BMW 530e Priced From $51,400 In US, Best Value In Its 5-Series Lineup

2 months ago by Jay Cole 63

BMW 530e iPerformance looks to be a very strong offering in the US after recent aggressive pricing

BMW 530e iPerformance looks to be a very strong offering in the US after recent aggressive pricing

BMW has prices its new 530e iPerformance Sedan for the US, and like the 740e announced before it, the plug-in 5 Series is the best, and least expensive trim level for the model when the federal credit is factored in.

BMW 530e iPerformance arrives this Spring

BMW 530e iPerformance arrives this Spring

Arriving this Spring (think late March) as a 2018 model year, the base 530e iPerformance Sedan starts at $51,400 (+$995 DST), while the all-wheel drive, 530e xDrive iPerformance Sedan starts from $53,700 (+$995 DST).

The 530e has yet to be rated for its plug-in abilities in the US, but has a European NEDC rating of 45 km/28 miles from its 9.4 kWh battery.

From seeing how other similar BMW powertrain products (with similar batteries) have been rated in the US (the 740e nets 14 miles with its 9.2 kWh battery), we expect a “real world”/EPA rating of about 18 miles/30 km.

As for the pricing itself, the 530e and 530e xDrive are both expected to come with a $4,668 federal credit, which effectively lowers the MSRP to $46,732 for the base model, and $49,032 for the all-wheel drive edition.

Even without the federal credit, the plug-in version is only $1,000 more, an exceptional value for electrification to be sure.  Put inside the 5 Series lineup, the plug-in offerings lineup like this:

  • BMW 530e – $46,732
  • BMW 530e xDrive – $49,032
  • BMW 528i – $50,200
  • BMW 528i xDrive $52,500
  • BMW 535i – $55,850
  • BMW 535i xDrive – $58,150
BMW 530e iPerformance Interior

BMW 530e iPerformance Interior

Some rare extra room in the back (for a plug-in) can be found in the BMW 530e

Some rare extra room in the back (for a plug-in) can be found in the BMW 530e

Looking at the new 530e/530e xDrive, there really would seem to be no reason to not opt for the BMW over the standard petrol models.

The 530e features 248 net hp, and a 0-60 mph time of 6.0 seconds, whereas the 528i puts out 240hp and a 0-60 mph time of 6.1 seconds in comparison.

What is the potential sales level of the 530e in the US?  

It is hard to say, as 5 Series sales have been on the decline for BMW for quite awhile as the current generation fades away.  Still the company managed to sell ~2,700 a month of the older petrol version in 2016, and ~3,700 the year before.  We expect the new 5 Series lineup to return closer to former glory when it arrive in early 2016, perhaps around ~4,000 copies a month.

Hopefully, the sharp pricing means we will be logging a lot of BMW 5 Series sales this Spring!

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63 responses to "BMW 530e Priced From $51,400 In US, Best Value In Its 5-Series Lineup"

  1. R.S says:

    That is even a good deal, if you don’t factor in incentives!

  2. Trollnonymous says:

    ““real world”/EPA rating of about 18 miles/30 km.”

    That’s even less/lamer than the PriusPrime…..lol

    Way to jockey for last place there BMW.

    1. Nix says:

      If you want more range, get an i3 or i3 REX. It isn’t like BMW doesn’t offer other alternatives.

      1. R.S says:

        Thats what people often don’t realize when they criticize every new BMW for its lack of range, they have multiple vehicles to choose from.

        At a very low premium you can get their vehicles as plug ins, thats a good thing, and if you want more range, get the i3. A Malibu hybrid, without a plug, is $2750 more than a similarly equipped Malibu, for the 5 series it is just $1200 more and you get a plug with it. Add in incentives and a huge portion of new 5 series sales will go to the 530e.

        1. Koenigsegg says:

          All the vehicle choices suck

          Why can’t they offer an EV that looks like a 5 Series and has the range of the i3?

          It’s either looks/no range. Range/dorky looks

          1. Trollnonymous says:

            Because the ICE is their bread an butter.

          2. Trollnonymous says:

            Chances are, this car will be built and sold in small number and will be out of stock…..but wait! Take a look at this ICE version that’s here today……

      2. Trollnonymous says:

        i3 = Fugly with an extra chromosome.

