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New BMW 530e PHEV offers more range, optional intelligent all-wheel drive

BMW is increasing the efficiency and variety of its electrified models for the upper mid-range segment. The latest battery cell technology contributes to increasing the electric range of the BMW 530e Sedan plug-in hybrid model to between 61 and 66 kilometers.


In addition, the latest-generation BMW eDrive technology has reduced the combined fuel consumption and CO2 emissions levels by more than 20% from 1.8 to 1.6 liters per 100 kilometers (147 mpg US) as well as by 41 to 36 grams per kilometer*. The combined power consumption of the BMW 530e Sedan is now 14.5 to 13.6 kWh per 100 kilometers.

Parallel to the market launch of the BMW 530e Sedan, the BMW 530e xDrive Sedan is also available immediately (fuel consumption combined: 2.2 – 2.0 l/100 km (118 mpg US); combined power consumption: 15.4 – 15.0 kWh/100 km; combined CO2 emissions: 49 – 46 g/km), which combines the advanced plug-in hybrid system with intelligent all-wheel drive. The electric range of the BMW 530e xDrive Sedan is 55 to 58 kilometers.

The new lithium-ion high-voltage battery of the BMW 530e Sedan and BMW 530e xDrive Sedan has a gross energy content increased from 9.2 to 12.0 kWh with no increase in physical size. Due to this increased capacity, the main share of day-to-day driving can be conducted electrically thereby reducing local emissions to zero. The high-voltage battery is housed space-savingly under the rear seat so that luggage compartment volume compared to the conventionally driven versions of the BMW 5 Series Sedan is limited only to a minimal degree. The storage volume in the BMW 530e Sedan and the BMW 530e xDrive Sedan is 410 liters.

The plug-in hybrid system of both models consists of a 2.0 liter 4-cylinder gasoline engine with BMW TwinPower Turbo Technology generating an output of 135 kW/184 hp as well as an 83 kW/113 hp electric motor, which is integrated into the 8-speed Steptronic transmission. Together they develop a system output of 185 kW/252 hp along with a maximum system torque of 420 N·m.

The BMW 530e Sedan accelerates from 0 to 100 km/h in 6.1 seconds. The BMW 530e xDrive Sedan completes the standard sprint in 6.2 seconds. The top speed of both models is 235 km/h (146 mph).

Intelligent energy management enables optimally efficient operation of the hybrid system. In order to further improve efficiency and driving pleasure, navigation data are also used for determining the ideal operation mode pro-actively. The driver can also influence the drive mode with the eDrive button.

In the AUTO eDRIVE standard setting, purely electric driving is possible up to a speed of 110 km/h. After switching to the MAX eDRIVE mode, the BMW 530e Sedan and the BMW 530e xDrive Sedan can travel at speeds of up to 140 km/h (87 mph) with zero local emissions. An acoustic pedestrian protection function is part of the hybrid-specific standard equipment. When driving electrically with speeds of up to 30 km/h (19 mph), an unmistakeable sound, designed specifically for electrified BMW models, is generated to alert other road users without impairing the acoustic comfort of the vehicle occupants.

The BMW 530e Sedan and the BMW 530e xDrive feature an auxiliary air conditioning system. The interior can be pre-conditioned remotely via BMW Connected using a smartphone. In addition, almost the entire range of 5 Series Sedan optional equipment is available for both plug-in hybrid models. The offer ranges from Adaptive Suspension and light alloy wheels in the sizes 17 to 20 inches to especially stylish and high-quality optional equipment by BMW Individual and the driver assistance systems Driving Assistant Plus and Parking Assistant Plus.

BMW Live Cockpit ConnectedDrive with its fully digital display design is also available as special equipment. It includes a high-resolution instrument cluster with diagonal screen dimensions of 12.3 inches behind the steering wheel and a 10.25 inch control display. The scope of customisable displays in the BMW 530e Sedan and BMW 530e xDrive Sedan further include hybrid-specific depictions, which show electric range, charging status, the location of public charging stations as well as other information.

The BMW Group conducted a full-cycle CO2 certification for the new BMW 530e Sedan—from raw material procurement, the supply chain, production and the use phase, all the way to recycling.

This revealed the CO2 footprint of the new BMW 530e Sedan to be 23% smaller than that of the new BMW 530i Sedan when running on average European power in the use phase. When charging the car with green energy, its CO2 footprint is reduced by as much as 47%.



This is another model example of meaningless emissions figures that the overlords consider to be a true representation of efficiency. Legal yes meaningful?
There is absolutely no information contained within this spun advert to the consumer vis: ' bunny'.
Maybe someone far clevererer than I could make sense of all those numbers. Any takers?
Heck maybe the rig is a good thing - how would anyone know?


Actually, the difference between revealing a partial truth and telling a lie is not all to great. A partial truth intentionally leads someone to misinterpretation and more than likely to a false conclusion. The initiator can always point out that he never told a lie - but alas - was falsely understood, even though the primary intention was to be misinterpreted.
Such "verbal fencing" is not an asset of e. g. our POTUS; he just lies point blank.


