BMW 5 Series VS Volvo V60
BMW 5 Series
Likes
- Dynamic ability belies its weight
- Plush and ergonomic interior
- Three variants all have strengths
Dislikes
- 520i is pricey for 153kW four-pot
- Styling a little gaudy in places
- Multimedia could be simpler
Volvo V60
Likes
- Refinement
- Performance
- Practicality
Dislikes
- Economy could be better
- Service pricing
- Front storage question marks
Summary
BMW 5 Series
More than half a century of 5 Series pedigree has led BMW to this, the first electric version of its venerable sedan, the i5.
It's true that electric cars come with benefits that suit the realm of luxury (or at least executive) motoring like their effortless acceleration and near-silent operation, so this new G60 5 Series has the potential to be the best yet in its ‘i5’ form.
But there are rivals, well-liked ones at that, which BMW must contend with to snatch the spot at the top of the large premium sedan ladder technically held currently by the Porsche Taycan in terms of sales - though Mercedes’ E-Class would lead if its electric cousin EQE’s sales were combined.
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So, with names like that to go up against, BMW better have brought its A-game.
| Safety rating | — |
|---|---|
| Engine Type | — |
| Fuel Type | Hybrid |
| Fuel Efficiency | —L/100km |
| Seating | — |
Volvo V60
There’s something about a Volvo wagon. Especially one with Cross Country in its name. City sophistication mixed with the potential for adventurous outdoor pursuits.
Leaning into its all-wheel-drive capability for a cheeky ski weekend with the family. Hooking up the boat and heading to the lake for a spot of fishing. Or seeking out that off-the-beaten-track camping spot you’ve had your eye on.
The V60 Cross Country is made for that family-focused role. Okay, so the Clearys didn’t do much skiing, fishing or camping during a week with this premium mid-sizer. None, actually.
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But we did assess its comfort, flexibility, practicality and everything else required to help grease the wheels of day-to-day household life. Stay tuned to see what we discovered.
| Safety rating | |
|---|---|
| Engine Type | 2.0L turbo |
| Fuel Type | — |
| Fuel Efficiency | 7.4L/100km |
| Seating | 5 seats |
Verdict
BMW 5 Series8/10
There’s no getting around the i5 being a rather expensive offering. More than $150,000 to get into an electric sedan that’s not much faster than a hot hatch is a big ask, but there’s plenty to enjoy about the 5 Series.
Things like its heated leather seats shouldn’t be the reason you’re willing to spend so much on a sedan when a $50,000 hybrid SUV will score you the same, instead it’s the fact the 5 Series is a delight to drive and hasn’t lost the feeling of prestige the badge has earned over the last half a century.
In terms of value - if speed isn’t your focus and you’re less of a gadget-type-operator when looking at cars like this - the 520i has the style and comfort you’d need and at $100K less than the M60.
And in terms of large electric sedans, the i5 eDrive40 is cheaper than a Porsche Taycan (by a little) or an Audi e-Tron (by a lot). The Genesis G80 Electrified is the closest cheaper rival, by about $10K, or the less powerful Mercedes EQE is similarly priced at $154,900.
Essentially, if you’re looking at a 5 Series, it might be worth considering if you really need it to be electric, but if so, there aren’t many alternatives in its category for the price.
Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.
Volvo V608/10
The Volvo V60 Cross Country’s split-personality delivers urban civility and all-wheel-drive capability. Our city-slicker week with it confirmed the latter doesn’t compromise the former. It’s sleek and refined, well equipped for the money and safety is top-shelf.
If you have multiple kids creeping up through their teens, you might need something a bit bigger, and ownership costs like fuel economy and servicing, while not tragic, could be better.
Overall though, a thoughtfully engineered, premium mid-size wagon that expertly balances form and function.
Design
BMW 5 Series
If you’ve watched other members of the BMW family go into a new generation within the last few years - the 3, 4 and 7 Series particularly, you won’t be too surprised by what you see here. Especially with the latter, having seen the petrol variants look roughly the same as the electric ones.
BMW specifically made the petrol 520i and the i5 variants look similar for egalitarian purposes - to not disenfranchise 520i buyers who are still spending a fair chunk of cash but might not be ready to go EV.
