided crater, the overall feeling of the car body is excellent, there is very little uncontrolled lateral shaking, and the sound coming from the bottom of the chassis can also satisfy your desire for texture. Slowly you will find that this car tends to deal with the roughness of the road at the same rhythm, neither illusory disjointing nor stiff. The longer you drive, the more mellow the texture will be.

Frankly speaking, I was a little disappointed with the steering system at first. The G30’s total steering ratio is 16.3 V1, which is a bit more straightforward than the F10’s 17.1 V1. However, considering the figure, this steering setting is still very conservative. When I turned around for the first time, I was a little surprised by the steering input of nearly 1.5 laps on one side. You know, the main competitors have invested in the arms of variable steering rack, the steering wheel is only about 1.2 laps on one side, which is obviously more flexible to deal with the urban driving scene. For those of you who simply use the car as a means of transportation from point A to point B, I don’t think G30/G38 ‘s steering flexibility is very friendly.

With the passage of time, the steering system finally made me feel the beauty that belongs to BMW. The steering damping of the G30 is among the larger of its kind, and responsibly, the steering wheel is even heavier than most luxury midsize cars today. Compared with the era of hydraulic power, both hands can read much less road details, but experienced drivers can still detect the mechanical connection between the wheel and the steering wheel. EPS calibration takes more care of daily driving conditions, treat the car gently, and the correct torque will never let you down. If you hurry a little bit, the correction rate appears to be a little slower, unable to keep up with the rhythm of the corner. At this point you need to nudge the steering wheel and pull it back to the center position.

The most satisfactory part of steering and even control is directivity. Although the steering ratio is on the high side, the car body always provides accurate steering execution, and the linear predictable feeling is commendable at this level. The body roll and steering input is strictly proportional to the subjective lateral force, and its bottom line can be found with a little familiarity. The response of the car body is not sharp, but it is very light, all instructions can be executed linearly, and the control texture is exquisite. While the front of the car points to the center of the bend, the rear of the car will show an external pendulum trend (note that the wheel does not slip). Try to pick up the pace, and you will find that the trailing nature of the car is so wonderful that you even forget its true body at some point.

There is no doubt that the BMW 5 Series is a big car in the traditional sense, and if you love to drive, you can definitely feel its size and weight. But 530i is more like a carnival ST that has become fat in all dimensions, reserved but not lack of muscle. More often, you only need to hit 1/4 more turns and leave more space for the rear of the car, but you don’t have to adjust the steering wheel frequently in the corner, and you don’t have to panic because the chassis can’t keep up with the steering rhythm. Its delicate sense of balance, which is not eroded by hypocritical sportsmanship, is exactly what most cars lack today.

It is said that the driving atmosphere of 530i is similar to that of its old opponent more than ten years ago. I have always liked the W211 E-class because it looks, uses and drives like a high-quality business car. Now the two old opponents seem to have exchanged identities, the E level has become more and more concerned about external expression, and the 5 series has become a veritable inner show player.

You can say that BMW no longer insists on being himself, but at least Munich heroes still cling to the unique values that belong to the German auto industry. Today, when many cars are either completely comfortable or pretend to love running, the 5-series standard wheelbase version has a degree of relaxation and returns to human nature, which perfectly deduces the blue sky and white cloud brand’s painstaking pursuit of the original value of the car.

After reading the prosperity of the world, I love the days of idle clouds and wild cranes most.

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When the 3 Series bids farewell to its youth, who adheres to BMW’s luxurious background?