  3. Yogurt says:

    Great deal even without incentives…
    Priced at a level where you could see BMW replacing all convential ICE with these…
    The other thing that makes it a great deal is all of the stress that the EV motor takes off of the engine prolonging its life…

  4. unlucky says:

    Where do the batteries go? Can I put skis/snowboard in it using fold down seats or a passthrough?

    Kudos to BMW for offering an AWD plug-in sedan. This could sell in Northern California because of that.

    But if the batteries spoil the trunk it could be a reason not to get it over the others.

    And then finally of course many non-kudos to BMW for doing the minimum. Another short-range plug-in. Better than nothing and it does drive apartment complexes to install EVSEs. But it’s still disappointing.

    1. Nix says:

      According to this story, part of the choice for the smaller battery size is so that it won’t reduce trunk space, or intrude into space needed for the AWD pieces. So there is a good chance that the seats will still fold down, but I can’t find confirmation.

      “this battery pack is placed so as to not diminish storage space in the trunk; and xDrive all-wheel-drive is available as an option.”

      https://cleantechnica.com/2016/12/28/bmw-530e-iperformance-goes-sale-early-2017/

  5. David Murray says:

    This is similar to the Prius Prime, in that there is just no good reason to go with the standard model, once tax credits are factored in.

  6. Nix says:

    “Best Value In Its 5-Series Lineup”

    That’s why they have a small battery. Because you can’t have a big battery, and also be the best value in their line-up. As battery prices drop, they can keep this value proposition while increasing battery size.

    They are very well positioned for the end of Federal tax incentives by taking this approach.

    For all the EV purists, this car isn’t for you. For you they build their i-Series vehicles. Everything doesn’t have to be just for you.

    This is for their current mass market customers who wouldn’t consider buying any EV at all, must less paying a premium for one. This is for people looking to be able to afford a 5-Series, but need a price friendly and operation cost friendly alternative.

    Cars like this get PHEV’s into the hands of more people, and that’s a GOOD thing, and will replace about 6,000 miles of driving on gas with driving on EV power. Once those people get hooked on the EV driving experience, they will be the ones pushing for more range.

    The move to EV’s is a marathon, not a sprint. Having the PHEV in a lineup be the most affordable vehicle (instead of costing a big $$ premium) is a great step forward in the long term.

    1. DJ says:

      What would an extra 10kWh worth of battery cost? I suspect right around $2,500. They still could have had the price around when the rebate is factored in. And yes while not everyone can qualify for it I am willing to bet a huge % of the people buying a 5 series would.

      1. Nix says:

        It isn’t just the cost of the battery, it is also the battery size and weight. And the federal tax incentive won’t be with us forever.

        I personally believe it is a long-term strategic mistake for any car maker to make any decisions for any 2018+ Model Year cars that assume the tax incentive will still exist.

        1. DJ says:

          Well clearly it’s more than just the cost. Are the batteries in this the 60Ah or the 94Ah? I’m not saying stick in 60kWh batteries but I suspect they could somewhat easily fit another 10kWh and double the AER and make it a car that most people in the US could use solely for their daily commute.

          BMWs rebate will be around for quite some time and by then I suspect they’ll be able to cram more in while consuming less weight and size.

          Realistically yes this is better than nothing, by far, but for me I pretty much want it to be 40 miles AER minimum. Otherwise I, and many others are burning gas daily. I’d actually love to replace my Gen 1 Volt with something like this but I like driving on free electricity (from solar) too much I guess 🙁

          1. DJ says:

            Ok well I kind of wrote that wrong but you know what I mean. I really wonder whether they used the most recent battery tech like the i3 or if they’re going to be putting the prior gen in.

            1. Nix says:

              I haven’t seen what cells they are using yet, but there is even a valid argument for using older tech cells.

              If they use the older cells, they might be saving enough money that they can keep the price margins that they have right now. Where if they used the newer cells like the new i3, it might cost them more and ruin the PHEV’s “best in value” position in their lineup.

              Tesla actually did this with the Roadster and Model S. They didn’t go with the absolute newest, most powerful 18650 cells that were just hitting the market. They used cells that were more available and a better value for the price. It is a valid design choice.

