In this case, the U.S. audience is one that might be considering a Honda Civic or Toyota Corolla, but let’s not get caught up in details.

If recent sales figures are any indication, 27% of the 2011 Jettas sold will be diesels.  Indeed, Volkswagen announced plans to quadruple its overall sales in the U.S. over the next eight years to 800,000.  Currently 37% of Volkswagens sold in the U.S. are diesel and, if this figure holds, that would translate to ca. 296,000 diesel-powered VWs for 2018.  (See Diesel Economics 200 for a complete discussion of diesel sales in the U.S.)

We spent several days driving the new Jetta (both in diesel and petrol variants) in the Bay Area and we’ll report on that shortly. (The Diesel Driver was the only U.S.-based publication invited to drive the Jetta TDI at the launch.)  Suffice it to say for now that Volkswagen has done an excellent job in engineering in more than sufficient Fahrvergnügen and typical Teutonic driving dynamics into the Jetta.

(Fahrvergnügen is a word coined by Volkswagen for use in several past U.S. advertising campaigns.  It joins “Fahr” (from fahren, “to drive,” with Vergnügen, “pleasure,” to convey “driving pleasure.”)

For 2011, the Jetta has a new, sleek, elegant look that further differentiates it from the pack. It’s 2.9 inches longer and that translates to more room for the rear occupants as well as a more substantial appearance.  It’s an upscale look (think Audi) and one that should resonate with VW purists and German car fans alike.

It’s the price, however, not the design, that’s intended to attract Civic and Corolla buyers. For 2011, the base Jetta S starts at $15,995 (the 2010 Jetta S started at $17,605) and comes with a 115-hp, 2.0-liter petrol engine that once powered the third-generation Jetta back in 1993.  It’s nicely equipped for that price, with a five-speed manual transmission, air conditioning, power windows and mirrors, anti-lock brakes, cloth upholstery, stability control, split folding rear seat, remote keyless entry, a four-speaker AM/FM/CD stereo with auxiliary input, and free maintenance for three years or 36,000 miles.

The Jetta S goes from 0-60 mph in 9.8 seconds (the automatic needs 11 seconds to get there) and uses 9.8 l/100 km (24 mpg) in the city and 6.9 l/100 km (34 mpg) on the highway.

The Jetta SE gets the current Golf and Jetta’s 170-hp, 2.5-liter five-cylinder engine.  Fuel economy isn’t really impacted despite an improved 0-60 time of 8.2 seconds (8.5 for the automatic) and 177 pound-feet of torque: the Jetta SE uses 10.2 l/100 km (23 mpg) in the city and 7.1 l/100 km (33 mpg) on the highway (all figures cited thus far are for the manual gearbox).  The SE also gets 16-inch wheels, cruise control, Volkswagen’s V-Tex leatherette upholstery, floor mats, body-colored outside mirrors with integrated turn signals, cruise control, illuminated vanity mirrors, a front center console with cupholders, a rear center armrest (also with two cupholders), interior lighting (glove box, vanity mirrors, reading lights), and chrome interior trim.

The SE will be priced at $18,955.  The $1350 convenience package adds 16-inch aluminum wheels, Bluetooth, Sirius satellite radio, two more speakers for the stereo, iPod connectivity, heated seats and windshield washer nozzles, and a leather multi-function steering wheel.  You can also add a sunroof and a touch-screen stereo with an SD card reader and built-in six-disc CD changer.

The SEL, starting at $21,395, gets all of the features of the SE plus 17-inch aluminum wheels, a touch-screen navigation system, chrome exterior trim, all-wheel disc brakes (the S and SE have drum brakes in the rear), and keyless access and push-button start.  There’s a sport package with a stiffer suspension and sport seats for $23,755.  You can also add a sunroof.

We’ve saved the best for last – as has Volkswagen, apparently: the Jetta TDI won’t be arriving until the end of the year.   Click here to continue.

