It's as predictable in Germany as elaborately engineered eyeglasses. Any time we have a conversation with a German car-company engineer, marketer or toilet-bowl cleaner, we get The Speech. It begins something like this: Why do Americans not understand the superiority of diesel technology? And then the heavy-duty diesel evangelism begins.
Mind you, we do not necessarily disagree with the value of the modern diesel engine. But we don't want to be traitors to our own people. So we throw out the fact that the tax structure in America does not favor diesel fuel in the way that Europe's tax structure does. We usually follow this up with a brief mention of the popularity of leasing in the U.S. luxury-car market and the way this makes the longevity of diesel engines a moot point for most new-car shoppers. Before our questioner can digest this, we usually segue into a worn-out joke about Oldsmobile diesels or truck stops (depending on the crowd). Then we beeline for the Apfelstrudel at the buffet table.
It's far easier on everyone involved, and considerably more persuasive, if the company in question simply hands us the key to an excellent diesel-powered automobile as BMW did recently in Lisbon, Portugal, with its new oil-burning 2011 BMW 530d.
Sticking Points
You should know that BMW has not committed itself to bringing a diesel-powered version of the new F10 generation of the 5 Series sedan to the United States. BMW reps insist that they are not being coy in saying that a diesel-powered 5 Series is not in the immediate product plan. "It's definitely not happening for 2011 and almost certainly not for 2012," was the most definitive statement we heard on the subject. Officially, the American-market 5 Series will be offered for now with a choice of three gas engines — two inline-6s and one V8. Later, BMW will offer a small nuclear power plant disguised as a twin-turbo V8 under the hood of the upcoming M5, as well as a mild-hybrid powertrain for another version of its middle-class sedan.
One other caveat: If and when BMW brings a diesel motor to the U.S. under the wavy hood of the new 5 Series, it might not be the one we sampled in our recent drive of the 2011 BMW 530d. In Europe, BMW offers three turbocharged diesel engines for the 5 Series. You have your choice of a frugal turbocharged inline-4 in the 520d, a base-level turbocharged inline-6 in the 525d and the higher-power version of the same turbocharged inline-6 in the 530d. To further complicate matters for the diesel-averse, the twin-turbo inline-6 diesel that BMW currently sells in the U.S. for the 335d and X5 diesel isn't like any of these Euro diesels, as it's meant to be the most powerful six-cylinder oil-burner currently on the market.
It's the kind of thing that happens when you underestimate what 398 lb-ft of peak torque will do.
Are you still with us? Then you must be one of the chosen few diesel-friendly Americans we keep hearing about. If and when BMW starts importing a diesel-powered 5 Series, it would feature one of the top two engines, the single-turbo inline-6 or the twin-turbo inline-6. As BMW sees it, there's little to be gained from bringing in a fuel-economy special to a market that doesn't care enough about fuel economy to make big sacrifices in performance.
We have to say that we've been mighty impressed with the 265-horsepower 2009 BMW 335d, which gets to 60 mph from a standstill in 5.9 seconds (5.6 seconds with 1 foot of rollout like on a drag strip) and returns 29.6 mpg in our usual enthusiastic driving. Even so, BMW has had to put a $4,500 incentive (called an "Eco Credit") on this high-performance 335d diesel to move the car from dealer showrooms. (Perhaps the $51,000 as-tested price of the 335d that we tested has something to do with this, you think?) So BMW's trepidation about bringing a 5 Series diesel to the U.S. market is understandable.
Diesel vs. Gas
We're here to tell you that we could be more than happy rolling in the U.S. with this 2011 BMW 530d, even with its single-turbo inline-6 that develops 245 hp at 4,000 rpm. Even in the bigger, weightier 5 Series, this 3.0-liter common-rail diesel will grunt out a run to 60 mph in about 6.2 seconds, according to BMW. And it'll power all the way up to 155 mph, where the electronic speed limiter calls an end to the enthusiasm.
This performance puts the 530d only a half second behind the 535i with its 300-hp turbocharged direct-injected inline-6 gas engine. In any case, it's not too shabby for a sedan that weighs roughly 4,100 pounds. It's quicker than a Cadillac CTS, for example.
And while BMW doesn't have EPA fuel-economy figures for any of the 5 Series models as yet — and certainly not for European models like the 530d — the BMW 335d registers a 27 percent improvement in fuel-efficiency compared to the 335i, so we think it's fair to assume a 535d would achieve a similar improvement over the 535i.