              I think everybody who posts here (including me) would love to see more range on pretty much every PHEV and EV. Volt GEN II owners still say they want more range too. Even BMW i3 REX buyers like more range, despite the EV range dwarfing even the Volt. So I think you are singing to the choir when it comes to more range. That comment can pretty much be put into stories about every single car on this forum.

              I guess I’m just more focused on More Buyers, not More Range! *smile*

              1. DJ says:

                Ya, agreed. More range on a PHEV is always a good thing but I do think at some point it’s not worth it. I don’t know where the sweet spot is exactly but I suspect it’s somewhere between 30 and 60 miles of real world AER for a PHEV at least for a few years. That should be enough to handle what 80% of the miles while not unnecessarily adding cost, weight, space, etc. to the car that is rarely used.

                1. Nix says:

                  With PHEV’s “sweet spot” is so personal that it is nearly impossible to generalize.

                  Especially when the PHEV version of a car is actually the best value in the lineup. When you are paying less than the ICE car in the lineup, and getting a superior driving experience, the sweet spot would be lower than if you have to pay a premium to get the PHEV over the ICE.

                  For somebody who drives 5 miles to work, 5 miles back, does 2 miles in errands, and charges on 110v, this car as it is now is their personal sweep spot.

                  Same for somebody who drives 10 miles then charges at work before driving home/errands.

                  But I get what you are saying. Personally for me, the beginning of my sweet spot is somewhere in the mid 20’s for a large car or SUV, and low 30’s for a small to midsize car. Both would save around the same amount of gas each year compared to an ICE in the same class/size, saving around 10-12K miles worth of gas consumption. Below that I have a hard time justifying paying a price premium for a PHEV over the ICE.

                  But I’m not a zero-gas purist at this early point of the transition to BEV’s, so my sweet spot would be very different from somebody who wants to be free of buying gas for their own car. That sweet spot would probably be 150+ miles in EV mode, with some sort of small range extender only coming on in true emergencies when fast charging wasn’t available. Or a 200+ mile pure EV with no gas option. Very different sweet spots for different personal needs.

              2. Hans Blix says:

                Hybrid batteries are not the same as bev batteries. Higher discharge/charge rates (C) and more cycles. I would assume the same is true for plug in hybrids. For europe the range would be enough for most city commuters. A 50% range increase with the next generation would reach the requirde range for us commuters?

                1. Nix says:

                  Yes, the current range is definitely optimized more for the EU market instead of the US market. Especially in select city centers where EV operation has financial benefits under the law. It also helps with CO2 based car taxes.

                  The range is currently perfect for the US market for anybody who can charge at work, or for anybody with a shorter than average commute. But for folks with average to above-average commutes who can’t charge at work, range would need to roughly double to suit the needs of many of those folks who drive further than typical drivers in a day.

                2. Terawatt says:

                  Except BMW (and VW) use the same cells, even the same modules, for their BEVs and PHEVs.

                  To say BMW offers a choice because there’s the i3 is silly. I happen to like the i3a lot, but it’s clearly a very different BMW and not at all the same as if they offered a BEV version of the five series.

                  If the car had twice the battery capacity it would be passable as a green car. Like this it’s not going to make a big difference, even when new. As the years go by and capacity gets ever smaller many buyers won’t even bother to plug in anymore.

                  Even the Volt on average uses mainly fossil energy, according to GMs own numbers. Many of the cars in that fleet are first generation, but even so, this shows how important it is for a PHEV to have sufficient capacity for virtually all everyday driving if it is to dramatically reduce emissions and overall energy use.

    2. WadeTyhon says:

      Very good post, could not agree more. Space is also an issue with these conversions. The less intrusive the battery is the better. From what I have read, the placement of the battery under the seats means that the trunk space isn’t eaten up the way most conversions are.

      Performance is also key. BMW could possibly squeeze out a few more miles by crippling the EV performance of the PHEV models. Several other manufacturers do this.

      But from what I have read, most of the BMW PHEV models perform on par or better than their gas models, at least in acceleration. Although I have only driven the i3 myself (and ridden in an i8) so I can’t speak from personal experience.

      18 miles can make a huge difference if the vehicle is charged daily. And the small size can be charged overnight or during a work day on a regular wall outlet.