For 2010, the  front of the Jetta SportWagen (known as the Golf Variant in other parts of the globe) was fitted with the new design language which replaces the older headlights and somewhat glitzy, vertical chrome grill with a sleek, cleaner front end and horizontal lines.  With V-Tex leatherette seating surfaces, leather-wrapped steering wheel, brake handle, and shift knob, the interior (which comes straight from the Golf VI) gives the Sportwagen the appearance, and to a degree, the feel of a much more expensive car.

These luxurious accents were complemented by the following, all standard: Sirius satellite radio (including six months of service), a ten-speaker AM/FM/CD stereo which can read MP3 CDs, a Bluetooth mobile phone connectivity with voice control, a 115V power outlet, an integrated roof rack, and a power sunroof. The 2010 Jetta models also come standard with a three-year/36,000 mile warranty which includes all scheduled maintenance as well as 24-hour roadside assistance for the warranty period.

My SportWagen came with the six-speed DSG transmission with Tiptronic, a dual-clutch transmission that uses direct shifting , automatically engaging and disengaging gears without the need for a clutch pedal.  The DSG transmission’s default mode is fully-automatic operation, but manual (and clutchless) shifting is also an option for drivers.

When it came to acceleration, however, the SportWagen’s pickup was a bit sluggish, which did not inspire confidence, for example, when attempting to enter highway on-ramps at speed.  
Volkswagen publishes a 0-60 mph figure of 9.5 seconds (the  Jetta sedan, which is a different car altogether, does the same run a full second faster).  At times acceleration felt delayed and abrupt when it did kick in, but once the car picked up speed, the ride and handling were smooth, whether on highways or suburban streets.

Fuel economy was superb: After a very busy week, including two roundtrips between Atlanta airport and my parents’ home 45 miles away, as well as numerous daily, shorter trips around Atlanta’s sprawling suburbs, I still had more than half a tank of fuel left when I dropped the car off at the airport. [While EPA estimates put city/highway fuel economy at 30/42 mpg (7.8 l/100 km/5.6 l/100 km), third-party certifier AMCI achieved 38/44 mpg (6.2 l/100 km/5.3 l/100 km) when testing the Jetta TDI in real-world conditions.]

The SportWagen offered plenty of storage space at 32.8 cubic feet in normal seating conditions and 66.9 cubic feet when the rear seats are folded down, but upon closing the trunk after stowing my luggage, the cargo-area flap did not flip back down automatically—it had a habit of staying up and blocking the rear window. At first, I didn’t realize this until after I was back in the driver’s seat and looked in the rear-view mirror. After getting back out of the car and pushing it down manually a few times, I finally got into the habit of putting the flap back down before I returned to the driver’s seat.

The Jetta SportWagen TDI comes with over 40 active and passive safety features including front, thorax, and side curtain airbags for both the driver and front passenger, as well as side curtain airbags for rear passengers, as well as anti-lock braking (ABS), anti-slip regulation (ASR), electronic differential lock (EDL), and Electronic Stability Program (ESP).. Blinkers are built right into side mirrors, and nighttime visibility was enhanced by dual reflector headlamps. It’s saying a lot that my mother, who is accustomed to the greater height, space and girth of family vans, felt completely safe and comfortable in the SportWagen.

Despite the slow acceleration, the VW Jetta SportWagen TDI offers great value in an attractive, fuel-efficient package.  Best of all, it’s eligible for a $650 U.S. federal income tax credit in 2010.

Eva Leonard is a contributor to The Diesel Driver and editor-in-chief of Business Traveler magazine.-

The Diesel Driver recently obtained detailed sales data from Audi, BMW, Mercedes-Benz, and Volkswagen, the four companies that currently offer diesel-powered passenger vehicles in the U.S. The data cover the first six months of 2010 and show that diesel sales continue to increase substantially. Indeed, if the trend holds, over 40% of buyers of cars for which there are diesel- and petrol-powered equivalent models will choose the diesel in 2010.

In Diesel Economics 102, we looked at 2009 figures for diesel sales versus comparable petrol-powered models as well as at select figures for 2010 models.

Given the fact that the diesel market in the United States, for all intents and purposes, was virtually non-existent a few years ago, the fact that 30% of all buyers chose a diesel variant in 2009 (versus the petrol equivalent) was noteworthy.

The new figures portend an even more interesting story for diesel in 2010.

