2011 BMW 5-Series
With sporty moves and room for a family, BMW’s midsize 5-Series sports sedan has long been a segment benchmark and a MotorWeek favorite. But the all-new 2011 5-Series is something of a renaissance. While still packing a technology and powertrain wallop, it appears less aggressive and more executive. So let’s see if this really is progress.
Right off the mark, our visual take on the 6th generation 2011 BMW 5-Series is that it reminds us a lot more of the current flagship 7-Series than its direct predecessor. Yes, the twin kidney grille is naturally still there, but the previous 5’s Bangle-ized eyebrows are gone.
On the profile, the look is smoother but the character lines are more defined, all stretched over a 2-inch longer body, with a more telling, 3.2 inch longer wheelbase. The L-shaped LED taillights mimic the 7, while the rest of the toned down rear also looks more business than pleasure.
Top and bottom power are familiar. The 528i dons a three-liter straight six, rated at 240 horsepower, a bump up of 10. The 550i borrows the 7’s 4.4-liter twin-turbo 400 horsepower V8. Our 535i has the new powertrain, BMW’s latest 3-liter that trades two turbos for one twin-scroll unit. Output is unchanged, however, at 300 horsepower and 300 lb-ft of torque.
A proper 6-speed manual is still standard on the six-cylinders, while optional with a six and standard on the V8 is BMW’s new gas saving eight-speed automatic.
Indeed, lots of Efficient Dynamics technologies have found their way into the 2011 5-Series, including regenerative brakes, electric power steering, and engine accessories that only produce engine drag when in use. Later in the year, x-Drive all-wheel drive will become available across the 5-Series lineup.
It didn’t take more than a few minutes at the track, however, to reassure ourselves that this more sedate looking 5 hasn’t dialed back performance one bit. Quick shifting our 535i’s manual delivers 0 to 60 in an impressive, and quite quiet, six seconds flat. The quarter mile mark came up in 14.5 seconds at 98 miles per hour. Both numbers getting close to the 5-Series GT V8 we tested last spring.
Just as laudable was our average 60 to 0 stopping distance of a very short 116 feet. The pedal wasn’t the firmest, but feedback was good, and fade nonexistent, from the all-wheel vented disc brakes.
Still, our handling test would be the big hurdle, an area where the previous 5-Series was a champion. Turn-ins are still quick, even if the electric power steering is a little numb. More curb weight means slightly more body roll, even in stiffer sport mode, but there’ s still little lack of poise, thanks to a new multi-link front suspension. So, when all was said and done, we were very happy.
I didn’t want to like the new 2011 BMW 5-Series. It got bigger, more luxurious, and less like the cars that I’ve always loved. Or so I thought. Sitting behind the wheel, it does feel like a 7-Series, and out on the highway it’s so smooth and quiet. But on back roads when you turn that wheel, well, everything I’ve always loved about a BMW sports sedan is front and center. My conclusion the new 5-Series is a great car.
Inside, the new 5’s interior also takes on the 7’s more luxurious appeal. Our 535i came dressed to really impress with optional wood trim. BMW’s sensible, classy, horizontal architecture now has well-integrated 21st-century touches like adaptive cruise control and a lane departure warning system.
The fourth generation of iDrive appears either on a seven-inch screen recessed atop the now canted center stack, or with optional navigation on a larger 10.2-inch screen.
Rear seat knee room improves very slightly, while comfort is still above par for second-row passengers. 40/60 split-fold functionality is optional, as is a center pass-through.
In Government Fuel Economy Ratings, our manual 535i is rated at a decently frugal 19 miles per gallon city/28 highway. We managed an average of 22.3 miles per gallon on premium gas. On sale now, the 528i starts at $45,425. Our 535i begins at $50,475, and the 550i has a base sticker of $60,575.
With equal parts thrill and finesse, BMW has clearly taken the right path with this thoroughly modern car. Moreover, the 2011 BMW 5-Series remains one slick-shifting, fine-driving, midsize German sports sedan icon.
Specifications
- Engine: 3-Liter Turbo
- Horsepower: 300
- Torque: 300 Lb Feet
- 0-60 MPH: 6.0 Seconds
- 1/4 Mile: 14.5 Seconds @ 98 MPH
- 60-0 MPH: 116 Feet
- EPA: 19 MPG City/ 28 MPG Highway
- Mixed Loop: 22.3 MPG
2025 Volkswagen ID. Buzz
Volkswagen Brings Beetlemania Level Of Excitement To Minivan Segment
The duty of upholding Volkswagen’s heritage has most recently been delegated to small legacy car names like Golf and Jetta. But hold on! A much larger, totally modern take on VW’s classic microbus has just buzzed over the horizon— the all-electric ID. Buzz. It’s been at the top of our minds since we first saw the concept back in 2017. Well, it’s finally here, so let’s get our groove into drive!