      1. Nix says:

        I agree. Interestingly, so do many Ford Fusion PHEV owners. Their cars “only” get around 20 miles of range, pretty similar to this. But even with trunk intrusion that this car isn’t supposed to have, Ford manages get sell a fairly impressive number of them anyways.

    3. Jean-Francois Morissette says:

      +1

    4. Larry Al says:

      You could put a bigger battery in it, if you remove the ICE.

  7. DJ says:

    Nice start BMW. If only this had like 40 miles of AER 🙁

    I mean seriously you’d think that the federal rebate (up to the full $7,500) would have offset the price increase. Yes I know that is only a US rebate but still.

  8. Nix says:

    A standard BMW 528i will burn about 550 gallons of gas in a year (based on EPA estimates).

    Even just 18 miles EV range could reduce this down to 300 gallons a year, saving around 250 gallons a year. (YMWV)

    That’s pretty close to saving the same amount of gasoline that is saved by selling your Prius, and buying a pure EV.

    If the BMW 530e owner charges at work and at home, they will actually save MORE gas per year than replacing a Prius with an EV.

    Putting 530e’s into the hands of people who wouldn’t even consider owning a Prius (much less a pure EV) is a very good thing. We need cars of all shapes and sizes and levels of luxury to start using at least some electricity at this relatively early point in EV adoption. This is a good thing.

  9. speculawyer says:

    Well . . . it is cheaper than a Tesla Model S.

    That is the only reason why I could see someone buying this instead of a Model S. I think the sales number reflect that fact.

    1. DJ says:

      Yes, it’s a lot cheaper than the Model S. If that is really the only reason why you can see than you need to open your eyes a bit 😉

      1. Get Real says:

        LOL, serial anti-Tesla FUDster DJ can’t see the forest for the trees with speculawyer’s excellent observation.

        Absolutely BMW did this car at this price point lower then the Model S to try and stop the bleeding in sales/money lost to the superior Tesla.

        Just wait until the Model 3 is in production and BWM, MB, Audi, Cadillac, etc are getting a huge sales/profits enema in mid-range segments courtesy of Tesla.

        1. DJ says:

          You guys really need to lay off the kool aid… There are many reasons to buy this car over the Model S, of yes which being basically 1/2 the price is a big one.

          I am actually not anti-Tesla. You numnuts just don’t see that. I suppose it’s because I’m just not a zealot who has his head up Elon’s ass like some of you 😀

          1. John in AA says:

            I’ll bite — if the prices were equal what would the other reasons be?

            And not for nothin’, adding a smiley doesn’t make schoolyard insults any more of a respectable debating technique.

            1. DJ says:

              Well let’s see. For some people not wanting to sit around while their charges up a couple hundred miles is extremely important.

              A car that looks to have a much nicer interior and no huge touchscreen is again nice to many.

              How about getting your car serviced in a reasonable time frame?

              For the Europeans how about a car that can actually go it’s top speed for an extended period of time without having to dial it back well back.

              Do I really need to keep going on?

              And to the last point like I care. Why don’t you tell the person who started the name calling that… 🙂

              1. speculawyer says:

                “For some people not wanting to sit around while their charges up a couple hundred miles is extremely important.”

                Who drives for 200 miles then comes home and then wants to immediately drive 200 miles again? No one.

                LOL, when you trolls have to invent scenarios that don’t happen in real life just to find something to whine about then you have already lost.

                1. DJ says:

                  I drove from San Diego straight up to Napa stopping solely for gas, pee breaks, and food to go so clearly there are people that do it. Hell I drove to Chicago doing the same actually. No sleep. So clearly people do it. A lot of people do it between LA and SF all the time.

                  Guess you don’t know what you think you know 🙂

                2. Terawatt says:

                  I agree that with 200 miles or more range you will at most need one charging stop in a day and should never drive non-stop all day anyway (until the car does the driving itself).

                  But actually there are situations where the real range drops far below the nominal range. On the German Autobahn is one example. Going over a mountain in northern Norway in temperatures below -40 Celsius is another. You may encounter closed roads and need to keep warm while waiting many hours! Towing a caravan for your summer vacation is something a Model X can’t do nearly as well as a cheap, ordinary diesel.