The 2010 sales data show that two diesel models consistently outsold their petrol variant, namely the Audi A3 TDI and the Volkswagen Jetta Sportwagen TDI.  While the Audi oil burner barely edged out the gasoline model, with sales of 1546 cars versus 1478, the Jetta Sportwagen TDI, with sales of 10,314, outsold the non-diesel by more than 5 to 1.

In the aggregate, for the first half of 2010, 36% of buyers overall chose a diesel over the equivalent petrol variant

Some diesel models outsold their petrol equivalents in specific months.   In April 2010, for example, the BMW 335d outsold the 335i by a ratio of 6 to 5.  In May 2010, the BMW X5 xDrive35d outsold the X5 xDrive30i by a ratio of 6 to 1. The 335d outsold the 335i again in June, this time by a ratio of 7 to 5. In January, the Volkswagen Touareg TDI outsold the petrol Touareg by a ratio of 8 to 7.

Audi was the leader in the percentage of buyers choosing a diesel over the petrol variant:  for the first six months of 2010, 46% of A3 and Q7 buyers chose the diesel, for a total of 2600 cars.

In terms of pure volume, however, Volkswagen was the clear winner: VW sold 23,294 diesel-powered passenger cars during the same period – almost three times as many as Audi, BMW, and Mercedes-Benz combined.  37% of Volkswagen buyers chose a diesel over the equivalent petrol-powered vehicle.

BMW came in second in volume, with sales of 4,682 diesel-powered cars, with 37% of BMW buyers choosing a diesel.

In fourth place was Mercedes-Benz, the company that introduced the first passenger diesel car in 1936.  Mercedes sold 1,375 diesels during the first six months of 2010; 18% of buyers chose a diesel over the petrol equivalent.

More new diesel models are on the way.  Mercedes-Benz, which currently only offers sport-utility vehicles with diesel engines, will begin to offer an E-Class diesel sedan in September.  In addition, BMW has announced it will add two more diesel models to its line-up, including a 5er Series diesel, by mid 2011.  By 2014, according to Jim O’Donnell, president of BMW of North America, “10 to 20 percent of our mix will be diesels.”

A few months ago we reviewed the world’s fastest gas-electric hybrid, the BMW ActiveHybrid X6, and that title has now passed to the BMW ActiveHybrid 7.  This may sound like an odd title for a hybrid but, as we found out in our tests, it proves one can have fun and enjoy better fuel economy at the same time.

The previous version of the BMW 7er Series (the 7er Series was all new for model year 2009) was available in a limited-edition, duel-fuel hydrogen powered configuration and the engineers at the company were hard at work to create additional, green options for their customers.

Enter the ActiveHybrid 7.  Unlike the ActiveHybrid X6, which is a full hybrid that has an electric-only means of propulsion, the ActiveHybrid 7 is a mild hybrid, an approach that adds less weight and complexity (and cost) to the vehicle.  The mild-hybrid platform was jointly developed by BMW and Mercedes-Benz as an outgrowth of a cooperation that began in 2005 and Mercedes uses the same platform in the S400 that we reviewed last month.

A mild hybrid is a gasoline-fueled vehicle equipped with an electric motor that allows the engine to be automatically shut off whenever the car is braking, coasting, or stopped. A mild hybrid also uses brake energy regeneration to recover energy that would normally be wasted as heat through the brakes.  The integrated electric motor acts as a generator when coasting or applying the brakes and feeds electric power into the battery.    As a result, they do not require the same level of battery power and also do not achieve the same increase in fuel economy as full hybrids.

The ActiveHybrid 7 has an upgraded twin-turbo direct injection V-8 engine with a three-phase synchronous electric motor, giving it a combined output of 455 hp and maximum torque of 151 pound-feet.  The electric motor is positioned between the engine and the torque converter and power is transmitted via a new eight-speed transmission.

It also has almost the same amount of luggage space as the gasoline-only version as the 120-volt battery occupies only one cubic foot.

When the driver accelerates, electricity (from the battery) is fed back into the on-board power network and provides power directly to the rear wheels, relieving the combustion engine from this task.