For those keeping score at home, this is an improvement in fuel-efficiency of roughly 27 percent accompanied by acceleration to 60 mph that's slower by roughly 8 percent — a pretty darn good trade-off. In comparison, the mild hybrid version of the BMW 7 Series is 15 percent more fuel-efficient than the standard 7 Series.
Shove
The 2011 BMW 5 Series diesel is pretty good in the real world, too. As we were cruising in traffic along the coast near Lisbon, we found ourselves stuck in the shadow of a plumber's van. We peek into the oncoming lane, see our opening and floor the 530d with its eight-speed automatic at about 40 mph. At this point our co-driver, who had been delivering a lengthy sermon on the preparation of cooked lamb, goes momentarily silent as we ride a wave of torque past the van — way past the van.
It was one of those passes where you suddenly find yourself tens of car lengths ahead of the passed vehicle without really intending to and think, "Oh, I suppose I could get back over to the right any time now." Our co-driver said, "That's some shove!"
Indeed. It's the kind of thing that happens when you underestimate what 398 pound-feet of peak torque between 1,750 rpm and 3,000 rpm will do. For the record this represents 98 lb-ft of torque more than the turbocharged gas engine in the 535i. In addition, the eight-speed transmission that the 2011 5 Series inherits from the new 2010 BMW 5 Series GT hatchback thingy is shockingly alert and responsive.
Dieseling
The diesel evangelists will tell you that a modern, high-tech passenger-car diesel engine has none of the downsides of its rattling forbears (it's that high-compression thing). Strictly speaking, this is not true. It does not take an expert ear to identify the freshly started 5 Series diesel from its equivalent with a gas engine. But it's fair to say that the customary diesel racket has been quelled by, oh, let's say 90 percent. A big rig it most certainly is not.
Other than its engine and a taller, more fuel-efficient final-drive ratio, this 2011 BMW 530d differed not at all from the 2011 BMW 535i that we drove on the same route. It rides on the same suspension and wears the same performance-type summer tires when you order the Sport package. It has the same elegantly spare interior. It carries the same toned-down styling that now visually telegraphs the fact that the 5 Series is the middle-size sausage between the 7 Series and the 3 Series versions of the same styling sausage. It's just like the 2011 BMW 535i in almost every respect.
Intergalactic Steering
The diesels on hand in Portugal, though, were notably different from the gas-powered version in one important way. Unlike the 535i, the 2011 BMW 530d Euro diesel does not come equipped with the Integral Active Steering system that'll be an option on the U.S.-bound 5 Series. When our jet-lagged brain heard a BMW official say the name of this technology, we were sure he said "Intergalactic Steering." Sadly, it's not quite that advanced.
As we've experienced with the 7 Series, Integral Active Steering steers the rear wheels opposite to the direction of the fronts at low speed (as much as 2.5 degrees up to 37 mph) for more steering action and response (virtually shortening the effective length of the car), then steers the rear wheels in the same direction as the fronts at higher speeds for more stability (virtually lengthening the car). It's a well-executed example of an idea that's been floating around the car industry for 20 years, anyway.
You will not notice the transitions between modes, although you might notice that the car's feedback is slightly unfamiliar, almost strange. BMW says that with more time in the car, the peculiar cause-and-effect feedback of the Integral Active Steering becomes second nature. We're game to test this theory and would gladly drive a 2011 BMW 550i with its 402-hp V8 for as long as it takes to become accustomed to it, perhaps 100,000 miles or so. (Maybe more, but only in the interest of science, you understand.)
Nevertheless, this 530d's dynamics felt more natural to us without intergalactic steering. The basic chassis setup doesn't need any real help. Lest you think we're Luddites, we'll note the electric-assist steering that comes on all 5 Series is spot-on in terms of feel — not often the case with electric assist units. Suffice it to say you won't be disappointed if you opt not to pay for the fancy four-wheel steering.
But It's a Diesel
So color us impressed by the 2011 BMW 530d. Much of this is due to the basic goodness of the parts of the 5 Series that are not the engine. But part of it is the thrust of this diesel, its absence of the vices that have historically been associated with diesel, and the promise of fuel-efficiency that surpasses a gas-electric hybrid.
So save us the speech. We get it.
