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    LONGTERMERS #BMW-F10 / #BMW-520d-SE / #BMW-520d / #BMW-520d-F10 / #BMW / #BMW-5-Series / #BMW-5-Series-F10
    CAR: BMW-F10 / BMW-520d SE /
    YEAR: #2016
    TOTAL MILEAGE: 20,149
    MPG THIS MONTH: 39.2
    TOTAL COST: nil

    Fate has played a hand in my story this month. The other day I was ruefully thinking how it was going to be yet another ‘quiet month’ for OU16, and then a rock came sailing over a fence, hit my car, and all that changed. My daughter attends an afterschool club and it was while I was collecting her from there that the trouble started. The car park is next to a sports field, but separated from it buy a high, solid fence.
    Evidently, what had happened was that one of the ‘sportsmen’ on the other side had found the lump of stone in the grass and thought the simplest thing to do was to lob it over the fence.

    The trouble was, of course, that they’d obviously not thought about what or who might be on the other side – or, worse still, didn’t care. I was sitting in the car as my wife and daughter approached, and was about to start the engine when, ’crack!’, the stone landed out of the blue, literally.

    The loudness of the impact certainly gave me a shock; it was like close-proximity gunfire. My first thought was for my wife and daughter so I jumped out of the car to check on them but, thankfully, they were both fi ne. Initially a little confused, I then spotted the rock on the ground and the damaged windscreen.
    Now, as much as I like my car, it is insured and repairable. What a different story it would have been had the rock hit a person. As I write this, Autoglass is booked in to visit and, for a 75 quid excess, will fit a new windscreen.
    Needless to say, ‘nobody saw nuffink, guvna’ when I went round into the sports field to investigate. Even though I could tell by the body language of some of the youths that they knew full well what had happened, nobody was prepared to own up and take responsibility.

    I’ve had no luck taking the matter further, with the authorities responsible for booking the playing field, the police or my local MP. I’m still waiting to hear from the latter but, to be honest, I’m not holding my breath. In many ways, I think I’d rather that it had stayed a quiet month, after all.

    Thrown ‘blind’ from a nearby sports field, this rock could have done some serious damage. ‘Luckily’ it hit my front screen rather than a person. Autoglass is coming to the rescue.
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    F10 520d SE

    I knew I was going too fast as the nose of the M4 approached the apex. I was going to run out of track. In a heartbeat, cutting the corner a little more seemed the sensible thing to do. Severe of kerb and blind on the approach, I’ve driven this track enough to know what lay beyond, but even so in that moment I wasn’t sure quite how much road I would have left if this went wrong.

    In the next breath, I knew I’d misjudged it. The front rode the kerb well enough without displacing the chassis more than expected, but then a thousandth of a second later, the rear hit the kerb right at its most extreme and rather than enjoying that balanced feel of front and rear in unison, just on the edge and peeking over the point of no return, it all started to unravel with the rear of the car rotating into the air, the force through the steering wheel increasing, the windscreen full of trees and not the corner which I’d just been looking at, and with said bend now coming at us through the passenger window…

    Those of a certain age and a gaming inclination will recall the earliest days of the driving sim, and those halcyon days of the mid-‘90s, by when the earliest games (impressive but hampered by the limitations of the hardware) had evolved into something more realistic with the dawn of the modern console era, are the starting point of the evolutionary process which has brought us to where we are today.

    The likes of TOCA Touring Cars and Colin McRae Rally, plus of course Gran Turismo and later, the Microsoft Forza series laid the ingredients for the successful formula, and today’s iterations are something to behold. Virtual Reality is the latest thing in gaming. But if you’re like me, you’ll feel that sitting in a room wearing a headset and headphones which isolate you from the surrounding environment (not to mention looking like a dork) is a tad anti-social. I like to be aware of what’s around me, hence I stick to the 32-inch monitor. But games tell you they offer a realistic interpretation of the art of driving so is there any truth in that, or is it a load of tyre smoke and mirrors?

    The first thing to understand, whilst I’m hacking around the Nordschleife in my virtual BMW M4 (that wasn’t an actual #BMW-M4-Coupe-F82 I was referring to at the start, do you think #BMW had taken leave of its senses!?), is I’m not sat in one of these gaming rigs which wouldn’t look out of place in McLaren F1’s R&D studio. Some people do spend thousands on these setups, but for that kind of cash I’d rather buy an actual car and do some track days. But at the same time, I’m not sat there on a cardboard box twirling a plastic plate, so some cash has been spent beyond the presence of a sturdy, reclining office leather chair…

    We have a force feedback base by Thrustmaster, a TX to be precise at about 200 quid, to which is attached a 22-inch TM racing rim. Leather covered and equipped with tactile metal paddles and a solid metal centre, this adds weight and realism through avoiding feeling too plasticky or ‘light’ in your hands. And another 100 quid. Next, my feet drop onto the cool metal plate of my inverted #T3PAPRO pedals, offering up full threepedal heel-n-toe control and a socalled canonical brake pedal mod, which allows proper resistance to be felt underfoot and hence, the judging of braking effort up to the point of lockup. Thrustmaster will relieve you of £150 for those.

    The last item of what I consider the essential equipment without resorting to one of those rigs (and discounting the obvious requirement for a decent television or monitor, in my case a 32- inch HD 1080p LG bought used off eBay for 50 notes) is the TH8A shifter, again by Thrustmaster, and again fostering realism through allowing full manual gear changes when combined with the aforementioned pedal set.

    Seven-speed capable, cool to the touch at least at the start of a gaming session and with an exposed gate, it’s a beautifully tactile addition and really sets the rest of the kit off a treat. And another 120 quid or so.

    The total cost is somewhere around £570, to which we need to add around 50 quid for a decent set of headphones. With other sundries, we’re at 600 quid before factoring in the cost of the actual console. Xbox One bought new upon release, we’re at nearly a grand for the whole lot. Barmy, but still less than the £3.5k and up for one of those rigs. So, in short, it’d better be worth it…

    Back to the Hohe Acht turn-in around the latter half of the ‘Ring (on a rise, blind entry, falling camber on the exit, the fella who drew this place had a really sick sense of humour). I’d gone in far too fast, clipped the kerbs and immediately sent the inside rear into the air… Travelling too quickly on increasing opposite lock and with the outside wheel scrubbing the surface, lifting off now would spell disaster. Split-second analysis of the decision (hindsight is a wonderful thing) resulted in a little more power being deployed, and in a nanosecond we’re broadside on the track as the inside rear regains its useless purchase on the Tarmac. And Wippermann is now looming in the side windows. Hmm…

    At least it’s a right-hander, just about. As was the last corner, so we’re heading in vaguely the right direction. What to do? Drop anchor and hope enough speed is lost before the passenger side smashes into the Armco, or try to drive out of it? How to even try to drive out of it? Figuring that if this goes pear-shaped all I’ll lose is my pride and I won’t actually die, I work the situation. Modulating the power (coughs and crackles audible from the exhaust) but fighting the steering all the time, I twirl the wheel with such force my bottle of (thankfully, unopened) Dr Pepper falls off the table whilst I whoop far too loudly. The outside kerb of Wippermann is almost upon us but a combination of lost speed, reduced torque and a shallower steering angle scamper us around in a manner which almost implies pre-planning. My heart-rate says different. My wife looks up briefly from what she’s doing, shakes her head in amusement at my “THIS IS AWESOME” exclamation and returns to her task.

