2023 BMW 5 Series

The volume 530i/530i xDrive uses BMW's B48 2.0L turbo I4 rated at 248 hp @ 5,200-6,500 rpm — no 48V mild hybrid on the four-cylinder in this G30 generation (that arrived with the G60 for 2024). The lineup climbs to 335 hp (540i) and 523 hp (M550i xDrive).

B48 turbo four delivers 258 lb-ft (350 Nm) from 1,450 rpm, a flat mid-range that flatters the car in traffic. The 540i's B58 inline-six makes 331 lb-ft and the M550i's twin-turbo V8 553 lb-ft.

BMW claims 5.8 seconds for the 530i xDrive volume trim and 5.9 for the rear-drive 530i; instrumented tests land within a couple tenths. Mid-pack for a mid-size luxury sedan, with much quicker trims available above it.

The B48 four is quiet at cruise and essentially lag-free off the line thanks to a twin-scroll turbo, and reviewers repeatedly describe its delivery as unusually smooth for a four-cylinder. It still lacks the seamless top-end sweetness of the 540i's B58 inline-six and can sound busy under full throttle, and without the 48V system the G30 four-cylinder's stop-start restarts are more noticeable than the G60's.

Every 2023 5 Series uses the ZF 8HP eight-speed Steptronic automatic, a long-standing industry benchmark — imperceptible upshifts, decisive kickdown, sensible ratio selection, and a manual mode that holds gears properly on the paddles.

BMW xDrive is optional on the 530i, 530e and 540i and standard on the M550i xDrive, so all-wheel drive is available across effectively the whole 2023 range. The system is a mature rear-biased setup with brake-based torque vectoring and drive modes, but it is a road-oriented AWD with no low range or terrain hardware, and it is not standard on the volume trim.

Four genuinely distinct powertrains within the 2023 5 Series: 2.0L turbo I4 (530i), plug-in hybrid (530e, ~288 hp combined), 3.0L turbo I6 with 48V mild hybrid (540i), and twin-turbo 4.4L V8 (M550i). That covers efficiency, mainstream and performance buyers, with an electrified option on the menu — short only of a full-EV variant, which did not arrive under the 5 Series name until the i5 for 2024.

EPA rates the volume 530i xDrive at 26 mpg combined on the B48 turbo four with the ZF eight-speed. Respectable for a 4,000-lb all-wheel-drive luxury sedan, but with no hybrid assistance in this final G30 year it trails the mild-hybrid and hybrid rivals in the class.

EPA city rating of 23 mpg for the all-wheel-drive 530i. The engine has auto stop-start but no electric assist, so stop-and-go driving costs it roughly two mpg versus the rear-drive car and well over that versus a full hybrid.

32 mpg highway is the 530i xDrive's strongest EPA figure — tall top gears and a slippery body make it an efficient long-distance cruiser, only one mpg behind the rear-drive version.

EPA lists 468 miles of total range for the 530i xDrive from its 18.0-gallon tank. That is a genuine one-tank interstate range and one of this powertrain's better attributes, though a good way short of the 600-mile figures diesel-era and larger-tank rivals post.

EPA estimates $2,900 per year to fuel the 530i xDrive at 15,000 miles annually. The premium-fuel requirement is what pushes it high: at 26 mpg combined the volume of fuel is unremarkable for the class, but the per-gallon price is not.

Every gas 2023 5 Series is rated on premium gasoline — EPA lists it as "recommended" rather than strictly required, so the engine will run on lower octane with reduced output, but BMW's own guidance is 91 octane and the EPA cost estimates assume it. There is no regular-fuel or flex-fuel option anywhere in the range, which is a permanent surcharge on every mile.

NHTSA has never crash-tested the G30 5 Series — the SafetyRatings API returns no vehicle records for model years 2017-2023 and 'Not Rated' across every metric for the two 2022 body styles it does list. A 4.5-star estimate sits above the neutral 4-star default because the same body earned Good in all six IIHS crashworthiness evaluations and a 5-star Euro NCAP result.