But there's the little matter of the fluctuating price of diesel compared to gasoline, which is, by world standards, pretty cheap stuff in the States anyway. Then there's the increased cost of entry for diesel technology (particularly with the addition of urea-injection exhaust treatment systems required to meet U.S. emissions standards).
And do you know what the difference is between an Oldsmobile diesel engine, a hand grenade and dysentery? Oh, you've probably heard that one before.
Edmunds attended a manufacturer-sponsored event, to which selected members of the press were invited, to facilitate this report.
Add A Comment »
marcjs says:
05:16 PM, 10/09/2011
Really wish that the 3 series wasn't the only option diesel here. Find myself looking at the E320 b/c I want diesel in a midsized sedan and a 535d would be perfect.
edillon says:
06:43 PM, 08/11/2011
My husband lives in Paris and bought a BMW 520D. I live in New York and want to import the car here. Is it legal to bring this car to the USA? Does it meet the emissions standards and all other requirements?
Thanks,
E
compressor says:
06:42 PM, 02/16/2010
Deadviper - read closely what I originally posted, then look the equation for power.
In US terms its HP= (torque*rpm)/5252. As you can see, at a given rpm (or fixed rpm), higher torque provides more power.
Most diesels have flatter torque curves and generally high peak torque values over a greater range (and by peak I mean full throttle, full load - part throttle/load is a another topic), the "area under the curve" if you will is greater. The ability for this engine to perform work over this range is therefore greater. Only if you keep a gasoline engine in its powerband, will performance be greater. As this "powerband" is smaller, its harder to do in day to day driving.
Obviously this is all measured at the crank and gear ratios need to be assumed identical.
Your comments on airflow - well they don't matter for measured (calculated) horsepower. In the ICE design phase, but not in measuring horsepower.
The "distance" in the force measurement is not simulated though different gear ratios. The gear ratio of each gear provide a mechanical advantage and changes the output torque to the road.
kfalch says:
04:48 PM, 02/16/2010
sorry about the typos, it's two in the morning here in Norway, so I'm a little tired.
kfalch says:
04:46 PM, 02/16/2010
I really feel sorry for you guys on the otherside of the pond, because of the lack of diesels overthere. Diesels may not offer high rpm's og blisstering throttle response, but they deliver so much more where it matters, that being realworld driving.
Everybody I've ever met who hasen't driven a diesel talks crap about them right up to the moment they drive one. In the realworld where you use torque all the time, a gas engine can even compare, really, I'm serious. A diesel engine feels strong right of the line, they produce lots of torque download, where gas engines are just plain weak.
When I tok my driverslisence I drove a 2002 Citroeen C5 2,2HDi 110HP, at this time I admit I didn't have that much car experiance, just my Dad's 2000 BMW 520i (150HP). So I drove this Citroeen for a couple of months without thinking too much about power and touque. Towards the end of my driving education it neared springtime, and my original driving teacher started up motorcycle lessons, so I got a new teacher and a different car. The new car was also a 2002 Citroeen C5, but this one with a gas engine, it has 1,8L with the same 110HP. After the first 20 yards I felt a BIG differance between these powerplants! The gas model was so much slower in realworld driving, and compared to the HDi it had NO torque at all. And remeber these two engines had identical horsepower. I was really amazed how much weaker the gas engine felt. I don't remeber how much smoother the gas engine was, I'm sure it was though, but since I don't remember that, it counldn't have been a big differance.
After this my 5 next cars had gas engines one Daihatsu (87 Charade 1,0L aut.), two Toyotas 87 Camry 2,0 aut. and 89 Camry 2,5 V6 man.) and two BMW's (91 520i man and 99 523i aut.), but my sixth car was i diesel a brand new (in 2008) Peugeot 1,6HDi 90HP. So you might think beeing my tre previous cars having silky smooth six-cylinder engines (especially the BMW's) it would be impossible to buy a tiny four cylinder diesel right? Well, no, actuall what impressed me the most was the smoothness if this dieselplant and how silent it was. Was it under powered then? No, well 90HP isn't much, but it's the torque that mattes, 160ft-Lbs of it to be exact. That's as much as GM gets out of their current 2,4L 170HP powertrain. Sure it was no sportscar, but in speeds up to 70MPH it was plentiful. Honelsty, in everyday driving I would say it felt about 90% as capable as my BMW 523i (170HP).
