A new 4-cylinder engine has booted BMW's naturally aspirated straight-six from the powertrain roster -- and it's caused a bit of an uproar in the community.
For years, BMW used a straight-6 engine to power most of its models. BMW is known for straight-6s that sounded fantastic, loved to rev and were celebrated the world over by fans and authorities alike. It's a fantastic engine.
But thanks to constant cries for more power and better fuel mileage, the naturally aspirated variant of that old 3.0L inline-6 has been evicted from engine compartments in virtually all BMW models. It's a big deal. Imagine Dodge getting rid of the HEMI. Same idea.
The N20
Now, BMW's new "N20" engine has almost totally replaced the straight-6. A turbocharged 2.0L 4-cylinder, the N20 cranks out 241 hp and 258 lb-ft of torque. That's more output, created using less fuel. Win-win, if you will.
The N20 has even found its way into the 528i for 2012. Admittedly, it looks a touch lonely all by itself under the hood, but it's what's on the inside that counts.
Efficient Dynamics
The N20 is packed with an array of advanced features that aim to deliver on BMW's Efficient Dynamics mantra.
Examples?
On-demand, electrically driven oil and water pumps. By powering these components with voltage rather than engine power, more output makes its way to the road, and less fuel is burned.
And since the water pump only starts circulating coolant once the engine gets warm, the 528i heats up more quickly when it's cold outside. That's easy to appreciate, if you like being warm.
The alternator is also on-demand. Using a clutch to control engagement, it only spins when drivers coast or brake--not while they accelerate. Less fuel is burned needlessly spinning the device, and more horsepower is available during acceleration, too.
This 'brake-energy regeneration' ideology effectively uses momentum to recharge the battery that would otherwise be wasted.
Variable valve timing and direct injection further optimize on-demand performance and fuel mileage. In effect, the N20 intends to give drivers plenty of power when needed while slashing fuel use when it's not.
There's even an auto-stop function that shuts the engine off at traffic lights, like a hybrid, though the system's action is suspended when it's cold outside.
N20 in Action
The driving experience is still pure BMW -- mostly. As turbo engines tend to be, this one sounds a little dull and boring. It can't hold a candle to the high-RPM wail of the old straight-6.
But performance is all there. The N20 hustled the xDrive equipped tester along in something of a hurry, and it's smooth and potent from just off of idle to redline. Torsos press, with some level of authority, into seatbacks when drivers jam on it.
ECO PRO
Best of all, the N20 generates enough low-end torque to ease the 528i along at very low revs during casual driving. That's key to maximizing the functionality of the 528i's ECO PRO drive mode, which encourages exploration of the model's economical side.
ECO PRO offers tips to help maximize your mileage and even shows how much range you've 'added' to your current tank of fuel by following its instructions. And you don't have to drive like a total cardigan-enthusiast to use ECO PRO, either.
A Gentle Cruiser
Using ECO PRO mode, one mustn't fantasize about full-throttle acceleration, burnouts, and ripping through gears like Christmas morning wrapping paper. Sitting back and enjoying the drive is, conversely, key.
The 528i makes said relaxation easy, though. Noise levels, comfort and ride quality are all world-class here -- and the tester cruised and cornered with that trademark locked-down, heavy and solid 5-Series feel. This is a machine that offers up a beautiful driving experience in any situation and on any road, driven hard or not.
Traction on icy surfaces was excellent, and even on Sudbury Ontario's poorly maintained, pothole-ridden roads, the ride stayed composed.
Further enjoyment on my test-drive came from a positively magnificent stereo system, sumptuously trimmed cabin, fantastic xenon lighting system and conversation-starting styling, inside and out.
Gripes?
Several passengers and I did notice that for the size of the 528i, it feels a little tight inside. And the iDrive controller still has a learning curve to it.
Additionally, since the tester had only done a handful of kilometers before winding up in my grubby mitts, the engine hadn't completed break-in and started achieving fantastic mileage just yet.
My test average landed at 11L/100km, with highway consumption at a good clip over hilly terrain dropping to about 9. The latter figure bordered on impressive by my standards, but owners can expect that number to improve as the engine breaks in.
End of the day, shoppers after a world-class sedan packed with world-class styling and technology employed for maximum efficiency will likely be impressed. The nicely loaded tester came in around 70 grand.
