Sector: Executive Price: €54,600 Fuel: 5.3l/100km CO2: 139g/km

Next to the excellent 5 Series range, and the equally desirable X5 and X6 SUVs, the 5 Series Gran Turismo may seem like an unnecessary niche to fill. Certainly it represents a sizeable price hike against its sharper-driving saloon and Touring siblings. But arguably it’s one of the most unrecognised bargains in the BMW range.

It’s possibly a victim of slightly confusing badging. This is 100mm longer in wheelbase and 41mm wider in track than the 5 Series Touring, and that’s important because both of those are figures that dictate interior space, and both are identical to the 7 Series. So rather than positioning this as a luxurious 5 Series, think of this more as a 7 Series fastback with coupe-style pillarless doors and suddenly it doesn’t seem quite so expensive.

Especially now it’s got an efficient diesel at the entry point to the range. The 5 GT has traditionally suffered from a range consisting of large, 7 Series-derived engines. At the end of last year, it grew to include the same, very capable 2.0-litre, four-cylinder diesel that has worked so well for BMW in almost all its smaller models. In the 5 GT, it has brought CO2 emissions down to 139g/km, fuel consumption down to 5.3l/100km and significantly it’s introduced the entry-level 520d GT SE at €48,700.

With the M Sport package, as tested here, the 520d GT costs €54,600, which adds sports styling, subtle M badging and sports front seats. While that’s almost €3,400 more expensive than a 520d Touring in the same spec, it’s €8,200 cheaper than the equivalent 530d GT, which in turn is €18,400 cheaper than a 730d M Sport. If you can live with the looks, and downsizing to a smaller engine, the 520d GT offers 7 Series luxury for almost €27,000 less than the M-styled entry point of BMW’s largest saloon car.

There are reasons why people haven’t sat up and taken notice, though. This is an ungainly-looking car from the outside, especially viewed from behind, but that fastback shape offers a few advantages. With the seats folded flat there’s more storage space than in a 5 Series Touring and the powered tailgate makes even the largest loads easy to get inside. This can also be opened like a stubby saloon boot, though only through using a button on the key fob, which sounds like a gimmick but is quite useful for stopping the contents of your boot getting wet when opening a sizeable hatch is the only alternative.

The Gran Turismo weighs in at around 300kg more than the Touring, and it shows on the road. It doesn’t feel quite as tight to drive as either the saloon or Touring, but claws some of its disadvantage back with sublime high-speed comfort and refinement. The four-cylinder engine doesn’t blunt this much, either, happily hauling its two tonnes around and returning 6.5l/100km on long trips. There’s a little bit of diesel noise at low speeds and high throttle loads, but it’s otherwise unobtrusive, helped by the eight-speed automatic gearbox.

Actually, that’s the most important point. The 5 Series Gran Turismo may not be the best-looking of BMW’s large executive line-up, but behind the wheel you’re unlikely to care too much. This offers a sprinkling of class-above motoring for a considerably lower price, and with this new diesel engine it now has the right drivetrain for the corporate market too.

Verdict

Tax costs and residual values are a little behind the equivalent 520d Touring, but the Gran Turismo represents surprising value for money if you can live with the way it looks.