That means all three variants score a mix of new and old. The kidney grille remains and isn’t as large as on the M3 or 4 Series, while the bonnet line following it and the ‘character line’ down the car’s side also remain. And yes, the Hoffmeister kink where the C-pillar meets the passenger window’s lower corner is still there.
On that C-pillar though is a ‘5’ stamped into the bodywork, new to this generation, while the front grille as mentioned has a glowing light surround - the brand’s ‘Iconic Glow’ already seen on the 7 Series.
Overall, thanks to being slightly larger in every dimension, the new 5 is starting to look bigger than a 7 Series from a little while ago. And that’s because it is - its body is overall longer than an E65 7 Series from the mid-2000s.
It’s 5060mm long 1900mm wide, 1515mm tall (97mm longer, 32mm wider, and 36mm taller). Its wheelbase is 20mm longer too at 2995mm.
Volvo V60
Full disclosure, I’m a long-time wagon fancier, appreciating their practicality and load capacity combined with easy, low centre-of-gravity driving dynamics. And the V60 Cross Country follows Volvo’s clean-as-a-Scandinavian-whistle design direction.
Soft curves, a gently tapering roofline and the occasional hard character line deliver a fuss-free exterior that’s contemporary and instantly recognisable as a Volvo.
Signature elements like the ‘Thor’s Hammer’ LED headlights, and tall, jagged tail-lights will be familiar to spotters of Swedish cars, and our test example’s classy ‘Thunder Grey’ paint finish enhances the understated, yet premium look.
The V60 Cross Country rides higher than the non-XC models available in other markets (197mm ground clearance vs 142mm) and adds a hint of toughness with dark wheel arch extensions, a chrome frame grille with black bars, high-gloss black side window trim and bright aluminium roof rails.
The interior is similarly understated, yet there’s plenty of visual interest thanks to the multi-layered dash, mixing soft-touch plastics and brushed metal elements with trimmed and stitched insert panels.
A portrait-oriented central multimedia screen and customisable digital instrument cluster add just the right amount of techiness, with a common-sense mix of digital and physical controls attached to various functions.
Speaking of which, the gearshift is “genuine Swedish crystal” made for Volvo by Orrefors. Not my cup of tea, but it’s distinctive.
With chubby, adjustable cushion and backrest bolsters, as well as customisable under thigh support, the front seats look racy but give nothing away in terms of comfort. The rear seats are also neatly contoured and the overall standard of fit and finish is top-shelf.
Practicality
BMW 5 Series
A longer wheelbase means more space inside, where the 5 Series also still looks fairly familiar to those who have spent any significant time in a recent model BMW.
BMW has historically been pretty bang-on with ergonomics, and the new-gen 5 does a good job of sticking to that. Comfortable sports seats and quality feel for the materials on touch points mean the 5 Series feels nice to be in, and relatively restrained interior design for a somewhat luxurious car means it looks nice too.
It’s let down only by a couple of things - its multimedia screen and Operating System 8.5 is a little less simple to use now, and requires more touching the screen than previous iDrive systems, rendering the scroll wheel less useful.
The BMW Interaction Bar too is a little tricky to see controls on, as well as lacking physical feedback for using controls. Vent flow controls are digital sliders on the Bar, while vent direction is controlled by an unusual ‘joystick’ style control nearby.
The rear seat is plenty spacious, as you’d expect from a large sedan, with climate controls and ports for charging devices in the rear.
Volvo V60
At just under 4.9m long, a fraction over 1.9m wide and 1.5m tall the V60 Cross Country is a ‘large’ medium-sized wagon. And a lengthy 2875mm wheelbase means there’s a generous amount of space inside.
Plenty of breathing room up front but storage is a mixed bag. The (cooled) glove box is a decent size, there’s a lidded box (which doubles as a centre armrest) between the seats, and two big cupholders in the centre console with a sliding lid to cover them. Which is great if you want to hide odds and ends in there, rather than locate a couple of large cappuccinos.
However, in front of that, the wireless charging pad takes up a flat piece of real estate next to the gear shift and another small covered section further up rolls back to reveal an awkward little space that looks like a miniature swimming pool with a 12V socket at the deep end.
The lower front door pockets are long, although sliding even medium-size bottles in them is a bit of a struggle, however there’s a useful secondary space in the centre of the armrest.