    The M4, with not a mark anywhere on it, continues on its way up the road. The next lap (still with the tyre marks showing on the surface through Hohe Acht – a nice touch) is a good deal less eventful and by the end of the second lap, the tyres are shot and we need fuel too. But my mind tells me that was epic and a very realistic modelling of an M4’s behaviour in extremis.

    But all this is supposition unless one has some actual real-world experience of the Nordschleife, not to mention your chosen wheels. So what are my credentials? An E46 320d which was collected new as a company car in Brussels years ago, and handed back two years later with 100km on the clock and decidedly second hand, gave me a few tastes of life around the ‘Ring. White-knuckled runs (bearing in mind company cars weren’t allowed to do such things if one listened to HR) and some interesting tussles with a muppet in an Opel Manta convinced me to get out whilst the going was good. So after four or five visits over a 12 month period, never once visiting the Armco, witnessing the increasing madness of some people and stringing together a circa ten-minute lap (in an E46 #BMW-320d-E46 , don’t forget) I declared the place ticked off my bucket list and haven’t been back since.

    Not physically anyway. But the number of virtual miles I’ve completed around that track would likely run into thousands, and it’s now gotten to the point that I can replay a lap in my head, every corner entry point, clipping point and track position on the exit logged in my brain on a virtual, rotating 3D image of the place. Whether that ever translates into a decent actual lap, I’m not sure I want to try and find out.

    And the M4? Well okay there’s some artistic licence at play here because I’ve not actually driven an #BMW-M4 as yet (and if anybody from BMW is reading this, I’d be more than happy to remedy the situation, and we don’t even have to go to the Nordschleife either). But time spent in an F80 M3 last year represents the next best thing, and whilst the ‘Ring wasn’t the stage for that experience, the noise, the feel and response and the gusto in evidence during the miles I drove the car on the public roads have stuck in my mind.

    I can therefore declare that Assetto Corsa, the game in question, is very realistic. Sound-wise, the game is spot on. Oh I know the M3 and M4 pairing have received a load of stick in the press for not sounding as good as the E90 generation, but that’s like criticising the Euro Fighter for not sounding quite as evil as the Vulcan bomber. Doesn’t mean it’s any less capable of ruining your day should the need arise.

    So the virtual M4 sounds pretty good, at least in terms of matching the real version. The creators have even successfully managed to model the interior, although as usual the lack of a HUD frustrates (other cars in the game get one). As for the handling, the one thing the game doesn’t model is weather beyond a little mist or fog, so the M4’s supposed spiky handling on the limit in damp conditions can’t be explored (a pity, one may have been able to learn to a certain extent, and in controlled conditions, how to drive around it).

    We can still comment on the dry handling though. So get the chassis loaded-up in a turn, now adjust the balance with a little more throttle, feel the rear start to slip. No need for corrective lock, at this point the rear is turning the car with the fronts pointing at zero degrees. Hold this attitude for as long as the corner lasts and the M4 arcs around gracefully; a mournful wail from the tyres filling your world. Allow some more power and the feeling of balance remains (remembering we are using a force feedback wheel, which accurately mimics steering and chassis loading, even if the fixed seat doesn’t) whilst the rear now slides out a little. This is where the simulation really starts to tell. One has to know exactly how much corrective lock to apply. Too little and the car will slide further outwards until it runs out of road and you crash into the barriers on the inside of the turn. Too much and the slide ends abruptly. From there it’s almost inevitable that you’ll nose it at speed into the opposite barriers on the outside of the turn. Get it wrong and you’ll tut-tut, press restart and try over. Get it right and you’re convinced you’ll never get it wrong, and you’re off to try it again at the next corner…

    Perhaps you can’t afford an M3. Or an M4. Or a 1M which is also modelled in the game and unnervingly accurate with its wailing straight-six and spin-in-its-own-length handling. I know I can’t. So for many, the possibilities offered up by a good driving sim are intriguing, and if you’ve not tried it, I urge you to do so.

    As for the 520d, no I wouldn’t dare attempt to take this one around the ‘Ring because it’s my own car! We’ve been to North Wales again this month though, and hacking across country from Shrewsbury and then out into the sticks up the A5 with the heated seats and wheels going full blast and -3°C outside (it was -7°C the following morning!), plus some decent toons on the hi-fi was a very pleasurable experience. I’ve said before that travelling at night in the F10 is a very pleasurable way of putting distance behind you and that doesn’t change with familiarity. One assumes the same sense of well-being will be evident in the G30 when it arrives. We spent a pleasant couple of days in Betws-y-Coed, nosing around the local shops and generally having a good time, and I spent far too much money in the model railway place.

    Again. Then the time came to leave and as night approached we scampered south back along the A5, the sun setting rapidly to our right as night crept over the hills, turning the landscape from green, through husky greys to darker browns before blackness and night enveloped us silently. Mercifully free of traffic, and hence cracking on whenever I had the chance, we made good time on the return trip and the nigh-on 40mpg returned by the B47 despite the aforementioned heated occupants proves that modern engines, for all their efficiency and as I alluded to last month, are better with more demanding usage than just crawling around town.

    CAR: #BMW-F10 / #BMW-520d-SE / #BMW-520d-SE-F10 / #BMW-520d-F10 / #BMW /

    YEAR: #2016
    TOTAL MILEAGE: 12,775
    MPG THIS MONTH: 39.6
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    F10 520d SE LONGTERMERS / #Jaguar / #BMW

    How much more fuel do you suppose is consumed through running your heated seats on full blast all the time? The recent colder weather has meant that the Five Series has driven around west Oxfordshire for nearly a month with heated seats and steering wheel on full roast, and I think the resultant 37.6 is the lowest average figure I’ve seen since we bought the car. The only reason the overall economy is actually 39.1mpg is due to a lastminute return day trip to Sudbury the day before I submitted this copy to the editor, which has had the effect of dragging up the average a tad.

    Full anorak-spec this observation may be, but a ten percent difference in terms of inferior economy (or thereabouts) is a marked drop. I doubt there’s another reason for it, and next weekend we’re off to North Wales again for our annual freezing-our-bits-off- because-we-have-children shindig at Betws-y-Coed (there’s a Winter Wonderland there every year), and given that I like to travel in a toasty oven these days, and especially at this time of year, it’ll be mildly interesting to see what kind of economy we get.

    Enough maths though, what else have we been up to? Well I’ve driven a Jaguar, around a year after I said no to the last one. That car was the XE, which turned out to be too small, not special enough inside and despite the 3 Series-esque road manners, not quite what I was looking for. Shock horror of course, because I ended up buying a Five Series. Ergo trying the XE really wasn’t giving Jaguar a fair chance. The XF would have been a far more suitable foe, ignoring for a moment the alluring finance deals which supported XE sales at the time.

    Without boring you with the logistics, I was able to spend some quality time with the XF, the idea being (risky I know) to ascertain whether or not it would indeed have been a better fit. And the short answer? No.