All this translates into 0-60 mph in just 4.7 seconds with 15% better fuel economy than the (slower) 750i.

The ActiveHybrid 7’s transmission uses start-stop technology to avoid engine idling when stopped, although other systems such as air conditioning remain operational as power is supplied through the lithium-ion battery.  Similar to the ActiveHybrid X6, it is equipped with light-alloy Aero wheels that reduce drag.

The car’s Central Display (see video below) can provide a detailed real-time view of the interaction between the V-8 engine and the electric motor including the current charge level of the battery and the real-time flow of energy.  A bar graph that shows the current efficiency over the past fifteen minutes is also available.

In terms of safety, the high-voltage system is fully insulated and the battery is protected by a steel housing.  In the event of a collision, the entire high-voltage system is immediately switched off.

After all this, you may wonder how the ActiveHybrid 7 drives.  I spent a week with the ActiveHybrid 7, driving it on twisty mountain roads, highways, and city streets, and I was hard-pressed to tell the difference between it and the V-12 powered 760Li when hitting the accelerator.  The start-stop feature is reasonably inconspicuous although a quick move from brake to gas can result in a bit of a jerk.  Thanks to the tiny battery and mild hybrid system, the 7er’s weight distribution was preserved, which bodes well for handling (this is one of the reasons BMW uses different hybrid systems in the X6 versus the 7er).

The firm and responsive ride was adjustable via the four driver-selectable settings in the Driving Dynamics Control system.  Set for sport, the ActiveHybrid 7 attacked twisties with a vengeance.  On some pot-holed New York City streets, I didn’t notice the bumps go by.

The fuel economy I got during that week, however, served as an excellent reminder that I was, indeed, in a hybrid vehicle.  It consistently got 3 mpg more than the 750i in city driving, averaging 20 mpg.  My overall fuel economy for the week was 24.5 mpg.

Best of all, the ActiveHybrid 7 qualifies for a $900 IRS Alternative Motor Vehicle Credit.

The awards, which are organized by Engine Technology International, are judged by a panel of 65 automotive journalists from 32 countries and have been awarded annually since 1999.  The engines, which this year included gasoline, diesel, and hybrid-electric, are ranked on driveability, performance, economy, and refinement.

The BMW 2-liter twin-turbo diesel won the in the 1.8-liter to 2-liter category and is found in the BMW X1 xDrive23d, the BMW 123d, and the Mini Cooper S.

The entire engine block is made of aluminum, which resulted in a weight reduction of 20 kg from earlier models.  It uses third-generation Bosch common rail injection and produces 204 hp along with fuel consumption of 5.5 l/100 km (42.7 mpg).

This is the second time this particular engine has been recognized by the International Engine of the Year judges; it won the Best New Engine category in 2008.

The judges’ comments were telling.  Dave VanderWerp from Car said that the engine is “the most responsive, linear and eager-to-rev diesel that I’ve ever driven. Plus it returns impressive fuel economy.”

Matt Davis, a freelance journalist with outlets such as AutoExpress in the United Kingdom, was also impressed.  “Stunning how much this small-capacity diesel feels like the best V6 gas engine ever built,” he commented.

Previous diesel winners include the Mercedes-Benz Diesel 2.1-litre (2009, in the 2-liter to 2.5 liter category), the BMW 3-liter twin-turbo diesel (2006, in the 2.5-liter to 3-liter category), and the Fiat-GM 1.3-liter diesel (0205, in the 1-liter to 1.4 liter category).

Other 2010 award winners include the Fiat 1.4-liter MultiAir Turbo (Best New Engine of the Year), the Toyota 1.8-liter Hybrid (Best Green Engine of the Year), the Volkswagen 1.4-liter TSI Twincharger (in the 1-liter to 1.4-liter category), the Audi 2.5-liter five-cylinder turbo (in the 2-liter to 2.5-liter category), the BMW 3-liter DI twin turbo (in the 2.5-liter to 3-liter category), the BMW 4-liter V-8 (in the 3-liter to 4-liter category), and the Mercedes-AMG 6.2-liter (in the above 4-liter category).