Move to the back, and sitting behind the driver’s seat, set for my 183cm position, I enjoyed more than adequate head and legroom.
Our kids, two of which are the same height as me, were rubbing shoulders with their slightly shorter older sister, so three across the rear is do-able for short-to-medium-length trips only. And the pronounced transmission tunnel in front of the centre position makes it the short straw option.
That said, up to mid-teenagers will be fine for the full road trip experience.
There’s adjustable ventilation control at the rear of the front centre console and in the back of the b-pillars, while the fold down centre armrest incorporates a pair of pop-out cupholders. The door bins are decent and there are netted map pockets on the front seat backs.
For in-cabin power and connectivity there are three USB-C sockets in the front (one media, two power-only) and another two in the rear, as well as that hidden 12-volt outlet in the front.
If you’re looking for a wagon, boot space is obviously a priority and the V60 provides 648 litres of volume with all seats upright, growing to 1431L with the 40/20/40 split-folding rear seat lowered.
We were able to load in the large CarsGuide pram, with lots of room to spare, and our three-piece luggage set (36L, 95L and 124L) was also swallowed easily.
A ski-port door in the centre rear backrest increases flexibility (but make sure those long loads are properly secured) and a fold-up cargo divider (with bag hooks on the back) is a thoughtful extra.
There are more shopping bag hooks on both sides of the boot, an extra netted space on the passenger side, a 12V socket and four flip-up anchors to safely tie-down loose loads.
The spare is an 80km/h speed-limited space saver and if you’re into towing, the V60 Cross Country is rated to haul an 1800kg braked trailer.
Also worth noting trailer-stability control is standard. Nice.
Price and features
BMW 5 Series
There are three members of the new 5 Series family from launch, with a base 520i starting things off from $114,900 before on-road costs.
It’s the only petrol-powered (with mild-hybrid, we’ll come back to this) variant in the trio, but it does have a fairly extensive list of features as standard. In terms of tech and comfort, most of what comes with the 520i is available further up the range too, with the major differences being drivetrain related.
In the 520i, the interior upholstery is synthetic ‘Veganza’ leather with Alcantara, though optional Merino leather is a $4000 BMW Individual option. The front seats are heated as standard, however, and electrically adjustable with memory settings and lumbar support.
A 12.3-inch instrument display paired with a 14.9-inch multimedia display are standard across the range, running BMW’s Operating System 8.5, while a head-up display, ambient lighting, wireless phone charging tray and BMW’s ‘new’ Interaction Bar are included too - a crystalline-style strip across the dash with touch-sensitive ‘buttons’ like the climate controls.
A panoramic glass roof - unable to be opened - is standard too, while the 520i’s sound system is a Harman Kardon set-up with 12 speakers.
Exterior features are quite similar to the more expensive i5 variants, with Adaptive LED headlights, automatic boot opening, an M design kit with front and rear aprons, side sills, and BMW’s Iconic Glow kidney grille surround.
Optional in the 520i is an ‘Enhancement Package’ which adds a choice of aerodynamic 21- or 20-inch wheels, metallic paint, and a 655-watt 17-speaker Bowers & Wilkins surround sound system for $5400. One test car on the launch we attended was painted in a BMW Individual colour - Tanzanite Blue - which upped the price to $7800.
Moving up the range to the mid-tier i5 eDrive40, which starts from $155,900, adds Merino leather interior, metallic paint, Bowers & Wilkins surround sound and aerodynamic 20-inch wheels standard, but it also includes adaptive suspension and some other EV-related features.
BMW’s ‘Adaptive Suspension Professional’ comes with Integral Active Steering (rear-wheel steering) and is a step up over the M Sport suspension from the 520i, while its aero wheels function as a way to keep the electric car’s range being affected by resistance.
The eDrive40 also comes with an acoustic protection system to make ‘electric car noises’ to warn pedestrians, as well as BMW’s ‘Iconic Sounds’ for the occupants - basically a system that uses orchestral sounds composed by Hans Zimmer that are affected by acceleration intensity, speed, and drive mode.
It also comes with the standard kit for an electric car, a Mode 2 and Mode 3 charger, cable, and a five-year Chargefox subscription.
The top-spec i5 M60 xDrive ups the cost to $215,900 and the features list again slightly (as well as being far more powerful).