In the last couple of years I've driven dusins of new cars, it's kind of a hobby of mine. I've driven anything from BMW M5's to Peugeot 107's, diesels, gas engines and hybrids, you name it. From my experiance I can easily say that diesel give you much more bang for you horsepower. The one experiance I remeber the best was when I testdrove the Audi A5 3,0Tdi Quattro Man in the spring of 2008, Audi let me have the car a whole day, tuesday to wednesday. The single thing I remeber the most is the torque of this engine, the passing power was just appalling. Like the review in this article of the BMW 530d, I found my self passing long after I actually passed the car I was passing. It didn't matter which gear I was in, this car pulled away as if a truck had rearended me. The soundtrack was also quite amazing, it had a typical V6-diesel grunt, just rough sounding enough to be masculine and with the turbine sound of a jet at takeoff from the twin turbos. This engine only had 240HP, so this made the experiance so much more surprising, because the torque just blew me away, a massive 396ft-Lbs! 0-60 was done in 5,7seconds, but it felt even faster.
This day I did everything but drive economically, I really trashed it of freeways and mountains backroads, and spent the rest of time in deadlock traffic, but at the end it delivered a impressive 34MPG's. (US-MPG's)
As "seppoboy" said, I'm not sure either if I could ever go back to a gas engined car, because a diesel truly gives you alot more bang for your horsepower.
deadviper says:
04:29 PM, 02/16/2010
WRONG mr compressor.
HP = Work/Time and W = Force x Distance, making HP = (Force x Distance)/Time. Force is measured as lb x ft and the distance in a mechanical system is simulated through differing gear ratios. A peak hp number does not at all tell us anything about how the engine will perform uunder the curve (especially a peak HP number from a manufacturer, since those will be coming from an engine dyno, not from the wheels) and a peak torque rating does not at all tell us how much power we get to use anywhere outside of the peak HP rating AT that peak Torque rating, AT that RPM.
HP is a function of airflow and RPM. As RPM rises, airflow naturally rises, and HP should rise with it, so most any dyno graph for any reciprocating engine, diesel or no, will resemble a 'ramp' for the HP with a positive slope. Low RPM = Relativly low HP and High RPM = High to peak HP and thats how it goes for most any engine availible today.
Velocity and acceleration for a car is a function of time, so power, being a function of time also, is what will define mow much of those two you will get. A peak torque rating doesn't give you 'more power' at lower engine speeds and will not 'make the car much much faster' for daily driving.
compressor says:
07:30 AM, 02/16/2010
majin_ssj_eric,
You need to familiarize yourself with torque and powers mathematical relationship to it. Its true that a certain gasoline engine may have more peak HP, but that doesn't make a diesel engine HP-anemic. Higher torque figures at a given rpm result in higher HP. So, a diesel engine will usually have more HP through its torque swell. Depending on what you want a car for, a diesel engine can be much, much faster in day-to-day driving. In the case of BMW's engines, it only falters in ultimate performance (full throttle, high rpm) and perhaps a small handling penalty due to increase weight. So, this engine may actually be better performing to most buyers, with the upside of being more efficient too.
blueguydotcom says:
09:48 PM, 02/15/2010
Ah, but the 335i will be lucky to run to 50k miles with the same fuel pump. Heck 25k miles might get one a prize...
leftoflane says:
05:45 PM, 02/15/2010
"And do you know what the difference is between an Oldsmobile diesel engine, a hand grenade and dysentery? Oh, you've probably heard that one before."
Actually, no I haven't, but can I take a guess?
A: Two of these things blow crap everywhere, the other's a hand grenade.
majin_ssj_eric says:
05:43 PM, 02/15/2010
I laughed at the "diesel evangelism" line. Its so true and I can't stand those people. Diesel is only better than gas at one thing: fuel economy. In every other respect its inferior to a good gasoline engine. Look at the 335d for example. All that torque that the diesel-heads can't get enough of and its still much slower than a 335i (and the variance is well above 8% stretched out over the 1/4 mile). Torque is good for one thing and thats getting off the line. After that you need hp and diesels are just hp-anemic.
Now if you are only interested in fuel economy, diesel is definitely the way to go. A diesel is about a million times better and more useful than an idiotic hybrid which is slower and less fuel efficient or a retarded EV motor which is just useless period....