In the period from 1998 through 2008, BMW reduced its overall energy consumption by 26% and the emission of CO2 by 24% per produced vehicle.  This comes from multiple innovations in manufacturing, including many at the BMW plant in Spartanburg, South Carolina, which obtains 63% of its energy from methane gas from a nearby landfill. This allowed the plant to reduce its CO2 emissions in 2006 alone by 53,593 tonnes.  BMW has also reduced its water consumption per manufactured vehicle by 47% since 1996.

So it was not surprising when BMW, in September 2006, introduced the BMW Hydrogen 7. The Hydrogen 7 is equipped with a dual-mode 12-cylinder internal combustion engine based on BMW’s 12-cylinder 6.0-litre gasoline engine used in the 7er Series.

The BMW Hydrogen 7 was the world’s first hydrogen-drive luxury performance automobile for everyday use (n.b. BMW previously built hydrogen-powered test vehicles, such as the 750HL, but they were not put into production).

The 203.9”-long Autobahn cruiser came equipped with every conceivable option, including BMW’s Comfort Seats, which feature 14-way power adjustment; Active Roll Stabilization, an active suspension control system designed to reduce body-roll, or lean, when cornering; Bluetooth wireless technology connecting the mobile phone to the car; Comfort Access, which allows the driver to leave the key in his pocket to unlock, start, and lock the vehicle; the iDrive cockpit controller; and the Logic7 Audio System, with Digital Signal Processing (DSP) and 13 speakers.

The Hydrogen 7 went through the standard BMW product development process and was produced in Dingolfing, Germany, alongside other production BMWs, including the gasoline-only and diesel-powered 7er and 5er.

Indeed, given Volkswagen’s long history with diesel in the U.S. (only surpassed by Mercedes-Benz in this area), it’s not surprising that almost 50% of Jetta buyers opted for the diesel version of that car.

The 2010 Touareg gets its name from the nomadic Tuareg people, believed to be descended from the ancient Saharans.  The Tuareg operated the trans-Saharan caravan trade that connected the major cities on the southern edge of the Sahara for two centuries.  What the Touareg also gets from its namesake is excellent off-road handling, thanks to great ground clearance and a permanent all-wheel drive system with low-range gearing.

The Touareg shares its platform with the Audi Q7 and the Porsche Cayenne and provides many of the amenities of the more expensive vehicles at a reasonable price, including rear parking assist, Bluetooth, satellite radio, heated front seats, dual-zone climate control, and a power tailgate.

Inside the cabin, one has to look at the badge on the steering wheel to remind oneself that it’s a Volkswagen.  The high-quality plastics as well as the fit and finish are top notch as well.  The optional hard-drive-based satellite navigation system is fairly easy to use and got us where we needed to go.  The optional Dynaudio sound system has a great sound to it and the Lux Limited Package adds soft Cricket leather seats as well as metal trim and a good-looking ground effects kit to the exterior.

The 2010 Volkswagen Touareg comes with front-seat side airbags and full-length side curtain airbags, which played a role in the National Highway Traffic Safety Administration’s giving the Touareg a perfect five-star rating for frontal and side impact.

While I didn’t get to take the Touareg for a drive in the desert, driving it on city streets and highways was very satisfying. The ride was unquestionably firm and the interior was an oasis of quiet luxury. For a car of its size and heft, handling was surprisingly responsive.

The Touareg’s 3.0-liter TDI V-6 – while smaller than the petrol 3.6-liter V-6 – is an imperceptible 0.3 seconds slower but the 25% better fuel economy is palpable.  The car consistently delivered or exceeded the EPA mileage rating of 18 mpg city/25 mpg highway.

While the diesel Touareg isn’t for everyone, and the TDI costs $3500 more than the gasser before factoring in the tax credit, the price premium is less than for most hybrids and the stellar fuel economy for a vehicle this size can’t be beat.

A wide range of engines is available including six petrol engines, starting with the 116i (90 kW / 122 hp) and up to the 135i (225 kW / 306 hp) (available only in coupe and convertible form). The diesel range includes four engines, starting with the 115- hp 116d up to the 204-hp 123d. BMW doesn’t offer six-cylinder diesel engines in the 1er Series.