                  EVs are getting good enough for most of us all of the time very quickly. But it’s still true that they are far from able to replace ICE for everyone all of the time.

                  I think range extended EVs with 30 kWh or so of battery capacity are good for the edge cases. They are as good as BEVs in everyday use and as good as ICE in those few cases where people need huge energy reserves. Unlike ICE-hybrid PHEVs they can also be made more efficient because the generator can run only at its most efficient – it doesn’t need a wide power band: https://chargedevs.com/tag/free-piston-linear-generator/

              2. bogdan says:

                Europeans can’t drive at high speeds for extended period of time on highway. Only germans can.

                U need to learn that the world is a bit larger than Germany alone. U are obviously from Germany, because u only see the importance of high speed on highway. Think outside the box.

                Besides, the germans who want to drive at high speed for extended period of time, buy the 5 series diesel.

            2. Hans Blix says:

              E.g. The Bmw is more luxurious (get some options of course) and has a better finish. Also the Cd is lower compared to model s afaik.
              Why are people here so … about tesla. Lots of respect for bringing the first good looking long range bev. But there are also other good cars around. And some companies exist to earn money. (I am aware that for tesla it is expected when model 3 rolls out in larger numbers..)

              1. John in AA says:

                BMW’s interiors aren’t my cup of tea but if you like that kind of thing, that’s the kind of thing you’ll like. (I was surprised to see the other poster calling out the big Tesla display as a minus, though. I guess it’s really true that you can’t please everyone.)

                I was very surprised to see the new 5 series is claimed to have a 0.22 Cd, especially considering how boxy its appearance is. Thanks for the info.

                1. DJ says:

                  I don’t get it. Who wants a friggin 17″ screen in their car? Obviously I don’t. I don’t have a problem with a smaller one whatsoever, and in fact I think they’re very nice to compliment physical buttons but I guess call me old school in that I like actual buttons. They’re a hell of a lot easier to find when you’re driving in pouring rain at speed 😀

                  In CA I can get a ticket for simply holding my cell phone since Jan 1st meanwhile somehow it’s completely acceptable to have to look at some huge screen and click on a bunch of buttons to get it to do what you need it to do. I don’t get it. Navigating through that screen can be a lot more dangerous than clicking a couple buttons on my phone when I bring it up to eye level.

                  1. John in AA says:

                    Is your opinion based on having driven one for at least a few days?

                    1. DJ says:

                      It’s actually been a result of being in one. It doesn’t take long to realize it’s not as user friendly as actual buttons are although it can do a hell of a lot more given that buttons can’t have sub buttons and those have sub buttons like menus on a display can.

                      Clearly people buy things all the time that contain things they don’t want.

                      Or are you suggesting that everyone bought a Model X actually wanted the Falcon Wing doors, the huge front windshield, the poor folding seats, or in the case of the Gen 1 Volt the Maytag washereque like center console, or only 2 back seats?

                    2. John in AA says:

                      All I can say is my own experience (from driving, not just being in, one, which is different of course) is exactly the opposite — see my reply just below.

                      As they say, YMMV.

                  2. Trollnonymous says:

                    I agree. The bigazz screen is a major distraction. Physical buttons you can braille search for the button you want. The screen you can’t.

                    And yes, I have tried to use that screen before and IMHO, if you have to click on something a few times to get to the control you need then that’s engineered “distracted driving” by design because you have to look at the screen to do it, but then shouldn’t your eyes be on the road??????

                    1. John in AA says:

                      You don’t mention whether you tried it once or twice, or long enough to get a real feel for it — at least a solid few hours behind the wheel.

                      YMMV of course but my own experience was that although my attitude about touchscreen was much like yours before, I was won over. The large size seems to me what makes the difference — the controls can be made big enough to not be fiddly or hard to hit. The high contrast helps too.

                      By comparison, the radio in my old Audi had plenty of physical buttons and knobs and was an ergonomic nightmare. By and large, I was more facile with the Tesla controls within a week than I was with the Audi in a year.

                      As for DJ’s “who wants it”… apparently about 107,000 people and counting? (Not including Model 3 preorders of course, even though they evidently want it too.) Certainly IRL nobody ever has anything but compliments for the thing.