Its suspension is even more advanced, adding the brand’s Adaptive M Suspension Professional with active anti-roll, plus 21-inch aero wheels as a no-cost option. The M60 also gains an M rear boot lip spoiler.
Inside, BMW’s ‘Crafted Clarity Glass’ controls in the centre console are standard, as is ventilation for the front seats and a four-zone automatic air conditioning system.
Volvo V60
At $60,490, before on-road costs, the Volvo V60 Cross Country sits in the middle of three broadly comparable competitors - the Peugeot 508 GT Sportwagon ($65,657), Subaru Outback Touring ($55,990) and Volkswagen’s Passat Alltrack 162TSI Premium ($62,790).
A ‘civilian’ V60 is offered in other markets, in front- and all-wheel drive, powered by a variety of petrol and diesel engines. But the higher riding, all-wheel-drive Cross Country variant is the single choice here.
Hence the alignment with similarly priced ‘soft-roaders’ like the Outback and Passat Alltrack.
The $60K threshold is a pretty significant one, and at that money you have every right to expect a lengthy standard equipment list. And the V60 XC delivers.
Aside from the safety and performance tech covered separately, this five-seat wagon features a head-up display, 9.0-inch central multimedia screen (with touch or voice control), 12-inch driver display, leather-accented trim, four-zone climate control, a heated steering wheel, keyless entry and start, Apple CarPlay, 10-speaker 220W audio (with digital radio), multi-adjustable electric front seats (with two-position memory on both sides) plus heated seats (front and rear).
Then there’s ‘Google built-in’ for four years (Google Assistant, Google Maps, Google Play and more), adaptive cruise control, auto LED headlights, 19-inch five-spoke alloy rims and a power tailgate. A solid package for the money.
Our test example had several options lavished upon it in the shape of a 15-speaker, 1410W Bowers and Wilkins premium audio ($4200), perforated Nappa leather-accented interior trim ($3150), front seat massage function ($1100) and tinted rear windows ($750).
At an as-tested price of $78,690 the V60 starts to rub shoulders with premium players like the Audi A4 Avant 45 TFSI Quattro S Line MHEV ($78,200), but even then the value equation stacks up well.
Under the bonnet
BMW 5 Series
Despite BMW calling it ‘electrified’, the base 520i is only a mild hybrid so most wouldn’t realise unless they were told.
Its turbocharged 2.0-litre four cylinder puts out a modest 153kW and 330Nm, with power and torque sent to the rear wheels via an eight-speed automatic transmission.
BMW claims it’ll knock over the 0-100km/h sprint in 7.5 seconds, a few seconds too slow to blow anyone’s socks off.
The mid-spec eDrive40 has a little more kick to it, its rear-mounted electric motor capable of 250kW/430Nm and able to cut that time to 6.0 seconds.
It’s fitted with an 84kWh battery to draw its power from, the same as the 442kW/820Nm M60 with its all-wheel drive dual-motor setup.
The M-tuned i5 can hit 100km/h in a claimed 3.8 seconds. Bye bye socks, perhaps.
Volvo V60
The V60 is powered by a 2.0-litre, all-alloy, four-cylinder turbo-petrol engine producing 183kW (from 5400-5700rpm) and 350Nm (between 1800-4800rpm).
Drive goes to all four wheels via an eight-speed automatic transmission then a computer controlled Haldex AWD system built around a high-pressure hydraulic pump and multi-plate transfer clutch pack.
The B in the car’s designation stands for ‘Battery Charging System’ because it features a starter/generator unit in place of a conventional starter motor.
The set-up recovers kinetic energy from vehicle braking and stores it in a small 48V battery.
The system is then able to pull power from the generator, assisting the engine with a 10kW/40Nm boost, especially when starting off from rest and under acceleration.
It also helps power the standard stop-start function and deliver relatively modest fuel consumption and emissions reductions.
But the main benefit of this type of ‘mild-hybrid’ arrangement is improved drivability, which we’ll get to in the ‘Driving’ section.
Efficiency
BMW 5 Series
BMW claims the petrol 520i sips 6.7 litres per 100km from its 60-litre fuel tank, though we were unable to independently test any of the claimed figures on the launch day.
