BAVARIA REBUILDS THE EV BRIDGE
Model BMW 530e Engine 1998cc 4cyl, dohc, 16v, turbo + elec motor Max power (combined) 215kW Max torque (combined) 420Nm Transmission 8-speed automatic Weight 1835kg 0-100km/h 5.9sec (claimed) Economy 2.3L/100km Price $122,900 On sale Now
COMPETITION around the BMW 530e is thinning. With Lexus ending the GS sedan and Audi skipping forward to an all-electric A6, the 530e stands as one of two choices for a midluxury large sedan with hybrid power.
Its other category rival is the Mercedes-Benz E300e at $123,500, a whisker more than $122,900 BMW before on-road costs and options.
To concentrate just on the 530e, though, inside you’ll find standard equipment like wireless charging and smartphone mirroring, electrically adjustable front sports seats, auto high-beams, auto wipers, customisable interior lighting and a head-up display.
This is leftover specification from the 520i. The 530e then takes things further with premium Harman Kardon audio, lumbar support and heating for both the front seats, a powered bootlid, adaptive suspension and some M Sport brakes to build upon the 520i’s M aerodynamics package and the M
Sport suspension.
It’s safe as it is luxurious, as well, since the 5 Series scored a five-star ANCAP rating back in 2017. Active safety systems include adaptive cruise control, lane-keep assist and warning, blind-spot monitoring, stop and go assist, surround-view cameras and cross-traffic alert. Seven airbags are included as standard.
But for all its glamour, the 530e offers only a few clues to its ecofriendlier nature. Among them are a battery charge meter to the right of the instrument cluster screen and a chargeflap on the front right guard.
Perhaps the most obvious indicator is in the boot, where batteries under the rear seat have slashed cargo capacity from 530 litres down to just 410. The boot can still swallow a pair of large suitcases, but a ramped floor means it’ll be trickier loading them into the space.
While we’re on batteries, BMW has upgraded the capacity of the 530e’s lithium-ion pack from 9.2kWh to 12kWh, boosting range and outputs. Charging takes longer, understandably, now claimed to need 3.6 hours (up from 2.9) when plugged into an AC outlet.
More battery capacity helps the electric motor sustain its maximum 80kW output during the 2.0-litre petrol engine’s peak power spread, where it produces 135kW between 5000rpm and 6500rpm. Together, the petrol engine and electric motor can now deploy a total of 215kW during short bursts when Sport or Sport Plus driving modes are activated. That’s 30kW more than before.
The extra battery capacity also fattens the electric motor’s torque rating from 250Nm to 265Nm. However,
though the engine is rated at 300Nm, the combined torque output of the hybrid system remains 420Nm.
BMW claims 0-100km/h in 5.9sec, beating the old version by 0.3sec, even though it’s also gained weight across the range. The 530e now tips the scales at 1835kg, up from 1770kg, but astonishingly, these extra kilos have not punished fuel consumption.
Its electric-only driving range has increased from 43km to 67km with the extra battery capacity, representing a 35 percent gain. Meanwhile, the 530e’s claimed fuel consumption on an ADRapproved combined cycle, according to BMW, remains a scarcely believable 2.3L/100km.
We squeezed 45km from the 530e in electric-only mode on Melbourne’s freeways, drawing down the battery’s initial 80 percent charge to zero. We estimate the 530e could go for another 8km or so if you begin fully juiced, putting its electric-only range at around 53km.
After this, we charged the 530e through a wall socket (it has no fast DC charging capability) for a couple of hours before tackling another test route over more urban roads and eventually winding our way up a
mountain. We unplugged the 530e with a 50 percent charge and took off in Hybrid mode, allowing the powertrain to balance the demands of the motor as it saw fit.
This partly explains why after our second 170km test route, the
530e returned 7.2L/100km, which is 4.8L/100km thirstier than the official combined consumption claim.
We didn’t hold back, however. We augmented the hybrid drive mode with every appropriate sub-mode, i.e. Sport for the corners, Eco Pro on the highways and Adaptive for around town. Whatever mode is engaged, however, it’s worth noting the petrol engine and electric motor work seamlessly together. The engine switches on and off almost imperceptibly, with only a quiet burble to announce its return.
But our favourite mode drive mode is Xtraboost. Turned on through the centre screen in Sport mode, the engine stays on longer to charge the battery, keeping it primed for short bursts of acceleration. The extra hit of power makes the turbocharged foureven cylinder engine seem like it’s packing an extra pair of cylinders.
At the heart of the 530e is a hybrid system that brings extra refinement and emissions-free driving. If you lived within 50km of work, you would rarely fill the 530e’s tank if you could plug it in to charge overnight at home.
The ‘e’ badge does come at a new premium. Whereas the previous 530e was priced lineball with a 530i, this version adds another $3000. If you wanted to earn back that difference through fuel savings by using electric power alone, you would need to complete about 30,000km of electric driving (assuming fuel costs $1.50 per litre and you charge with a no-cost electricity source such as your own rooftop solar).
Overall, the electric powertrain helps emphasise the luxury of the 5 Series’ quiet cabin. It’s also quicker, more refined and just as capable as the 530i.
And while cross-country travellers would struggle to see the value in the hybrid system without DC fast charging capability, the 530e makes a lot of sense for the eco-conscious city dweller – if you can resist the appeal of a Mercedes or BMW electric SUV.