This 2025 Volkswagen ID. Buzz has indeed created the most buzz around Volkswagen since the Beetle’s return to the U.S. in the late 1990s. We couldn’t drive it anywhere without drawing a crowd. No wonder, just about everyone has a VW Microbus story to tell, and seeing this reimagined version rolling down the street brings back all those memories.
VW really pulled it off as far as we’re concerned, as it looks great without appearing over the top. All the cues are here: Big VW logo front and center, lots of greenhouse including A-pillar windows and mini sliders for the second-row passengers, D-pillar air vents, and two-tone wheels. And while its appearance may be pure retro, its drivetrain is far from it, as the ID. Buzz is all-electric, and unlike the new Beetle, the Buzz does retain the original Microbus’ rear-drive architecture.
Powering those rear wheels is a 210-kW motor drawing juice from a 91-kWh battery for a range of 234 miles; 200-kW max charging will get you to 80% in about 26 minutes. Buyers can add another small 80-kW motor up front for 4motion all-wheel-drive and an increase of total output from 282 to 335 horsepower with a combined 512 lb-ft of torque. It uses the same battery, but range estimates drop just slightly to 231 miles. But while those numbers are modest, we also found them to be quite conservative, as we observed as many as 287 miles available in our all-wheel-drive tester’s gauge display and were on pace for 273 miles in our driving loop.
One throwback theme that may be a turnoff to some is that it’s quite a step up into the Buzz’s front seats, but there’s certainly a commanding view of the road once you climb in. Second row seating can be either a three-place bench or a pair of captain’s chairs, so there’s generous room for seven or six passengers. The captain’s chairs in our Pro S Plus offer good support and very easy access to the third row.
Lots of flexibility too with the option to simply fold the seats or remove them altogether.
With the sliding side doors and a wide opening rear hatch, there’s plenty of access for loading big sport utility amounts of cargo. Lots of flexibility too with the option to simply fold the seats or remove them altogether, and the ability to create a full-length flat floor with a rear cargo shelf that covers some handy removable storage bins. There’s 18.6 cubic-feet of space behind the third row, 75.5 behind the second, and a max of 145.5. That’s more than a Chevrolet Tahoe. For smaller items, there are lots of cubbies throughout the cabin, along with a standard Buzz Box that can be moved to multiple locations.
With a design that prioritizes retro form and modern function over aero efficiency, the 4motion equipped ID. Buzz earns a Fair efficiency rating, using 42-kWh of electricity per 100 miles, and we weren’t sure what to expect at our Mason Dixon test track.
What we found was great torque off the line and drama free launches to 60 in just 5.3 seconds. It was very stable at speed and power delivery stayed steady most of the way down the track until we reached about 90 mph, when it began to taper off just before we finished the quarter-mile in 14.0 seconds flat at 97 mph.
With 1,200-lbs. of battery weight nestled in its 127.5-inch wheelbase, the Buzz felt planted to the pavement through our handling course. There was quite a bit of body roll to deal with, but surprisingly little understeer. In panic braking runs, pedal response was inconsistent, feeling soft at times, pushing back hard at others; but through it all, results were quite good, stopping from 60 in an average of just 108 feet.
Three interior themes are available, this Dune is the brightest, featuring coastal inspired wood optic dash décor, “gray and clay” leatherette surfaces, and a high-mounted central 12.9-inch touchscreen. Pricing starts with a rear-wheel-drive Pro S at $61,545; this Pro S Plus begins at $65,045, add another $4,500 for 4motion, which brings a few extra features along with all-wheel drive.
Retro design with old-school VW charm, modern EV drivetrain, big SUV capacity merged with minivan flexibility; it all comes together in this 2025 Volkswagen ID. Buzz. It’s easily one of the coolest rides of the year and one that will likely keep Volkswagen dealers buzzing for years to come, and that’s something no other people and things mover can say.
Specifications
As Tested
- Motor Setup: Dual-Motor AWD
- Battery Size: 91-kWh
- Horsepower: 335
- Torque: 512 lb-ft
- EPA Range: 231 miles
- 0-60 mph: 5.3 seconds
- 1/4 Mile: 14.0 seconds at 97 mph
- Braking, 60-0: 108 feet
- MW Test Loop: ~ 273 miles