The base car has a theoretical range of 896km if it was possible to achieve the claimed fuel consumption figure for the duration of the whole tank - but it isn’t and realistically you could knock about 20-30 per cent off that, depending on how enthusiastically you drive.
In the i5 variants, the same 84kWh battery provides slightly different ranges due to the eDrive40 using 16.56kWh per 100km, and the M60 using 18kWh.
The eDrive40 has a claimed 550km maximum range, while the M60 has a 506km figure thanks to its extra motor and weight.
Volvo V60
Volvo’s official fuel economy number for the combined (ADR 81/02 - urban, extra-urban) cycle is 7.4L/100km, the 2.0-litre turbo-petrol four emitting 168g/km of CO2 in the process.
Over a week of city, suburban, and some freeway running we averaged 10.1L/100km, which is acceptable rather than spectacular for a 1.8-tonne five-seat wagon.
Worth noting the standard stop-start system is one of the best, thanks to the efficiency of the 48-volt starter/generator, its operation is seamless.
Minimum fuel requirement is 95 RON premium unleaded and you’ll need 60 litres of it to fill the tank.
Using the official number, that translates to a range of around 810km, which drops to just under 600km using our real-world figure.
Driving
BMW 5 Series
For some cars, the list of features is what really separates the variants, but that’s not the case for the 5 Series. As is a bit of a BMW tradition, the drivetrains dictate the different trim levels and prices, and there are three fairly distinct flavours of 5 Series.
Starting at ground level, the 520i might at first seem like a bit of boring vanilla. Except it’s actually quite smooth and light vanilla.
There’s not a lot to write about when it comes to its drivetrain, but the lightness of its engine and petrol tank combo when compared to EV batteries and motors is refreshing, and makes for a quite dynamic rear-drive sedan.
Its 153kW and 330Nm is delivered smoothly enough with the mild hybrid assistance doing a little in helping responsiveness, but without intervening in the gearshifts it doesn’t feel particularly keen.
It lacks the ride comfort of the i5’s adaptive suspension, but it’s able to be driven in a spirited manner that belies its size and even, to some extent its 1725kg kerb weight. Chocolate sprinkles on the vanilla, if you like.
It’s not fast, but it feels nimble compared to its electric siblings and can carry a fair bit more speed through corners, after which there’s room to notice its rear-drive characteristics.
It’s especially noticeable after getting out of the 2130kg eDrive40, though the extra power from its 250kW/430Nm motor makes for some more spirited acceleration and a little more excitement when exiting a corner, especially if you’re aiming to double-check if it really is rear-wheel drive. There’s a little more than choc-topped vanilla going on here.
The steering is, like in the 520i, direct and responsive, though in most cases is probably best set to ‘comfort’ rather than ‘sport’ in its settings.
The eDrive40 is rather comfortable and capable when barrelling through twisty backroads, and doesn’t feel out of hand for a five-metre-long sedan. It holds its weight well, and telegraphs when you might be approaching the limit quite sensibly.
When considering that, then, it’s impressive how brutally capable the 2305kg M60 is.
Here, we’re looking at a double-choc fudge with extra choc, and maybe some cookie dough in there for good measure. There’s a lot to like, but boy is it heavy.
It’s 580kg (or exactly half a Peugeot 208 GTi) heavier than the 520i, but it feels quick on its feet and its anti-roll seems to do a lot in terms of dynamics, the limiting factor really seems to be its tyres (which can and will squeal quite quickly to let you know when approaching said limit).
While you’ll need to take caution with how much speed you approach a corner with, you’re not going to lack acceleration on the other side, its all-wheel drive being less ‘fun’ but more efficient at getting you away from the bend than in the rear-drive eDrive40.
That adaptive suspension does also translate to a comfortable ride on relatively rough roads - only particularly bad bumps will reveal how much weight and pressure is being placed on each corner of the big sedan.
Volvo V60
Volvo claims the V60 Cross Country will accelerate from 0-100km/h in 6.9 seconds, and it feels every bit that quick behind the wheel.
This mid-size wagon might weigh in at a fairly chonky 1.8 tonnes, but its engine delivers peak torque (pulling power) all the way from 1800-4800rpm, which means there’s plenty of oomph lurking under your right foot across the mid-range.
Yet that urgency isn’t manic. The drive is civilised and commendably quiet, thanks in part to active noise control cancelling out unwanted frequencies.