BMW Werk Leipzig builds as many as 730 cars per day, among them the BMW 1er Series three door,  the BMW 1er Series coupé, the BMW 1er series convertible, and the new BMW X1 SAV. The plant will soon build a trial fleet of the BMW concept ActiveE, an electric-drive vehicle similar to the BMW 1 Series Coupé.

The factory, designed by avant garde architect Zaha Hadid, has over 5000 employees and first opened in 2005.  The building looks more like an art museum than a factory, with sunlight streaming through glass walls and car bodies moving on a track over open workspaces and the cafeteria, bathed in an ethereal blue light.

Although my 120d 5 Door wasn’t built in Leipzig, I nonetheless decided to take it there for a visit.  The drive from Munich to Leipzig is ca. 425 km and the route takes us on the Autobahn A9 for all but 20 km of the route.

Our 120d came in an elegant space grey metallic with business navigation and multiple BMW EfficientDynamics fuel-saving options including regenerative braking and auto start-stop.

Regenerative braking recovers energy that would normally be wasted as heat through the brakes and the start-stop technology turns the engine off to avoid unnecessary idling when stopped

The Autobahn A9 (known as the A3 until a new numbering plan was implemented in 1974) runs from Munich to Berlin and is one of Germany’s oldest, the first stretch having been built in 1936 as part of the “Reichsarbeitsdienst” (a work program designed to reduce unemployment, introduced by the National Socialist regime). After German reunification, the A9 was expanded from two to a minimum of three lanes in each direction plus an emergency lane.

Moving away now from Autobahn history, the fuel economy we saw driving the 120d was equally interesting.  Our route on the A9 took us from Munich past Ingolstadt (home of Audi), Nürnberg, and Bayreuth, before reaching Leipzig and exiting onto the Bundesstraße B87.

The 120d’s engine puts out 177 hp (130 kW) with a combined fuel economy rating of 4.7 l / 100 km (~ 42 mpg in the EU test cycle.  The EU test cycle has three components: city or urban driving (the first 800 seconds of the test), highway or extra urban driving (the next 400 seconds), and combined (the complete cycle).

On a 300-km stretch with an average cruising speed of 120 km/h (75 mph), the 120d only used 4.5 l / 100 km or 52 mpg.  This figure beats the combined fuel economy figure and comes very close to the highway (extra urban) figure, which is calculated at a slower average speed (see chart).

The New European Driving Cycle

The New European Driving Cycle represents the typical usage of a car in Europe and is used to measure fuel economy and emission levels.

In Diesel Economics 101, we looked at the price points for diesel-powered automobiles in the U.S.  In Diesel Economics 102, we analyze current sales figures for these cars.

While the U.S. market for diesel-powered automobiles is nowhere close to the European market in size, where diesel sales comprise over 50% of the new-car market. Despite the fact that there are relatively few models available, diesel sales are on the rise.

In the U.S., where a comparable diesel model exists, such as in the case of the Audi A3 (A3 and A3 TDI) or the BMW X5 (X5 xDrive30i and x5 xDrive35d), 30% of buyers on average chose the diesel model, according to an analysis of 2009 new-car registration data released by Bosch, the company that developed and manufactures the common rail diesel technology used in most modern diesel autos.

The Bosch analysis shows that the average percentage of registrations for cars with clean diesel engines were:

• Audi A3 TDI: 20%
• Audi Q7 TDI: 30%
• BMW 335d: 8%
• BMW X5 xDrive35d: 17%
• Mercedes-Benz GL 350 BlueTEC: 18%
• Mercedes-Benz ML 350 BlueTEC: 13%
• Mercedes-Benz R 350 BlueTEC: 12%
• VW Jetta TDI (Sedan and Sportwagen): >49%
• Volkswagen Touareg TDI: 33%

As impressive as they are, these figures don’t even begin to tell the whole story.

The Diesel Driver’s careful analysis of the first four month’s of BMW’s diesel model sales shows that, in some cases, diesel sales are actually exceeding sales of the equivalent petrol-powered model.