    On castor-spec 17-inch alloys it looks too bloated, the rear deck especially sitting very heavily over the wheels. Square-on from the rear, there’s a distinct muffin effect, too (i.e a narrow track). The F10 runs equal diameter rims of course (at least it does at the moment) but the styling is better resolved, possibly through being a more traditional three-box shape.

    The XF’s frontal aspect is spot on though. It’s as you walk around the car that is starts to unravel.

    So you climb inside, and this is where a Jaguar is supposed to excel, right? No again I’m afraid. The days of the low-slung and snug, highdashboard, hide and wood Jaguar interiors which I used to own back in the day have long gone. No bad thing some would say, but the honest truth in my view is that, compared to the driver-centric and well-finished premium feel to the BMW’s interior, the open-architecture fascia was in stark contrast to the BMW and for the wrong reasons. Firstly because this is the latest iteration of the #Jaguar-XF – not an update of the previous model, but a whole new version. Hence you would expect it to match the F10, at least.

    When the G30 goes on general sale in the UK in February, it’s going to date the Jaguar’s interior something chronic (plus the tech in the Jaguar isn’t too hot either, but we’ll get to that). And secondly because the interior in general, with thin and brittle-feeling paddle-shifters, ditto the electronic parking brake actuator and even more thin, brittle and poor-quality seat height adjustment, plus an impressive looking aluminium rising rotary gear selector which unfortunately then sits in a sea of plastic, felt quite inferior to the #BMW interior. And let’s not forget, this is where you spend most of your car time.

    If this sounds quite harsh then it’s fair to also point out that the car did grow on me a little during the two days we had it, but nowhere near enough to be convinced by it. And I’m also acutely aware that I do like a bit of ‘wood’ trim in my cars. The standard BMW trim is also pretty awful in my view (and the metallic-look plastic in the M-Sport offerings is even worse) but it’s at least underpinned by some better thought-out design. Who, for example, decided to locate the driver assistance buttons in the XF down on the lower right-hand side of the dashboard by the driver’s knee, where they are almost completely out of sight and difficult to spot without considerable determination whilst on the move? And when you do activate the system, the tell-tale icon in the instrument cluster is apologetically small. Driver assistance? Hardly. In terms of overall tech, BMW wins again. Not in the availability of tech, as the Jaguar also offers up lane guidance, radar cruise, cameras and so on, but in how the tech is deployed. The iDrive pro-nav in the Five Series, as I’ve said before, is a fantastic piece of kit. As is the HUD. The Jaguar offerings however, lag behind. The touch-screen interface lacks appeal, the graphics are outmoded and the presence of a memory card for the nav’s maps in the armrest had me mentally winding the clock back ten years.

    Jaguar sold a little over 80k cars in 2015 (contributing around 20 percent to the overall JLR sales figures once the approximately 400k annual Land Rover sales are taken into account). BMW shifted 1.9 million. So naturally there’s a monumental investment hole. One does wonder how the gap will be closed on this evidence. In terms of the drive, bearing in mind I’d already been underwhelmed by the looks and the interior, the abrupt quality to the auto shift (which is the same ZF unit I believe, albeit with Jaguar-specific calibration) no matter the drive mode selected at the time, was the final nail in the coffin.

    The XE did this too and I didn’t like it then, either. Ride quality was excellent though, wind and road noise well-suppressed, and the rotating air vents are amusing pieces of theatre (even if the central vents are now bog-standard items on this latest version). These positives weren’t enough to tip the balance however. So no, I didn’t fancy it, and the F10 is definitely the better car, at least from my perspective. There’s a video review of the XF on my YouTube channel. And I’ll apologise in advance for the hat…

    TECHNICAL #BMW-F10 / #BMW-520d-SE / #BMW-520d-SE-F10 / #BMW-520d-F10 / #BMW-5-Series / #BMW-5-Series-F10
    YEAR: #2016
    TOTAL MILEAGE: 11,878
    MPG THIS MONTH: 39.1
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    Buyer beware... / #BMW-F10 / #BMW-520d / #BMW-520d-F10 / #BMW / #BMW-5-Series / #BMW-5-Series-F10

    I wasn’t very surprised to see that early, high mileage F10s are now down to around £6500 – inevitable I guess. But I would urge caution if you’re thinking of taking the plunge and buying such a car. The F10 is, of course, a decently built motor and it’s one of our favourites because there is little a 520d won’t do very well. But these cheaper examples will have done well over 150,000 miles and it’s at this age, mileage and price point where you can quite easily end up with a £7500 millstone, and cars don’t get more reliable with age. Start with the engine – the N47 is well known for timing chain issues and ignore anyone who says BMW sorted that out by 2010, because it certainly hadn’t. One 2011 car I saw with 180,000 miles (a 520d manual) had been fitted with a brand-new engine just 30k before so that might be a good deal. But then you have 180,000 mile-old injectors, turbo, high pressure pump, dual mass flywheel, manual box, electric steering rack, diff oil seals (a far more involved job due to the driveshafts with two integral CV joints) and so on. #BMW-523i-F10 and #BMW-528i-F10 cars with the N53 can have very persistent and pricey misfire problems – coil packs, injectors, NoX sensors…

    It’s hard to say exactly when cars went from being rugged and fixable to being dynamically amazing but a potential nightmare to repair, but it was long before the F10 was launched. Truth is, cars like this as well as equivalent Vauxhalls, Mercs, Audis and so on are fine for the warranty period, but be prepared for a four-figure financial kicking if something goes wrong. I personally wouldn’t consider a leggy F10 or F30 unless it was stupidly cheap, but when even recorded write-offs are fetching frankly ridiculous prices, that’s unlikely. As ever, we’d take the £7500 you’d spend on a mega mileage time bomb and use it as a down payment on a warrantied Approved Used Car from a main dealer – or even on a deal on a brand-new one.
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    LONGTERMERS #BMW-F10 / #BMW-520d-SE / #BMW-520d / #BMW-520d-F10 / #BMW / #BMW-5-Series / #BMW-5-Series-F10

    The 520d has benefited from a set of mudflaps, but at £200 they weren’t cheap!

    I’ve been ranting and raving against the establishment this month, not in some Spinal Tap-inspired anarchy-rich diatribe up on stage, but in an altogether more modern manner via email. A local estate has been building in a nearby village just to the west of Oxford, and if you live locally you will know to whom I am referring without me having to do anything so grubby as to name it.

    Said estate started its building works in August, and all credit to it, it was mostly finished in time for the bank holiday weekend. I know this because we were in email contact, requesting such things as amended light phasing to reflect the fact that the traffic flow is mostly west to east in the mornings and the reverse in the evening.

    Pedantic in the extreme perhaps, but after several mornings of progressing through the village at a speed which would make a snail scoff, I’d had enough. As the estate was in control of the road works, it duly complied and the situation improved before the works completed at the end of month. Fast forward to October. More lights appear, and some trucks. And the queues start to build. And build. And then a little more. Turns out the regional utilities company is digging up the road again in response to the building works, but it’s not phasing the lights at all and worse, when we drive through the road works we spy one chap on his phone and another stood around, doing nothing. Twice. The hole itself? Remains empty.