For years, BMW used a straight-6 engine to power most of its models. BMW is known for straight-6s that sounded fantastic, loved to rev and were celebrated the world over by fans and authorities alike. It's a fantastic engine.
But thanks to constant cries for more power and better fuel mileage, the naturally aspirated variant of that old 3.0L inline-6 has been evicted from engine compartments in virtually all BMW models. It's a big deal. Imagine Dodge getting rid of the HEMI. Same idea.
The N20
Now, BMW's new "N20" engine has almost totally replaced the straight-6. A turbocharged 2.0L 4-cylinder, the N20 cranks out 241 hp and 258 lb-ft of torque. That's more output, created using less fuel. Win-win, if you will.
The N20 has even found its way into the 528i for 2012. Admittedly, it looks a touch lonely all by itself under the hood, but it's what's on the inside that counts.
Efficient Dynamics
The N20 is packed with an array of advanced features that aim to deliver on BMW's Efficient Dynamics mantra.
Examples?
On-demand, electrically driven oil and water pumps. By powering these components with voltage rather than engine power, more output makes its way to the road, and less fuel is burned.
And since the water pump only starts circulating coolant once the engine gets warm, the 528i heats up more quickly when it's cold outside. That's easy to appreciate, if you like being warm.
The alternator is also on-demand. Using a clutch to control engagement, it only spins when drivers coast or brake--not while they accelerate. Less fuel is burned needlessly spinning the device, and more horsepower is available during acceleration, too.
This 'brake-energy regeneration' ideology effectively uses momentum to recharge the battery that would otherwise be wasted.
Variable valve timing and direct injection further optimize on-demand performance and fuel mileage. In effect, the N20 intends to give drivers plenty of power when needed while slashing fuel use when it's not.
There's even an auto-stop function that shuts the engine off at traffic lights, like a hybrid, though the system's action is suspended when it's cold outside.
N20 in Action
The driving experience is still pure BMW -- mostly. As turbo engines tend to be, this one sounds a little dull and boring. It can't hold a candle to the high-RPM wail of the old straight-6.
But performance is all there. The N20 hustled the xDrive equipped tester along in something of a hurry, and it's smooth and potent from just off of idle to redline. Torsos press, with some level of authority, into seatbacks when drivers jam on it.
ECO PRO
Best of all, the N20 generates enough low-end torque to ease the 528i along at very low revs during casual driving. That's key to maximizing the functionality of the 528i's ECO PRO drive mode, which encourages exploration of the model's economical side.
ECO PRO offers tips to help maximize your mileage and even shows how much range you've 'added' to your current tank of fuel by following its instructions. And you don't have to drive like a total cardigan-enthusiast to use ECO PRO, either.
A Gentle Cruiser
Using ECO PRO mode, one mustn't fantasize about full-throttle acceleration, burnouts, and ripping through gears like Christmas morning wrapping paper. Sitting back and enjoying the drive is, conversely, key.
The 528i makes said relaxation easy, though. Noise levels, comfort and ride quality are all world-class here -- and the tester cruised and cornered with that trademark locked-down, heavy and solid 5-Series feel. This is a machine that offers up a beautiful driving experience in any situation and on any road, driven hard or not.
Traction on icy surfaces was excellent, and even on Sudbury Ontario's poorly maintained, pothole-ridden roads, the ride stayed composed.
Further enjoyment on my test-drive came from a positively magnificent stereo system, sumptuously trimmed cabin, fantastic xenon lighting system and conversation-starting styling, inside and out.
Gripes?
Several passengers and I did notice that for the size of the 528i, it feels a little tight inside. And the iDrive controller still has a learning curve to it.
Additionally, since the tester had only done a handful of kilometers before winding up in my grubby mitts, the engine hadn't completed break-in and started achieving fantastic mileage just yet.
My test average landed at 11L/100km, with highway consumption at a good clip over hilly terrain dropping to about 9. The latter figure bordered on impressive by my standards, but owners can expect that number to improve as the engine breaks in.
End of the day, shoppers after a world-class sedan packed with world-class styling and technology employed for maximum efficiency will likely be impressed. The nicely loaded tester came in around 70 grand.
Road Tests and Reviews
Experts
Consumers
2012 BMW 5 Series
Review Highlights
Article Gallery