BMW 5 Series (2010-2016) review | A smooth, suave and sophisticated executive saloon

What is the BMW 5 Series?

While it may not be perfect, as an all-rounder this generation of BMW 5 Series executive saloon comes very close to being the answer to that age-old question: if you could only have one car for the rest of your life, what would it be?

This sixth-generation model, also known as the F10, was on sale between 2010 and 2016, with a minor facelift in 2013, before being replaced by the seventh-generation car, the G30 BMW 5 Series, in 2017.

Its most obvious rivals include the contemporary Audi A6 and Mercedes-Benz E-Class, but also take in a slew of more left-field executive models that were trying to grab a slice of the pie at the time – namely the Jaguar XF, Volvo S80 (and, latterly, S90), Lexus GS and, for a short while, the Infiniti Q70.

These days, the F10 5 Series will appeal to used car buyers willing to pay a premium for one of the most desirable premium badges around – as well as for the more dynamic driving style they’ve come to expect from a BMW.

How practical is it?

For driver and passengers alike there’s plenty of room in the BMW 5 Series. Those in the back can stretch out in comfort. Mind you, while the car is wide enough to sit three across the back seat, do be aware that the person in the middle will have a wide transmission tunnel to straddle.

Head room isn’t really cramped in the saloon, but choosing the Touring (estate) will prevent taller adults sitting in the back from having to worry about their heads rubbing on the roof lining.

Up front, there’s as much room as you’d expect from a big, plush luxury saloon; what’s more, there’s a good selection of chunky bins and cubbies with covers on them, where you can stash your odds and ends away from prying eyes.

Boot space is as good as the best in the class, whether you go for the standard saloon model (520 litres) or the more practical Touring (560 litres).

The one downside is that split-folding rear seats didn’t come as standard in the saloon – buyers had to pay extra to order them specially, and that means it’s quite hard to find a 5 Series that’s so equipped.

What’s it like to drive?

Go for an SE, and you’ll find the 5 Series to be extremely refined, easy and rewarding to drive over long distances, as well as spacious and comfortable to travel inside.

M Sports, with their larger wheels, slender tyres and stiffer suspension, are a little less forgiving over sharper bumps, and so they can feel rather crashy over rougher Tarmac.

This is a characteristic you can mitigate by choosing an example fitted with BMW’s adaptive suspension technology, known as Variable Damper Control, or VDC.

This was an optional extra, and an expensive one, so it isn’t easy to come by, and you’ll have to spend plenty of time seeking it out – which is why we reckon choosing a basic SE is a more reliable way to get a more comfortable ride.

Another option to be aware of is called Integral Active Steering, a feature that combines a variable-ratio steering rack with active rear-wheel steering. It’s a great option to have, because it really sharpens up the way the 5 Series turns into bends. Again, though, it was rarely chosen by new buyers, so it’ll take some searching to find.

Without it, the 5 Series is good to drive, rather than great. This generation lost some of the dynamic edge that its predecessors (and indeed, its successor) boasted, which means while standard examples are still satisfying to hustle along, they lack that final degree of involvement you might have come to expect if you’ve owned previous generations of 5 Series.

Having said that, by the standards of the majority of its contemporary rivals, the F10 is still a great car to drive, offering more dynamism and involvement than either the Audi A6 or Mercedes-Benz E-Class. For a car that’s on a par with the 5 Series for driving thrills, have a look at the Jaguar XF – it’s equally enjoyable to drive, and doesn’t need that optional steering system to get the best from it.

The selection of petrol and diesel engines you get in the F10 pulls off that rarely accomplished magic of being powerful and smooth, yet also fuel efficient and low on emissions. The two exceptions to that rule are the V8 petrol models, the 550i and twin-turbo M5, which instead do a roaring trade in high performance motoring.

Though a rarity in the UK, there’s also a hybrid version called the ActiveHybrid 5, powered by a punchy 3.0-litre petrol engine teamed with an electric motor.

Power outputs stretch from 143bhp for the lowly 518d, right up to 462bhp for the tub-thumping 550i. Sitting right at the top of the range, however, is the M5, whose twin-turbocharged V8 engine can deliver anywhere between 552 and 600bhp, depending on whether you go for the standard car or the Competition package.