    This is not good. Back on to the email, to be told by one of the directors at the estate in question that they have no control over these particular installation works. The utility company is managing them. We worked with ‘Highways’ it said and sir, they approved the works. Oh brilliant, so we all have to suffer being late getting to work in the mornings, do we because you are randomly digging up the road and didn’t have the common courtesy to put up some signs either informing the hapless motorist that the works are imminent, or for how much longer they will last? Or at least monitor the length of the traffic queue which by this point had extended back to the previous village a little over two miles up the road… ‘We have no control’ it says, which is ludicrous considering it is its building ambitions which are causing it in the first place. ‘Sorry’, it says, ‘nothing we can do, goodbye.’ How nice. And this from a prominent landmark which relies on the local populace for its very existence, bombarding it month-on-month with countless emails regarding the next ‘event’, but which also seems to treat said public with disdain and a cavalier attitude to its position in the area when challenged. Basically, if you don’t like it, tough.

    This may all sound very petty and a tad parochial. Let’s face it, people build things. But it’s been a good long while since I had a proper rant and the ‘pah – whatever’ attitude on display really gnawed my peanuts. This isn’t to say the estate office was not polite in its dealings, because it was. But when it became clear that I wasn’t letting this drop, all I got back was a seemingly standard ‘highways have approved this’ response and blank expressions via email… I didn’t expect it to offer up a three-week stay in the west wing by way of compensation, merely a recognition that its approach left a little to be desired. No joy.

    So in response, the majority of the events we visit each year will no longer benefit from our custom, and this also goes for the other two dozen poor buggers with whom I work and whom have also vowed to stick the proverbial two fingers up each time they pass the entrance…

    Anyway, enough whining… on to more jolly matters. The mud flaps have been fitted, well hurrah! We’ve only had the car six months, but no matter. With winter just around the corner, now was the time to get them done. 200 quid for some plastic nailed to the base of the wheel arches is possibly an extreme reaction, but the benefits are already clear to see – less muck on the lower sills, and I really do think they help the lines, too. Pure subjectivity of course, and the 17s could do with going up a size, so we’ll see what funds are available for some bigger rims in the New Year.

    Oh and we’ve had random iDrive issues recently. And this isn’t another of those phantom faults I occasionally refer to. The iDrive ceased to respond one morning, the screen then went blank with the message ‘NO SIGNAL’ written large across the blackness in red letters (the lights were on at the time, with the dials illuminated red, so I suppose if it had been the daytime, the writing would have been white?).

    Naturally assuming an iDrive glitch, and after pressing a few buttons achieved precisely naff all response, I elected to pull over somewhere safe and restart the engine in the hope it would fix it. Ten seconds later though, the system restarted itself automatically and in the same manner as it does every morning, with the ‘BMW Connected Drive’ legend appearing on the screen and a short while later, all was well again, and all whilst still driving. It’s been fine since, too. We’ll definitely raise it with North Oxford when it goes in for a service in the New Year, just in case. An over-the-air update perhaps?

    Talking of ConnectedDrive, I’ve been using it quite a bit this month (for once). Mostly to send sat-nav instructions to the car in order to then open the message and set the location upon starting the engine, which is a handy feature. I’ve not as yet had another go with the GoPro app but I will do at some point, and we’ve also been using the Google Search function in order to find locations on those occasions where we’ve forgotten to send them to the car first. At some point we’ll dream up a good test for the Concierge service, too. We’ve used them once previously but I want to know how effective the service is these days, so more on that in due course.

    Lastly this month, I was talking to my mother who was asking why the outer edges of the seats had blue stains on them. I replied that my (new) cheap jeans were causing it.

    Did you wash them before first wearing them in the car, she asked? I had to confess that I hadn’t. Seems obvious – stick ‘em through the wash and most of the surface dye is removed as a consequence. She wandered off muttering something about the youth of today, which is nice considering I’m 41. But listen to your parents – they know things.

    F10 520d SE
    YEAR: #2016
    TOTAL MILEAGE: 10,559
    MPG THIS MONTH: 40.8
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    F10 520d SE

    A fairly quiet month for the 520d, although I did at least manage to put the sat nav to the test on the run back home from the Surrey Hills. We’d been down there for the day on a feature you can read about in a future issue, and the iDrive traffic updates looked rather sombre as we drove through Guildford, the ETA back to the house near Burford first extending to 45 minutes later than anticipated, then to over 90… I’ve learnt through the years to trust this system though, so instead of ignoring the alternative route suggestions I obediently followed the screen’s bidding and left Guildford by heading west, then towards Reading and onwards up to Newbury, as opposed to simply whistling up the A3 then around the M25.
    We succeeded in joining the M4 around Reading with no hold-ups, then exited at Newbury just as the traffic was building beyond the junction (my heart goes out to you if you have to do this run every day of the week). It then became clear that the sat nav was regularly snipping at the route and calculating where we needed to be, because no sooner had we joined the A34 than the re-route option popped up again. Twirl, click and we’re departing the A34, heading west once again, out towards Wantage. The nav was constantly keeping south and west of the M25, then south of Oxford, first from the perspective of approaching from the east and hence the spectre of getting jammed up in the Wolvercote roundabout road works (which are necessary, but infuriating) and then from the west for pretty much the same reason. We eventually popped up in Witney, and arrived home around 30 minutes later than would be expected, but well over an hour earlier than we would have done had we followed my normal route. Impressive stuff.

    Another impressive aspect of that day in Surrey was during the trip down there, OU16 succeeding in returning a scarcely credibly 52.8mpg at a little under an indicted 80mph.

    I’ve opined before on this apparent witchcraft, but quite how a big saloon with all the kit this thing has on it, but which is rowed along by ‘only’ a 2.0-litre four-pot, can then return over 50mpg is mind-boggling.

    I’m thinking of running a book on when the washer bottle will need topping up. Four months in and over 5000 miles covered, and there’s still no warning message appearing on the screen, despite regular squirts… I can only assume that when it does finally request replenishment, I’ll be stood there for an age whilst it feeds. Talking of which, one of the diesel fillups this month was a tank of Super Plus from Esso, and I have to say I didn’t notice any difference to the regular stuff, so I’ve reverted to the cheaper option. Not sure it’s worth paying extra for posh diesel, whereas super unleaded always seemed to bring tangible benefits, whether the car in question was new or old.

    Oh and finally this month, I had been intending to talk about the GoPro camera connectivity which is apparently offered up by the iDrive system, depending of course on the options fitted to your car. I’ve mentioned previously that we should be able to achieve this with OU16, so I thought I would give it a go. Alas I could not for the life of me either remember the wireless password for the camera (to enable it to connect to the iPhone) nor figure out how to reset said password. So I’ll have to work that out, give it another go then confirm in a future report as to whether it actually does as suggested.