The 2023 5 Series carries a Top Safety Pick+ award (the 2022 award, which IIHS states also applies to 2023 models) with Good ratings in all six crashworthiness evaluations. It falls short of a top-band score because the G30 was never subjected to IIHS's updated side test or updated moderate overlap test with the rear-passenger dummy — it did not qualify for a 2023-criteria award, and the successor G60 did.

Active Driving Assistant is standard on the 530i and bundles frontal collision warning with city collision mitigation (low-speed AEB with pedestrian detection), active blind-spot detection, lane departure warning, rear cross-traffic alert and speed limit info. Adaptive cruise control and any lane centering are locked behind the $1,700 Driving Assistance Professional Package — a real gap for a luxury sedan in 2023, when full-speed ACC was standard on mainstream compacts.

IIHS rates the standard front crash prevention system Superior in the vehicle-to-vehicle evaluation — collisions avoided outright in both the 12 mph and 25 mph runs — and Advanced against pedestrians. Strong results, though the system is marketed as low-speed 'city collision mitigation' and the pedestrian result is one tier below the vehicle-to-vehicle one.

Active Blind Spot Detection is standard and goes beyond alert-only — it adds a steering-wheel vibration warning and corrective steering counter-force — and rear cross-traffic alert is standard as well. Front cross-traffic alert requires the Driving Assistance Professional Package, which keeps it out of the very top of the band.

Only lane departure warning is standard; Active Lane Keeping Assistant with side collision avoidance and true lane centering come with the optional Pro package. The G30-generation system centers competently on well-marked highways but is a generation behind the G60's stereo-camera stack and reviewers note it wants frequent torque input.

Active Cruise Control with Stop & Go is a refined full-speed-range system with smooth braking and a well-behaved Traffic Jam Assistant, and BMW's calibration is among the better ones in the segment. It is optional rather than standard, and 2023 was the year semiconductor shortages caused BMW to build some 5 Series cars without ACC availability at all.

Extended Traffic Jam Assistant offers genuine hands-free driving with driver-gaze monitoring, but only below 40 mph and only on mapped limited-access divided highways, and only if the optional Pro package is fitted. That is a traffic-jam feature rather than the full-speed highway coverage of Super Cruise, BlueCruise, or the G60's own Highway Assistant.

IIHS rates the 5 Series' headlights Acceptable — standard across every trim, which is what earned the TSP+ award, but one tier below Good. LED projectors with high-beam assist are standard; adaptive LED units are optional and did not lift the rating.

The G30 predates the tallest-beltline sedan styling and reviewers single out its generous glass area, particularly to the rear, as better than segment norm. A rearview camera and parking sensors are standard and a surround-view camera is optional, though the thick C-pillars still leave an over-the-shoulder blind zone.

IIHS rates LATCH ease of use Acceptable: two complete sets of lower anchors in the outboard rear positions plus a center tether anchor, with easy top tethers but lower anchors that are hard to maneuver around. Rear legroom is generous for a mid-size sedan, so seat installation is workable rather than cramped, but three-across is a squeeze.

The G30 5 Series is a conventional five-seat executive sedan; no 2023 US trim offered a four-seat rear-bench delete or any other seating configuration.

US aggregators publish 40.7 in without the glass roof and 38.8 in with it; the two-way power moonroof is standard equipment on every 2023 5 Series including the volume 530i, so 38.8 in is the figure an actual buyer gets. Ample for the class either way.

41.4 in is mid-pack for a mid-size sedan — adequate for tall drivers but short of the 43–44 in that class leaders and full-size sedans offer, and unchanged across the G30's US run.

The G30's tapered roofline costs rear headroom relative to the boxier full-size luxury sedans, but 37.5 in still clears six-footers in back. Sources vary between 37.5 and 38 in depending on whether the standard moonroof is accounted for.

36.5 in on a 117.1-inch wheelbase is genuinely usable for two adults on long trips but is not a strong number for the segment — the E-Class and A6 sit in the same range, and long-wheelbase full-size rivals are well clear of it.