Take for example, the BMW 3er Series.  In the U.S., the BMW 335d is available only as a four-door sedan (internal code E90).  In order to make an accurate comparison, its sales can only be compared to the 335i sedan.

For the first five months of 2010, 38% of buyers of 335-class BMWs chose the diesel-powered version.  In April, 54% chose the diesel.

For BMW’s X5 Sport Activity Vehicle, 36% of buyers, over the same five-month period, chose the equivalent diesel model (the X5 xDrive35d) versus the petrol-powered offering (the X5 xDrive30i).  In May, 85% chose the diesel.

It’s equally revealing to analyze at the percentage of hybrid-electric cars chosen when there is an equivalent petrol-only model.  For calendar year 2009, only 8% of Camry buyers opted for the Camry Hybrid, a model that has been on the market far longer than most diesels.  In the same period, only 10% of Ford Escape buyers purchased the hybrid model.

These impressive sales figures beg the question, when will European car makers start to offer more diesel models in the U.S.

BMW is one of several car makers that has announced its intention to bring more diesels stateside.  In addition to the X5 diesel and 335d that are currently available, two more diesels will make it to these shores within the next 12 months including a 5er Series model, most likely the 530d.  Jim O’Donnell, president of BMW of North America, recently promised that, “[B]y 2014, between 10 and 20 percent of our mix will be diesels.”

The basic 5er Series configuration hasn’t changed since 1972: front engine, rear-wheel drive, 50-50 weight balance, good mixture of ride comfort and handling, and room for four adults with luggage.  Since its launch, more than 5.5 million of the 5er Series have been sold.

The 5er Series is the epitome of the big German sedan and 50% of BMW’s profits come from this model.

So the introduction of a new 5er Reihe (5er Series) is critical for the company.  At the company’s 2010 annual meeting a few days ago, Norbert Reithofer, BMW’s Vorstandvorsitzender (CEO), announced that BMW has “received considerably more orders than planned” for the 5er Series, adding that the 5er Series “will be a key driver of sales, image and profit for the BMW Group.”

The sixth generation 5er Series loses the unusual styling of its polarizing predecessor and pays homage in many respects to the 5er Series models that preceded it.

While it would be overly simplistic to say that BMW has returned to the one sausage/three lengths principle, the new 5er looks more like a part of the BMW family BMW (and quite similar to the new 7er Series) than its predecessor ever did.

In Europe, buyers get a choice of four petrol and three diesel models.  The U.S. market currently gets two petrol models, the 535i and the 550i but more models, including a diesel, are on the way.

To get to know the new 5er better, I spent a week with the 530d.  I started in Munich, drove 366 kilometers to Prague, and took several drives in the Czech countryside,  including a 360-kilometer roundtrip from Prague to Třebíč (Trebitsch) , and the return trip back to Munich.

The car is aggressively elegant.  To quote BMW chief designer Adrian von Hooydonk, “The 5-series is designed to express autobahn speed even when standing still.” The multiple contours on the sculpted hood and sides add a layer of depth not present in earlier models.  People who walked over to look at the car puzzled over the hood, trying to discern if it were indeed concave or convex (it’s both).

The interior mirrors the layout of the new 7er, with richer materials and softer, supple leather.  The wood trim looks more like wood (even though BMW doesn’t use imitation wood) and the Comfort Seats are even more comfortable than before.

BMW has returned to a driver-oriented cockpit (something abandoned in the previous generaton 5er) and the cabin ergonomics are perfect.  Everything is placed exactly where the driver needs it to be.  Although there are some differences, the dash looks as if it came directly from the 7er.

Indeed, the 5er Series gets the 7er’s high-resolution 10.2” Central Information Display, which doesn’t wash out in direct sunlight.  The new, more intuitive menu structures, improved menu navigation, and ergonomic iDrive controller with shortcut buttons carry over directly from the 7er.

Although I wasn’t in the passenger seat for more than a few hundred kilometers, I did find less knee room than I hoped for, possibly thanks to the configuration of the glove box.  (I found the 3er coupé, in which I was a passenger a few days later to Italy to have far more room in this respect.) On the other hand, rear passengers benefit from a few extra inches thanks to a three-inch (7.6 cm) increase in the wheelbase.