    Car: F10 520d SE
    YEAR: #2016
    MPG THIS MONTH: 41.7

    DATA #BMW-F10 / #BMW-520d-SE / #BMW-520d-SE-F10 / #BMW-520d-F10 / #BMW-5-Series / #BMW-5-Series-F10 / #BMW / #N47 /
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    F10 520d SE

    We’ve been doing the tourist thing around Florida this month, and the rented #Cadillac-Escalade-ESV was an interesting contrast to life with the Five Series. And not necessarily for the right reasons, either. But we’ll get to that. Incidentally, we had the usual polite and efficient Virgin Atlantic crew, whose efforts were partially undone by the brusque and cavalier attitude of the check-in staff at Orlando’s Disney Springs on the way home. You can’t have everything I suppose. The trip itself was good, featuring an hilarious airboat ride (8.0-litre #V8 , walls of noise), lovely, relaxed Disney resorts set against the frenzied Universal parks (I doubt we’ll go back to those as they’ve changed little since our last visit and the people are bleetin’ miserable), and a guided tour around Daytona International Speedway (where the people were lovely, even though when they showed us last season’s winning car, I clearly had no idea what I was looking at). Garnished with some great weather. Although, of course, there was some very disturbing news items during our visit. But let’s talk cars…

    1200 miles in the #Cadillac provided sufficient time to form an opinion. And my opinion is this – consider the context. In the US, this car works. Elsewhere in the world, it’d be akin to Eddie Murphy speaking at the Klan’s AGM. In the US, its over 17-foot length and 7-foot girth blends in with the other road furniture, and the 6.2- litre V8 knocking out 420hp and 460lb ft blends old-school pushrod tech with new-fangled direct injection and cylinder deactivation. Physics won’t be dissuaded though and shifting 2.6 tonnes with even this powerplant results in merely brisk acceleration and just enough of a V8 rumble to confirm you’ve not succumbed to the new twin-blower V6 in the rival Lincoln Navigator.

    Want more mass? Opt for the AWD version (not all SUVs in the US are allwheel drive by default) and bludgeon down the highway with 2.75 tonnes of prime American iron. Want more noise? Fit a ruder exhaust, which some people do. Want more, full stop? Then buy a pick-up truck where 6.7 litres of blown V8 diesel are available from Ford along with stumppulling torque to the tune of 860lb ft.

    But I digress, what was the Cadillac really like? Well, to storm down I-4, east towards Daytona and the coast, it was a pleasure. I’ve never driven anything which exhibited that much kinetic energy once up and running at speed but other than needing frequent and subtle steering tweaks in order to keep this leviathan thundering along in a straight line, driving the 90 miles to the International Speedway was relaxing. Slowing to 60mph when traffic intervened was no hardship, as a meaningful boot on the throttle dropped the transmission a cog or two and the V8 would spin past 4k as speed was regained, along with a roar from upfront. And overall, it returned 17.7 US mpg (or just under 15mpg in imperial), which was amusing.

    Launching from the lights with gusto would result in a chirrup from the rear (two-wheel drive remember) and once up to speed the eight-speed auto was unobtrusive in its operation, although it did suffer from that unfortunate ‘surging’ effect which seems to afflict all American SUVs if they’re run on anything other than premium gasoline. Wind noise was pretty well suppressed, despite the jumbo door mirrors, the brakes demonstrated an amusing effort-to-effect multiplication ratio (Lord only knows how big the servo is) and road noise was also kept to a minimum. The only dynamic flaw (as one could never really expect a vehicle like this to handle) was the steering which could best be described as vague and felt as if it was connected to the wheels via several hundred strands of gluedtogether pasta. The interior was a lovely place to spend time in terms of comfort levels and materials though and overall, one could see why this is the premier American SUV.

    Time was when the best from the European manufactures flaunted its technology in the face of embarrassingly basic American offerings. Not anymore. Equipped with HUD (although I prefer the BMW system), blind-spot monitoring, 360 degree cameras, active cruise (which I still don’t really like) and active lane keeping assist (which drove me mad on the curved interstate exit ramps as it was far too pessimistic), this most modern of Cadillacs offered up all the tech one could possibly want.

    Augmenting this list were other (standard) niceties such as ventilated seats, an electric glass sunroof, LED active headlights, a Bose stereo system of quite astounding quality, a powered tailgate, powered third row seats (in this, the extended version) and more USB ports and memory card reader slots than in your typical desktop support department. Not even the presence of the bizarre manual gearshift control button on the ancient column shifter detracted from the general air of sophistication.

    So why the negative vibes? Well the scuttle shake came as bit of a shock, considering the great expanse of metal above our heads. But sure enough, catch a pot hole and the steering column vibrated like a tuning fork. I’ve genuinely driven convertibles which felt better screwed together.

    And not modern ones, either. My biggest gripe though, concerned the Cadillac User Experience system, or CUE. This refers to the satellite navigation and infotainment system, plus by extension, the HVAC panel below, and combined they conspired to really sour our time together.

    CUE is touch-screen, which I’m already not fond of in cars. But worse than this, there is no controller option à la iDrive in your BMW. So you have to dangle your hands in mid-air in order to control the system. The first problem with this is that with the seat set low for my six foot frame, and combined with the screen’s square-on orientation (i.e, it’s not angled towards the driver) arm fatigue soon sets in.

    Next, you have to suffer fingerprints all over the screen which, when combined with the sun hitting the glass through the side windows (and this is Florida remember) renders the display nigh-on unreadable, especially when also combined with the ‘helpful’ proximity sensor, which changes the lower portion of the screen when it detects your approaching hand and in doing so, completely removes whatever you were seeing previously (such as the sat-nav map). Oh and the front passenger is forced to use the screen too, as there are no buttons for the audio system, other than those offered up by the touchscreen (which also removes the satnav view, but completely this time, which is bloody annoying when you’re confronted with an interstate junction the size of Cirencester).

    Get the idea? There’s more. The HVAC panel consists of another of these haptic feedback panels, but worse than the BMW offerings, the Cadillac approach is to affix slivers of aloominum to the dashboard in an attempt to locate your finger. This fails in its aim as you end up pressing that and not the actual ‘button’. ARGH! In short, as I’ve rambled enough, the whole thing feels like a solution which is two-thirds developed and needs to go back into the lab. Alas though I fear this is the future.

    So how does the Five Series feel upon our return, save for the fact that beyond having four doors, four wheels and a front-engined, rear-drive configuration, the two don’t really compare? Put simply, ignoring the sheer size difference for a moment, the BMW demonstrates a more resolved approach, more thorough thinking and a more cohesive drive as a result. Nowhere is this more visible than in the iDrive, nav, and audio system of course, where the presence of actual buttons make me again question the wisdom of BMW itself moving in the direction of touchsensitive panels on the new Seven.

    Aside from that though, the design of the BMW system is such that various functions can be operated in parallel, without impacting the prime requirement at that time, such as the satellite navigation map. It just seems much more thoroughly engineered overall and the product of a development team who have already done all their thinking.

    Returning to a 2.0-litre four-pot diesel may have felt like a bit of a comedown, but given the weight difference of around 900kg the truth is that the F10 feels almost as sprightly (although the power-to-weight figures are heavily in the Caddy’s favour, 110hp/ton versus around 160), if not quite offering up that unique feeling of a monumental engine deploying Himalayan torque in order to overcome sheer mass. I note with interest that the habit of left-foot braking I started whilst driving the Cadillac (due mostly to the amount of room in which the pedal box sits) has continued in the BMW, something I’ve not done since my rallying days. It now feels quite natural to keep my right foot hovering continually around the throttle, but time will tell whether I slip back into old habits.