530 litres is a large, well-shaped trunk with a wide opening and a standard rear-seat pass-through — one of the biggest in the mid-size luxury class, and a clear reason to pick the gas 530i over the battery-compromised 530e.

Storage is competent but conservative: a covered center bin, decent door pockets, a tray under the climate stack and a rear-seat pass-through to the trunk. There is no standout innovation — no underfloor bins, no giant console, no onboard AC power — and the wireless charging cradle that occupies the console tray is a package option rather than standard.

Front sport seats are standard and repeatedly singled out as long-haul-comfortable, with the optional Multi-Contour seats (Luxury Seating Package) adding massage and adjustable bolsters. Rear seats are supportive but flatter, and ventilation is a package option rather than standard on the volume 530i.

The G30 on its standard 18-inch run-flats rides plush yet well-damped — reviewers describe it as absorbing small bumps without float or isolation, one of the best-resolved comfort/control balances in the class. Adaptive dampers are optional; the run-flat tires still transmit sharp impacts.

Wind and engine noise are effectively suppressed at highway speed — reviewers report the four-cylinder as barely audible at a cruise and no meaningful wind noise — with only mild road roar from the run-flat tires keeping it out of the very top band.

Only dual-zone automatic climate control and ambient lighting are standard on the 530i — heated front seats cost $600 (Convenience Package), and ventilated/multi-contour seats, heated steering wheel, rear sunshades and remote start are further paid options. Rich equipment is available, but a $58k luxury sedan asking extra for heated seats is a real gap against rivals that include them.

The rear-drive 530i is the entry point to the 2023 (G30) lineup at $56,000 plus $995 destination; that sits well above the sedan normalization band's $55,000 ceiling, so purchase-price economics score at the floor.

530i xDrive is the volume configuration in the US (AWD dominates luxury mid-size sedan sales); at $58,300 plus $995 destination it is the starting point, and BMW's a-la-carte packaging means most cars leave with the Premium Package (heated seats, head-up display, Harman Kardon, remote start) and metallic paint, landing around $62,000.

German luxury sedan running costs sit at the high end of the sedan band even with the first three years of scheduled service covered by BMW Ultimate Care — years four and five fall outside both the 4/50 warranty and the maintenance program, when brakes, tires, and B48 turbo-four ancillaries come due.

The 5 Series depreciates faster than its class average, and 2023 is the run-out year of the G30 — the G60 replacement was revealed in May 2023 and reached US dealers that October, which pulls residuals on the outgoing car down further.

BMW's New Vehicle Limited Warranty runs 4 years/50,000 miles on all 2023 models — a year longer than mainstream 3/36 coverage but short of Genesis and Jaguar's 5/60 terms, so mid-band for the segment.

BMW does not offer a separate extended powertrain warranty — engine and drivetrain are covered only by the same 4-year/50,000-mile basic term, which is below the 5-year floor of the sedan normalization band and about half what Kia/Hyundai/Genesis provide.

The 2023 530i includes BMW Ultimate Care — 3 years/36,000 miles of complimentary factory-scheduled maintenance (oil, filters, fluids, spark plugs, wiper blades, brake fluid, multi-point inspections) — alongside 4 years of unlimited-mileage 24/7 roadside assistance and BMW ConnectedDrive service trials. That is multi-year included maintenance plus real perks, ahead of Lexus (1 yr/10,000 mi) and level with Genesis on term, though coverage is non-transferable to a second owner and brake pads/discs require the paid Ultimate Care+ upgrade.

$62,000 volume-trim price minus its estimated resale value after 5 years (44% retained, or about $27,280) leaves about $34,720 in depreciation. Add the projected $8,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $42,720 in total.

2023 is the seventh and final US model year of the G30 generation (2017-2023), so the volume 530i is a fully sorted carry-over car rather than a first-year build — it also retains the mature iDrive 7 rather than the iDrive 8 rollout that dragged on BMW's 2023 refresh models. J.D. Power rates it well within its 'Great' band, while Consumer Reports puts it around average for a new car, which is the mixed-but-favorable signal that places it above the sedan median.