The 5er Series gets some features that even the flagship 7er doesn’t get, most notably automatic parking.  Now possible thanks to electric power steering, the system uses ultrasonic sensors to see a parking spot and determine if it’s large enough.  If the space is 1.2 meters (4 feet) larger than the car, the push of one button starts a process that automatically provides the necessary steering inputs while the driver modulates vehicle speed.  I only tested this feature twice but it worked perfectly each time.

While I wasn’t a fan of the previous 5er’s active steering, the new version includes rear steering that shortens the turning circle and (according to BMW) improves high-speed stability, a claim I would not doubt.

Optional Dynamic Driving Control allows the driver to choose from Comfort, Normal, Sport, and Sport +, thereby selecting settings for the adaptive shocks and the controls vary jounce and rebound characteristics independently and steplessly, throttle response, and active anti-roll bars.

Driver assistance systems are particularly well-integrated into the car and the more I spend time in cars with these sophisticated systems, the more I become convinced that they are a necessity, not a luxury.  Everyone is subject to a car’s blind spot, so, unless you are driving a convertible, blind-spot detection (a light blinks if there is a car in the blind spot) has universal appeal.  Ditto for the lane-departure warning system that makes the steering wheel vibrate if the car wanders out of the lane.  Far too many accidents take place when drivers momentarily lose their focus (or worse, fall asleep) at the wheel.

Equally useful are an active cruise control system that can bring the car to a complete stop and resume when appropriate and the swiveling adaptive headlights, reminiscent of the Citroën DS, which move along with the steering wheel.

While I can’t argue that night vision with pedestrian detection adds a layer of safety, and I like BMW’s implementation of it in the Central Information Display compared to the way Mercedes-Benz places it in the instrument cluster, it’s still too expensive to have mass appeal or impact.

One fairly inexpensive but useful feature is the High Beam Assistant, which detects light sources (such as taillights or the headlights of oncoming traffic or street lamps) in the vicinity and dips the headlights according to traffic conditions.

Cameras abound in the new 5er. 
Not only are there two in the front bumper and one adjacent to the rearview mirror, but each exterior mirror gets one as well and one is mounted near the rear number plate.  The Top View system (introduced on the new 7er Series) combines these images into useful displays that give additional guidance (beyond the excellent Parking Distance Control system) when parking in cramped quarters.  Side View displays images from the front to monitor traffic before entering a street.

The diesel starts up with a purposeful growl.  Once underway (which can take a few moments since the safety detents on the gear selector require a ritual sequence of button pressing in order to change gears), the three-liter engine, introduced last year, delivers massive amounts of torque.  The car weighs a mere 30 kg (66 pounds) additional compared to its petrol equivalent but it goes from 80 to 120 km/h in just 5 seconds (the petrol-powered 528i takes 7 seconds for the same exercise).  Indeed, it’s hard to reconcile this amount of power with its miserly use of fuel.

Although the fuel consumption that I saw in 1400 km with the car wasn’t bad – an average of 8.9 l/100 km (26 mpg) on my first leg – it was still not as good as I had expected and nowhere near the 5.3 l/100 km  (44 mpg) fuel usage BMW reports from the EU test cycle for highway driving.  It was also not as good as the fuel economy I saw driving the larger and heavier 730d 18 months ago, which used only 7.4 l/100 km (32 mpg).

This could very well have something to do with how this particular car was broken in – and the fact that I averaged 180 km/h on the German Autobahnen and 140 km/h on the Dálnice 5 and encountered stop-and-go traffic enroute several times (my drive in the 730d was somewhat slower given speed limits of 130 km/h  in Austria and Slovenia).

I’ve owned two 5er Series, the classic E39 5er Series and the controversial E60, and my current daily drive is a BMW 335d.  To me, the new F10 is the best of all worlds.  It combines the essence of the E39’s classic lines, takes in the lessons learnt in the integration of electronics and suspension, and provides the blistering torque and fuel economy of BMW’s new clean diesels.

THE NEW BMW 530d

FIVE GENERATIONS OF THE BMW 5 SERIES

DRIVING THE NEW 530d TO PRAGUE