    Overall then it was a pleasure to fall back into OU16 after the nine-hour return flight from the US, even if our daughter then asked why our car is so small (and even if I cannot now start our car remotely, which was one of the features the Cadillac had which I really appreciated). There is a level of intimacy to the drive which is missing in the SUV, and it’s further proof that I don’t think such a vehicle would suit our lifestyle and my approach to driving. It was a nice way to whistle around Florida though. There’ll be a video review on my YouTube channel in due course, but given my woeful record in that area it’s probably best I reactively confirm when it’s up, rather than promise it in advance…

    It seems that the B47 is loosening up a little perhaps, judged on fuel economy alone. But in addition, the power appears more readily accessible with the passing miles. And I made mention previously of a half-decent exhaust sound (one couldn’t really call it a ‘note’ for fear of contradiction), something which I have now nailed down to occurring in traffic situations when the car is warm. It sounds almost like a blowing exhaust, which it clearly isn’t. Whilst not an unpleasant sound, it does seem a tad out of place in a 520d, so it’s something else I’ll ask North Oxford to advise on when the car eventually goes in for a service. Anybody else noticed this?

    When we ordered OU16, friends and family smirked at the stabiliserspec alloys, and I have to now admit that the 17s do appear overwhelmed by the bulk of the body sitting atop them. So in addition to those mud flaps I want to get fitted, I think at some point during our tenure, and early enough to get the benefit from them (probably when the tyres approach replacement), a set of 18s will need to be purchased.

    Recommendations for suitable styles gratefully received, although I won’t be turning this into some ghastly M5 clone from the waist down.

    Further Autoglym leather cleaner is needed on the seats I’m afraid. I had intended to get some better quality denim when in the US, but the combined allure of both the Lego shop (see picture on the left – the Mercedes truck is deeply impressive, if fiendishly complex to put together, and they say it’s suitable for 11 year olds!?) and a cigar shop with humidor conspired to divert my attention. Ten minutes, one Technic set and $200 of smokes later, we’d wandered straight past the Levis shop, never to return. I’ll have to bite the bullet and buy some over here, if only to save on Autoglym costs.

    DATA #BMW-F10 / #BMW-520d-SE / #BMW-520d-SE-F10 / #BMW-520d-F10 / #BMW-5-Series / #BMW-5-Series-F10 / #BMW / #N47 /
    YEAR: #2016
    MPG THIS MONTH: 41.7
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    MIGHTY FIVE Seriously styled F10 520d

    FIVE STAR Big, bold and very, very blue – MStyle’s F10 520d show car is all about making a big impact. With a dazzling paint job and a heap of stunning styling mods, this F10 is guaranteed to get noticed. Words: Elizabeth de Latour. Photos: Matt Richardson.

    Following on from the E60, the F10 5 Series has proved to be a pretty massive hit as well as being, well, just plain massive, really. When we first drove the car at its launch we remember thinking it felt more 7 Series than 5 Series and BMW itself admitted that the 5 Series had gone up a size mainly for the US market, where size definitely still matters.

    Among its contemporaries it no longer seems like such a road leviathan but the F10 remains a superb machine, brilliantly executed and a comfortable, elegant and refined motor car. Of course, not everyone wants that and while we’ve not been inundated with modified 5 Series submissions from the worldwide BMW scene, every now and again an example of a non-standard F10 pops up that makes up for the lack of activity and proves impossible to ignore. Case in point: MStyle’s ridiculously blue F10 520d show car.

    Colour plays such a big part in a car’s appeal. You could have the sexiest machine in the world but if it’s finished in some weird colour it’ll be robbed of any impact and visual appeal. Likewise, bold colours on big cars can be a risky move as it can prove to be a bit too much. Well, MStyle has chosen a pretty outrageous shade of blue for a pretty massive car and it works, it really does.

    Okay, not everyone’s going to want their F10 looking as bright as this, but if you want to make an impact this is how you do it. The colour is, amazingly, a BMW factory hue and has the wonderful title of Long Beach blue.

    The name certainly conjures up images of beautiful skies and azure waters, and on a rainy day in Romford? Well it serves as a retina-searing flash of colour that brightens up everything around it and delivers a dose of automotive vitamin D that makes you feel good. As there’s a blue and black combo colour scheme going on across the car, the roof has been painted black which is a good touch as it helps to break up that big block of blue and ties everything together.

    Beyond the paintwork there’s a lot going on here in terms of styling, with MStyle ramping up the road presence and giving this F10 all the visual clout of a haymaker.

    Step one in taking this 5 Series from refined to rowdy was the addition of MStyle’s own M-look body kit; a comprehensive package that includes front and rear bumpers, side skirts and front wings. With those massive front air intakes, wing vents and sculpted rear bumper, this 520d looks every inch the M machine and the quality, fit and finish of the body kit is absolutely spot-on. In fact, only the mirrors and lack of massive brakes give the game away as far as this car’s identity goes. The M body kit alone makes a big difference to the looks, but that wasn’t ever really going to be enough for an outfit like MStyle, so then came the carbon, lashings and lashings of carbon, which contrasts perfectly against the blue and takes this F10 to the next level.

    The biggest carbon addition on the car is without doubt the bonnet, which you might not notice due to the fact that it’s been painted but the fully functional vents have been left bare and they look fantastic for it.

    Sitting below the front bumper is a full-width carbon splitter while a set of MStyle black kidney grilles have been fitted and the headlights have been tinted using Lamin-X film. Heading down the side of the car you’ll spot the black side repeaters, carbon side skirt extensions and carbon mirror covers, while at the back there’s both a carbon roof spoiler and carbon boot spoiler, a gorgeous carbon rear diffuser and the only thing that could possibly fill the exhaust cut-outs on either side is the MStyle quad exhaust, with its fat round tips poking out menacingly. The finishing touch is a set of genuine BMW White line rear lights that have also been given the tinted treatment via some Lamin-X film. With all those carbon parts attached to that big blue body the car looks awesome, super-aggressive and with a tonne of road presence; it’s about as far removed from a virgin 520d SE as you could possibly imagine.

    Styling sorted, a suitably muscular set of wheels was needed to fill those big arches and here MStyle was spoilt for choice as it carries an overwhelming number of wheels from countless top-end companies and for this car, the BC Forged catalogue was called upon. The chosen wheel for the F10 was the HCS-02, a two-piece forged affair with a wide-set, twin-five-spoke design. When it came to choosing the finish, MStyle opted for satin black centres with polished lips and barrels. The wheels are 21s, measuring 9.5” wide up front and a beefy 11” at the rear. They suit the car perfectly, with the centres echoing the black elements around the car and the polished lips and barrels adding a flash of colour that prevents the wheels and tyres turning into big, black shapeless circles, while the concave design adds an extra element. Killer wheels alone are no good if your car is riding like a 4x4 so a bit of lowering was required and while a set of springs would have done the job, if something is worth doing it’s worth doing right so BC Racing was called upon to provide a set of coilovers. Naturally, these are height adjustable but also offer damping adjustment to allow you to fine-tune the ride and handling characteristics. Arguably getting the car sitting just right is at least as important and MStyle’s got that spot-on here, with that big F10 body sitting mere millimetres above the tyres.

    Now, you might think that’s job done as far as this F10 is concerned, but MStyle doesn’t do things by halves, so the interior has been treated to a full black Nappa leather retrim complete with custom blue stitching, with a honeycomb pattern on the seats and doorcards. It really helps to give the interior that extra touch of luxury and exclusivity, without going overboard, plus it ties in perfectly with the exterior colour combo.