That means you can get your F10 5 Series with a 0-62mph time of anywhere between 9.5 and 4.3 seconds, depending on your appetite for performance (not to mention your wallet’s capacity). Oh, and if you can afford the eight-speed automatic gearbox, grab it: it’s one of the best autos in the business.

Technology, equipment & infotainment

BMWs of old used to be pretty sparsely equipped; the theory was that you’d get a very basic car and then thumb through the options catalogue to add to it in the manner of your choosing.

But by the time the F10 came along, that ideology had changed somewhat. Even the entry-level SE models came handsomely equipped, with climate control, leather upholstery, satellite navigation and heated seats all as standard.

You could upgrade to Modern or Luxury versions to boost specification further. Both brought an uplift in terms of interior and exterior styling with a few choice extras.

M Sport models were the most overtly sporting, however, with chunkier bumpers, bigger wheels and stiffer suspension all coming as standard.

The infotainment system's screen isn't as large as you'll find in more modern cars, and there's no touchscreen functionality. However, by the time of the F10’s arrival, BMW had refined its iDrive system to improve usability and remove some of the foibles that made it so unpopular early-on.

In fact, the simplicity and convenience of the iDrive rotary controller in the F10 makes it more desirable than the equivalents on offer from Audi, Mercedes-Benz and Jaguar.

Build quality and reliability tend to live up to expectations of a BMW, but there are things to watch out for, as we'll explain.

BMW 5 Series running costs

BMW dealerships can be a costly place to have your car serviced, even if the 5 Series can go up to two years between services. If you do want to go outside of the main dealer route, there’s a strong network of independent BMW specialists that should charge less than the official network.

The run-flat tyres with which the 5 Series is equipped seem like a great safety feature, but their appeal wanes when you have to replace them – a full set can cost you £1,100 or more, and some owners complain of having to do so within 18,000 miles.

While fuel consumption of the rampant M5 can drop as low as 18mpg, the 520d can, in real world conditions, eke out 60-65 miles from a gallon of diesel. Even the gutsy 530d and 535d turbodiesel models should get you around 50mpg. Correct tyre pressures can make a big difference to 5 Series fuel consumption, so remember to keep an eye on them.

Good fuel efficiency and the consequent low CO2 emissions have knock-on benefits for road tax, with the annual fee for some models as little as £30. Wheel size has a dramatic effect on what the annual VED is, so remember to ask the vendor how much they have been paying, as some versions can cost upwards of £700 a year to tax.

BMWs are premium cars with expensive replacement parts, so insurance costs are accordingly high – even the 520d is in insurance group 34 out of 50.

BMW 5 Series reliability

Generally the 5 Series is a pretty reliable car, as evidenced by a lack of vitriol from owners on internet forums. Pure mechanical issues are impressively rare, except for 520d engines (BMW code N47) made before the mid-life facelift in 2014: timing chains in these engines are prone to stretching, and tensioners are prone to breaking up, both of which can lead to catastrophic engine failure, a problem that’s exacerbated by poor maintenance.

Buy one of these only if there’s documentary evidence that the timing chain and tensioners have been replaced with uprated parts – and avoid any example that makes a rattling noise when you start it up from cold.

Some early cars also suffered from rough running because of faulty ignition coils, while numerous other electrical glitches, affecting everything from the multimedia system through to the control of the electric water pump on the engine, have irritated first owners.

And there have been isolated faults with fuel injectors, ignition coil packs and turbochargers, as well as rattling steering columns and sunroofs, so check these areas carefully.

Although seldom affecting large numbers of 5 Series, there have been several UK recalls for the car, some of which relate to potential fire risks, so check on the government car recalls website that any remedial work has been carried out on the example you’re looking at.

The alloy wheels on a handful of cars suffered from cracking and pitting, so have a look for damage that goes beyond a bit of light kerbing rash. And although not a fault per se, there are numerous comments from owners to say that the rear-wheel drive 5 Series is particularly hopeless in snow and ice.