Suspension is by double wishbones at the front and multi-links at the rear, the latter featuring a composite transverse leaf spring rather than more commonly used coils.
The result is impressive ride comfort, even over rutted and pock-marked urban roads.
Steering feel is good, the adaptive assistance system seamlessly adjusting the weight from agreeably light at parking speeds to appreciably heavier on the highway. And despite its increased elevation the V60 Cross Country remains balanced and predictable on a twisting b-road.
Braking is by (345mm) vented discs at the front, with (320mm) solid rotors at the rear and stopping power is strong, yet progressive.
The configurable head-up display is a welcome inclusion and an 11.3m turning circle (not to mention a clear reversing camera and 360-degree view) makes parking and similarly tight manoeuvres a stress-free undertaking.
Volvo has thoroughly thought through in-cabin ergonomics. The previously mentioned mix of physical and on-screen controls works well, and the availability of touchscreen or voice control for various functions is a big plus.
Walking through the screens and sub-menus in the central multimedia screen is quick and intuitive.
And even though we didn’t hit the great outdoors in this test, for those who regularly do, the V60 Cross Country’s clearance angles are, approach - 17 degrees, breakover - 18.4 degrees and departure - 22.4 degrees.
Safety
BMW 5 Series
ANCAP hasn’t crash tested the new 5 Series. The last generation was a five-star car and it would be unusual to see that change with additional safety features - even with stricter testing.
The 5 Series comes with BMW Driving Assistant Professional as standard, with active cruise, lane assist and departure warning, front and rear cross traffic alert, collision prevention and intervention systems - in fact BMW says it has about 40 safety systems including an augmented reality dash display.
Its list of airbags includes front and side airbags for driver and passenger including one between the two occupants, as well as curtain airbags front and rear.
Volvo V60
A quick game of automotive word association must surely pair safety with Volvo, and it’s no surprise the V60 Cross Country was awarded a maximum five-star ANCAP rating in 2019.
In the intervening four years ANCAP’s assessment criteria have become stricter, but that doesn’t mean this car has fallen off the pace when it comes to active (crash avoidance) tech.
For a start, its AEB system (with forward collision warning) operates from four to 250km/h, with pedestrian and cyclist detection in play up to 80km/h.
There’s also ‘Intersection Collision and Oncoming Mitigation with Brake Support’, ‘Steering Support’, adaptive cruise control, lane keeping assist, blind-spot warning (with cross-traffic alert), ‘Front and Rear Collision Warning’ (with mitigation support), hill start assist, hill descent control and a reversing camera with 360-degree camera view.
Then, there’s rear cross-traffic alert (with auto brake), ‘Park Assist Pilot’ (for parallel and perpendicular spaces), tyre pressure monitoring, automatic rain-sensing wipers, auto adaptive headlights, ‘Emergency Brake Assist’ and ‘Emergency Brake Light’.
But if an impact is unavoidable there are six airbags on board (driver and front passenger - front and side, plus full-length side curtains).
Missing is the increasingly common front centre bag designed to minimise head clash injuries in a side impact.
There are three top-tether points for child seats/baby capsules across the second row, with ISOFIX anchors on the two outer positions.
An active bonnet increases the distance between it and hard parts underneath to minimise injuries in a pedestrian impact, while multi-collision brake controls the car post-crash to lessen the chance of secondary collisions.
Ownership
BMW 5 Series
BMW has a fairly industry-standard five-year/unlimited kilometre warranty on its new cars, while its electric car batteries are covered by an eight year/160,000km warranty.
For servicing, BMW offers numerous discounted packs and deals based on your preferences and desire to pay upfront.
For the 5 Series, a five-year/80,000km basic service package is $2400, though the i5 will have different needs and lower servicing costs not yet listed by the brand.
Volvo V60
The V60 Cross Country is covered by Volvo’s five year/unlimited km warranty, which is the current industry standard, with eight years roadside assistance as part of the deal.
Recommended service interval is 12 months/15,000km and Volvo offers capped-price servicing over three- or five-year periods.
Three years comes in at $1750 (an average of $583 annually) and five years is set at $3000 ($600 annual average).
Not over the top, but not exactly cheap, either. However, the set price means you can fold maintenance costs into a finance package if you’re purchasing the car that way.