              2. bogdan says:

                Have u seen the BMW autopilot in action?
                Well, u certainly did’t.
                I did and it’s like: DON’T DO THIS AT HOME!

                These are inferior cars since Tesla came along, that’s why people around here are all about Tesla, get it?

          2. speculawyer says:

            1/2 the price? Base Tesla Model S is $68000 and qualifies for the full $7500 tax-credit.

            $46,732 is not half of $68,000 . . . and gets a smaller tax-credit.

            You are not very good at math I guess.

            1. LEAF_n_PiP says:

              BMW 530e is priced at $51,400+$995-$4,668=$47,727.
              Tesla Model S 60 is priced at $68,000+$1200-$7500=$61,700.

              Therefore, the Tesla costs $13,973 more than the BMW, or about 29.3% more than the BMW. In California, the Telsa would receive a $2500 state rebate as a full electric whereas the BMW would only receive a $1500 state rebate as a plug-in hybrid, cutting the difference down another $1000.

  10. speculawyer says:

    Wait . . . what? It is thousands of dollars CHEAPER than the similar ICE-only models? Well that is weird. That is the complete opposite of every other car with ICE and PHEV options. I guess the ICE version is some performance car?

    That is certainly interesting. Perhaps they realized that the plug-in was competing against the Model S and they realized that no one would buy it if it were similarly priced.

    1. Get Real says:

      You nailed it again speculawyer with this:

      “Perhaps they realized that the plug-in was competing against the Model S and they realized that no one would buy it if it were similarly priced.”

  11. tom911 says:

    CA HOV sticker?? Please make it so….

    If Volvo and Audi (A3 e-tron) can do it – why can’t BMW??

    1. DJ says:

      It’s got a plug so why wouldn’t it be eligible? Genuinely asking.

      1. tom911 says:

        Lot’s of other restrictions to get an HOV sticker in CA. Warranty on emission system and other things. The First Volts did not qualify nor does the current X5 40e or 330e.

        1. DJ says:

          “The first Volts did not qualify nor does the current X5 40e or 330e.”

          I didn’t know about the current X5 40e or 330e at all. Thanks for the info.

          https://driveclean.ca.gov/pev/Costs/Vehicles.php

          That really surprises me.

      2. tom911 says:

        What models will qualify?
        Qualifying vehicles will be posted to this web page. In general, vehicles that meet the Transitional Zero Emission Vehicle or TZEV requirement qualify. These can include plug-in hybrid (PHEV) and hydrogen internal combustion engine (hydrogen ICE) vehicles. In order to be certified as an TZEV, PHEVs and hydrogen ICE vehicles must:

        Meet California’s most stringent tailpipe emission standard
        Have zero evaporative emissions
        Have a 15 yr/150K mile warranty on the emissions system and;
        Have a 10 yr/150K warranty on the zero emission energy storage system.
        Not all PHEV and hydrogen ICE vehicles will meet these requirements.

        https://www.arb.ca.gov/msprog/carpool/carpool.htm#FAQ

  12. tom911 says:

    Hopefully some very attractive BMV incentivized leases will show up as well. Hoping for less than $500 per month with MSD’s and a low MF.

    If they really want to sell this car then is should have an CA HOV sticker.

  13. trackdaze says:

    All academic really seeing that the 330e was effectively sold out world wide many months in advance on pretty low volumes.

    One suspect dealers will be well versed in guiding many disappointed buyers into conventional metal based on waiting times.

    1. Warren says:

      My brother went to Weatherford BMW and turned in his 2014 335i and picked up a 2017 330e with no problems. Depending on what the actual AER range turns out to be, I may pick up a 530e as a perfect compliment to my 2017 i3 BEV.

  14. William says:

    Well, its available in AWD, which is huge. No one is talking about that. AWD PHEV are like unicorns

    1. Trollnonymous says:

      Yeah but they neutered the AER to below PriPrime range, that’s the killer. The alternative is that goofy Golf cart i3 with REX.

    2. John in AA says:

      Agreed. If they’d come out with it three years ago I’d probably be on my way to a BMW dealership right now. As it is, it’s too little, too late to compete for my car dollar — but if the gas tank is more important to you than the battery and you want AWD it’s, what, this, the Panamera and the Cayenne?

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