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It’s pricier, too, and the styling still won’t be to all tastes, while this 640i isn’t our pick of the range.

And despite the new car being, on average, 115kg lighter than the model it replaces, it can’t match a 5 Series for agility.

There’s less crispness to the steering response and a little more body lean, even with our car’s optional variable dampers and standard rear air suspension.

Buyers can also opt for adjustable backrests, which tilt electronically by up to six degrees for greater comfort on long journeys.

Customers previously complained about the 5 GT’s compromised boot, too, so BMW has added an extra 110 litres (now 610 litres) with the rear seats in place and an additional 100 litres (up to 1,800 litres) with everything folded flat.

But the outgoing 5 Series Gran Turismo has sold somewhat slower than its quirky cousins.

Just 631 found homes in Britain last year – less than one per cent of the brand’s total UK output.

If you want a Gran Turismo that stays flat and level you can specify four-way air suspension with active roll stabilisation, but we’d argue that if you’re so dead set on sharp handling you’ll always be better off with a 5 Series.

The hushed six-cylinder engine in our 640i test car was impressively refined and punchy, too.

Our flagship petrol will struggle to return 35mpg, while CO2 emissions of 187g/km puts it in the second highest company car Benefit in Kind tax band.

All models apart from the 640i come with a choice of rear or all-wheel drive, though the flagship model is x Drive only.

Those stepping out of the old 5 GT will find it a more spacious place to be, too, as BMW has ditched the previous car’s theatre-style seating in favour of a lower rear bench.