I am sure it is fab, but I would like an 520e with a smaller (or derated) engine and lower cost. Don't BMW have a 1.5L petrol engine ?
Another question - which is better for PHEVs - gasoline or diesel - I ask this knowing that the fuel may be in the tank for a long time as very little will be used most weeks.

On the consumption and emissions figures - I agree, there are two models (e and x) and two measurement approaches (WLTP and NEFZ) and a range of figures for each configuration; so only 8 numbers.
+ as it is a PHEV, the ratings vary a whole lot depending on how many long trips you do.
Simple ...


All could be understood if we had grams per kilometer or city highway average to the ice motor with no change in battery state. At least that would allow comparison across species.
That ain't gonna happen with advertising execs running the world?

Roger Pham

People who care about lower emission would try to drive on electricity as much as possible, and don't worry about the stated emission numbers. This brings up the second point: A PHEV would do better if it has as small an ICE as possible, while having a bigger battery to permit longer daily commute on all electricity. I feel that the 2.0 liter engine is too big, especially when mated with an 8-speed transmission. An 1-liter 3-cylinder engine would weigh half as much, and even a lot less when mated with a tiny CVT.

BMW X3xDrive 30e does not take optimal advantage of dual-power-plant redundancy capability of a PHEV, due to having 2-wheel drive with the e-motor mated to the 8-speed transmission, instead of having 4-wheel drive with the engine driving the front axle and e-motor on the rear axle. So, if the transmission is to fail, the vehicle would be stalled, though with just engine failure, it can be driven using the e-motor alone, and vice-versa.

BMW uses too big an engine which necessitates a too-big-and-heavy 8-speed transmission which adds a lot to weight and cost, thus significantly reducing the appeal of PHEV's, which should be leaned toward more electric than ICE. The engine should be downsized to a 1-liter 3-cylinder turbocharged, which is much lighter, AND the use of a small and very-light CVT transmission which is MUCH, MUCH lighter than a monstrous 8-speed transmission required to handle TWICE the engine torque, that of a 2-liter turbocharged engine instead of the torque of an 1-liter turbocharged engine.

Imagine a predominantly-electric PHEV having:
1) 120-hp 3-cylinder turbocharged 1-liter engine with a small CVT in the front axle,
2) 130-hp e-motor on the rear axle
3) 15-kWh battery pack below the front seat or rear seat for ~45-mi AER.
4) 5-6-gallon fuel tank behind the battery pack.
Total HP = 250 hp. Total Range: 300 miles. 0-60 mph acceleration = ~5 seconds, due to much-reduced weight than that of the BMW X3 PHEV, comparable in acceleration to that of the Tesla Model 3. Yet, it has 50% higher AER than the X3 PHEV.

Now, then, a PHEV-version of Model 3 would be very cost-effective in comparison to the high cost of the long-range Tesla Model 3 right now. Without the engine and CVT, we would need additionally 55 kWh of battery in a long-range Model 3 for adequate range, PLUS 120-hp e-motor for fast acceleration.
The engine and CVT cost around $5,000 while displacing around $15,000 in extra battery, e-motor, and inverter cost = net $aving of ~$10,000.

So, a Model 3 in PHEV trim as above would cost $10,000 less than the BEV version. $45,000 - $10,000 = $35,000 with comfortable profit margin. Thus, the promise of $35,000 Model 3 would have been kept. So, a Model 3 PHEV would cost $35,000 in comparison to an equivalent BEV version costing $45,000, yet will offer full redundancies in both power plants as well as and energy sources.

The dual-power-plant redundancy is very important as the vehicle ages and starting having problems with power train. A 10 yo BEV with a worn-out battery pack will head to the junk yard, while a PHEV will still be driven even with a worn-out battery pack.


This is another improved interim PHEV with more electric only range for lower fuel consumption and lower pollution and lower GHGs.

An excellent interim solution, at least until batteries are improved to 500+ Wh/kg with cost close to $50/kWh or FCEVs are similarly improved for heavier longer range vehicles.


Poor Roger Pham, still hallucinating that a BEV company should waste a billion $$ on an engine. But you're right that BMW should offer its PHEVs with a turbo 3-cylinder, like the sadly ignored i8 powertrain. The engine engineers at BMW literally have to die off before it can realize that performance and AWD now come from batteries, not bigger engines.


To think that a 10 yo old battery pack is more economical to drag about as dead weight is a damming incitement of industry practice .
Battery dead ? That's alright just this it away is a big contribution to unsustainable lifestyles.
Standard format modules should be required for type certification.

Roger Pham

Tesla is very important because only Tesla BEV's are selling, while the rest aren't. If Tesla is to make PHEV's, those would sell above and beyond what PHEV's are available now.
Tesla does not have to invest any money to develop an engine. Just form a joint venture with an independent engine company, like Yamaha Engine company, who has engines available already, thus minimize the development cost.
Making PHEV's will save Tesla $Billions in investment in battery production, and will allow profitability that Tesla is sorely lacking right now.

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