    The final element is the addition of a Mosselman Turbo Systems tuning module, which can be seen under the bonnet. The 520d is a surprisingly sprightly machine, the 2.0-litre diesel mill under the bonnet being blessed with a huge amount of torque that ensures even the smallest of the diesel Fives never feels sluggish, but with diesel engines responding so keenly to a little fettling, it would have been silly not to. The module simply plugs in and takes the 520d from 184 to 214hp while torque rises from 280 to 332lb ft – enough to get the big F10 off the line smartly and accelerating briskly; it’s not going to set your world alight, but it’s most definitely a welcome boost in performance.

    With a car like the F10 you might be tempted to go for the subtle approach in terms of styling, but sometimes going big pays off. In one fell swoop, MStyle has transformed this F10, taking it from its humble business executive beginnings and giving it a full-on Hollywood makeover, via Romford. It’s a proper head-turning machine, and every aspect of the car’s styling has been addressed and improved upon, resulting in a car you could happily use daily, cruise in comfort on the motorway whilst enjoying very pleasant fuel economy, before parking up at a show and enjoying being the centre of attention. What more can you ask for from a car?

    Contact MStyle 020 8598 9115

    Interior has been finished in black Nappa leather with custom blue stitching and honeycomb pattern.

    Carbon fibre galore on this F10, including roof and boot spoilers plus diffuser and that vented bonnet.

    MStyle has chosen a pretty outrageous shade of blue for a pretty massive car and it works.

    Mosselman tuning module sits in engine bay and takes power from 184hp to 214hp with 332lb ft of torque.

    DATA FILE MStyle #BMW-F10 / #BMW-520d / #BMW-5-Series / #BMW-520d-F10 / #BMW-5-Series-F10 / #BMW / #Mosselman / #N47-Mosselman /

    ENGINE AND TRANSMISSION 2.0-litre four-cylinder N47D20 / N47 / BMW-N47 , #Mosselman-Turbo-Systems-Tuning-Module , eight-speed automatic gearbox / #ZF / #ZF8HP /

    CHASSIS 9.5x21” (front) and 11x21” (rear) #BC-Forged-HCS-02 two-piece wheels with satin black centres, polished barrels and lips with 255/30 (front) and 295/25 (rear) tyres, #BC-Racing height and damping adjustable coilovers

    EXTERIOR Full #MStyle #M-look body kit consisting of front and rear bumpers, side skirts and front wing, repainted in BMW Long Beach blue with gloss black roof, #Lamin-X tinted headlights, MStyle carbon vented bonnet, carbon front splitter, gloss black twin slat kidney grilles, gloss black side repeaters, carbon mirror covers, carbon side skirt extensions, carbon boot spoiler, carbon roof spoiler, carbon quad rear diffuser, quad exhaust, BMW Whiteline rear lights tinted using Lamin-X film, tinted windows

    INTERIOR Full Nappa leather interior retrim with custom blue stitching
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    LONGTERMERS #BMW-F10 / #BMW-520d-SE / #BMW-520d-F10 / #BMW-5-Series / #BMW-5-Series-F10 / #2016 / #BMW-520d-SE-F10 /

    I’ve switched to using the paddles on OU16’s eight-speed auto more frequently recently, partly because it seems quite intuitive to extend a finger and flick for a change (and hence, they feel far more natural than the pushme- pull-you versions I had on the E60 years ago), but also because I occasionally find myself one gear lower than perhaps is ideal.

    I mentioned this recently, where the transmission will hold fifth for example, but then roll along in sixth if I change up, leading me to question why it didn’t slot sixth to start with. It’s a trait rather than a flaw, but nevertheless I am mildly bemused that the ZF auto, so revered by pretty much everybody, does have one to two ‘faults’. It can also be caught napping approaching roundabouts for example, where it can sometimes be slow to change down and then, when you go for the throttle to fill a gap, it’ll lurch from third to second in order to pick you up and scamper across the lanes. This just proves the value of living with a car for an extended period, where little things rise to the surface which you wouldn’t necessarily pick up on a test drive.

    So far since taking delivery, I’ve had two cleaning sessions with the Autoglym Leather Care stuff I bought last year, in order to rid the seats (and also, I noticed recently, the leather on the central armrest dual lids) of the dye transfer from my cheap jeans. I’m either going to have to buy a load of expensive Levis during our Florida visit next month (a little over two weeks rumbling around Orlando and surrounding areas in a 6.2-litre V8 Cadillac Escalade; I can think of worse ways to spend most of June) or consign myself to purging the dirt once a month. At least the seats won’t dry out and split as they get older.

    I’ve had this problem with every light coloured interior I’ve ever owned. You’d have thought I’d have learnt by now and spent more money on better clothes. Still, no matter. Trading black and oppressive for light and airy as we have done on this occasion, applying a little cream is a price worth paying.

    I also have to buy the mud flaps I mentioned last month – I’ve added a reminder to my work calendar for that one. I really have to do it, if only to save the sills from the muck that the Pirelli P7s seem to be flinging up at the sides when the roads are even slightly grubby. And talking of tyres, when the road is wet or greasy, and no doubt again aided and abetted by the linear acceleration made possible by the ZF auto, the 520d is easier to shift sideways then the F30 320d was. I’m not too surprised by this, as the tyres are narrower (225s versus 255s) and the engine slightly torquier (295lb ft versus 280lb ft) but nevertheless, it doesn’t take too much provocation to persuade the rear into a little attitude when accelerating away in third for example. Something to keep an eye on/enjoy (delete as applicable) when winter comes. So, that’ll be September then…

    I’ve been threatening my wife with motorbikes again this month. Rather bizarrely, she has capitulated and agreed that I can spend the money on first, a licence (or at least, an attempt to get one) and second, an actual motorbike. Fickle as always, I’ve now started to look around and realised that for the £6k or so I’ll need to buy what I’m after (more in due course) I can put something with four wheels into the garage. I’ve made noises about getting a bike licence in the past of course (having done my CBT in late 2014) but never actually carried through with it. I’m keen this time though, especially since The Boss has agreed, so I’ve booked myself on a ‘Road Rider’ course for July, which in effect is a CBT refresher, where I spend all day long riding a CBF125 Honda on the roads around Oxfordshire. Oh how I wish we could arrange the weather to suit… I will then spend a few months mulling over what to do; car versus bike, and in the former camp something along the lines of a Porsche Boxster is mighty tempting indeed.

    As if to prove the theory that the only way to get somebody to approve of something is to suggest an utterly unacceptable alternative, my wife now wants me to buy the Porsche. And no, the Z3 doesn’t appeal. Not even remotely. And neither does the Mazda MX5, because the only time I ever drove one I apparently looked like a teenager sat in a kiddies’ pram…

    Economy-wise, I noted with interest that the average economy started out around 37mpg this month and seemed to remain there for a couple of weeks. A cross-country drive to Rugby at a constant 50 to 60mph cruise saw that increase to high 39s, which one would expect. What I didn’t necessarily anticipate is that the average economy hasn’t dropped since then, sticking at high 39s even though my commute hasn’t changed from earlier in the month. Maybe the engine is loosening up at the same time. Oh and those rust areas on the wheels I mentioned last month appear to be clearing up. So one assumes the cause was nothing more sinister than being parked up at a BMW holding location somewhere.

    There was one strange thing this month. I parked the car, switched off and opened the door all in quick succession, and the wipers briefly jumped in their parked position. And then it happened again a day or so later. There’s no obvious effects and it’s another of these things (such as the rattle from the rear, plus another indeterminable noise, which definitely isn’t my hearing, nor my paranoia, as other passengers have also heard it) that I’ll get attended to when the car goes in for a service at some point over the next year.

    Finally this month, other than further apologising for not as yet having uploaded the video review (it’s all shot of course, I just need to finish the editing) I spied KP12 HKG for sale recently (well okay, I was trying to find it on Autotrader), listed at a shade under £14.5k and reported as having 56k miles, both of which sound right. Hopefully the person who buys it will enjoy as many miles of reliable service as we did.

    CAR: F10 520d SE
    YEAR: 2016
    MPG THIS MONTH: 39.7
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    F10 520d SE

    I’ve settled into life with the 520d and it really is a pleasure to drive, showing a surprising turn of speed now that it’s fully run-in (and there’s been no repeat of the spurious service message I referred to last month). It’s not the fastest car in the world but 295lb ft of torque does its best to push us down the road, assisted as I’ve said before by the linear acceleration through having the auto box fitted. I’m finding myself using the paddles all the time too, which is not something I’ve really bothered with in the past. So it will be interesting to see if the novelty ever wears off. Economy started the month on a high of around 45mpg after a steady-ish return trip to South Wales and has slowly dropped since, settling at over 41mpg whilst commuting and getting around. Which, considering the size of the thing, isn’t too bad compared to the 46mpg or so the old F30 was returning.

    It’s definitely not a new car anymore though. I’ve already had the boot full of various bits of rubbish from the garage which was destined for the local recycling centre (tip – be careful what you place in the right-hand recess in the boot, as the depths are wider than the shallow opening; Hauling stuff out of there can be a pain). Plus something has struck the lower offside bumper on the front and the seats are already showing traces of dye transfer from my cheap jeans…

    I’ve already had a go at them once this month with the Autoglym leather cleaner, so I think this may have to be a regular occurrence in order to avoid a situation where the seats take on a hue akin to a yellow shirt going through the wash with those jeans. Faults or complaints? Well, bizarrely, one of the alloys is showing corrosion in or around one of the retaining bolts, plus the central cap too. It’s no disaster, and it seems to be improving, but it’s slightly embarrassing and will have to be looked at before the car gets much older. I daresay nobody will believe me, but there seems to be some sort of rattle from the rear, although again it isn’t earth-shattering, and is probably something I’ll leave until the car goes in for that wheel, then perhaps North Oxford can look at the both problems at the same time. I did think the rattle was because the tyres were over-inflated, as I sensed a fidget from the chassis over broken surfaces and lower speeds (the rattle is one of those high frequency affairs) which didn’t match up with my expectations for the ride. At higher speeds, it smoothed out appreciably, as if the car had been set up for the autobahn, but in town the car seemed agitated. Sure enough, a quick trip back to North Oxford a week after taking delivery did confirm that all the tyres were over-inflated to the tune of 5psi. Once that was released, the ride was much better.

    Other observations not identifiable as faults as such are the bootlid, which deposits any standing rain water on to the contents of the boot as it arcs skyward, an amusing design fault with the blind spot monitor, which flashes away as you indicate around roundabouts where traffic is following (the system evidently ‘thinking’ the other vehicle is in your blind spot) and the fact that in order to use the ConnectedDrive feature, my iPhone has to be physically plugged into the car, which won’t do the phone’s battery any good longer term. And if that sounds like nit-picking, then I may as well take this opportunity to have a whinge about the paint. Not because of the finish (which is predictably orange peely) but because the colour shows up any mark. First World problems… I chose the colour, after all. The last comment on the outside is that it needs mud flaps as mentioned before, which are priced (fitted) from BMW at around 200 quid. So at some point I’ll get those done.

    So what about the tech? Well I’ve been using the cameras continuously (when parking at least), and OCD is setting in with regards to using the surround view option in order to align the car between the white lines whilst parking. My wife thinks I’m mad. She may be right. I also have to have the power button for the hi-fi always pointing to the midday position, so can somebody pass me my medication? The side view cameras have already proven their worth though. A local pub which we use has a car park exit which is obscured by a stone wall. This wouldn’t be an issue if the pub (the exit to which is not shown in the pics, that’s my drive) was stuck in the middle of nowhere, but this particular tavern is right in the middle of one of the busiest villages in all of Oxfordshire, ergo all manner of traffic from Fiats to Fodens thunders down the hill past the exit. So, hit the side view cameras, inch out and even though I cannot see anything other than brick wall, a glance at the iDrive screen shows me whether the road is clear or whether I’m about to pull out into my nemesis in the shape of a ruddy great Mercedes truck storming down the hill…

    Other tech highlights evident in these first few weeks are the fact that even with my polarised sunglasses on, I can still see the HUD, thanks in part to the fact that one can now adjust the brightness of the display. I don’t think that option was available on the E60 version I had several years ago. I love the response of the iDrive in the sat nav, which adjusts the elevation the moment you ask for it, and not a couple of seconds later à la the F30 (which really got on my wick), and as I have the seat set quite low and the steering column adjusted to its highest setting then telescoped out toward me, the heated steering wheel confirmation which shows under the speedometer is welcome, as otherwise I’d struggle to see the LED down the side of the steering column (which, on reflection, is a rather strange place to put it for a company which prides itself on its ergonomics, don’t you think?). Ah yes, LEDs. Whilst we’re on the subject, why are there so many in modern BMWs? At night, with various driver assistance and comfort functions set to active, there is something like 18 little green lights peppered all over the dashboard and centre console. It’s not distracting, not to me anyway, but I do wonder whether some people find it off-putting to have an interior seemingly swarming with fireflies.

    Last tech mention for this month is the collision detection system, which doesn’t seem to be pestering me quite as much as the installations in previous BMWs I’ve driven. I’ve set the sensitivity to ‘early’ too, which should mean it’s more pessimistic and alerting me earlier and hence, more at risk of getting switched off. But thus far, that doesn’t seem to have happened. So, how does it work? I really have no idea. All I do know is that it has an uncanny knack of spotting when the car in front is slowing and it thinks I’m not paying enough attention or, more impressively, that plodding pedestrian is going to step out into the road. It’s a sobering thought to think that perhaps one day, it will spot something I really haven’t seen and will attempt to drop anchor in order to avoid an accident (whereupon those seatbelts I mentioned last month will doubtless prove their worth). Hopefully, we’ll never find out.

    Car #BMW-F10 / #BMW-520d-SE / #BMW-520d-F10 / #BMW-520d / #BMW /
    YEAR: #2016
    MPG THIS MONTH: 41.1

    Mark added plenty of high-tech options to his F10 and has been finding them pretty useful. The front-end collision warning works well and side view cameras greatly aid vision. Surround view ensures there’s no excuse for not parking parallel with the lines…
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