BMW sits in the upper-middle of luxury-brand dependability — better than most German rivals in recent studies but clearly behind Lexus and Genesis, and its high out-of-warranty repair severity pulls the aggregate brand ratings down.

The G30's accumulated recall record is heavier than a mature generation would ideally show: the 2021-2023 5 Series is covered by BMW's engine-starter fire campaign (opened 26V056, expanded by 26V438), and the 540i/M550i additionally carry a driveshaft-to-differential recall that can cause loss of drive power or rollaway. Neither is a widespread engine or transmission failure, but a fire risk and a driveline/rollaway risk are more severe than the routine camera and software campaigns typical of the segment.

The volume 530i's B46/B48 2.0-liter turbo four in its post-2019 revised form, paired with the ZF 8HP eight-speed, is a well-proven combination by the end of the G30 run, and the 540i's B58 inline-six with 48V mild hybrid has one of the strongest high-mileage reputations of any modern turbocharged engine. Final-year production means the hardware had seven years of running changes behind it; the starter-motor campaign is an accessory-component issue, not a core engine or transmission fault.

The G30 cabin uses genuine materials where it counts — real metal finishers rather than metal-effect plastic, Sensatec or Vernasca leather, and dense soft-touch plastics throughout the upper cabin — and reviewers rate it a class-competitive mid-size luxury interior. The mark against it is age rather than substance: by 2023 the seven-year-old design looked plainer than a freshly redesigned E-Class or the incoming G60.

A final-year build of a mature platform out of BMW's Dingolfing plant delivers tight, consistent assembly with few reported rattles, and the 2023 5 Series avoided the first-year infotainment complaints that inflated defect counts on BMW's newly refreshed 2023 models. BMW's overall initial-quality standing remains only around industry average, which caps the score short of class-leading.

Roughly 340 franchised BMW dealers cover all 50 states, giving strong reach in metro and suburban markets, and luxury service satisfaction sits in the upper-middle of the segment — behind Lexus and Cadillac, generally ahead of Audi and Mercedes.

OEM supply is good and the G30 has healthy independent-specialist and aftermarket support, but out-of-warranty running costs are well above segment norms: run-flat tires, expensive brake and cooling-system service, dealer-level diagnostics, and a repair-severity profile that makes an unlucky year very expensive. The larger 5 Series components cost more than the 3 Series equivalents, so it scores a notch below its smaller sibling.

The 2021 LCI made the 12.3-inch Live Cockpit Professional pair standard across the range, so even the base 530i gets the largest screen BMW offered in the G30 — but it is a fixed 12.3 in with no larger option, which the G60 successor's curved 14.9 in display comfortably beats.

iDrive 7 in the G30 is fast, logically tiled and — crucially — still offers the rotary controller and physical climate and volume controls alongside the touchscreen, which reviewers consistently rate as one of the best-executed systems in the segment. Points off only for menu depth in the vehicle-settings tree and for being a generation behind iDrive 8.

Both Apple CarPlay and Android Auto are standard on every 2023 trim and both connect wirelessly — BMW has not offered a wired projection cable on this platform since 2020. Held just short of the ceiling because the wireless-only implementation means a phone charges only if the optional wireless charging pad is fitted.

BMW Intelligent Personal Assistant handles natural-language commands for climate, navigation and vehicle settings, and the cloud-connected native navigation with real-time traffic is genuinely good enough that owners use it rather than defaulting to phone maps. Not quite class-best: the assistant still misfires on compound requests.

The standard 12-speaker HiFi system is a genuinely good base audio rather than a token one, with a 16-speaker harman/kardon surround system in the Premium/Executive packages and the Bowers & Wilkins Diamond system available above it — a full three-tier ladder topped by one of the best OEM systems sold.

A 12.3-inch fully digital Live Cockpit Professional cluster is standard on every trim, crisp and mode-reactive with map projection into the gauge area. Its fixed layout with the reversed-sweep tachometer is less configurable than Audi's Virtual Cockpit and drew persistent criticism in this generation.

BMW Remote Software Upgrade delivers whole-vehicle over-the-air updates — not maps-only — pushed roughly three times a year and installable from the My BMW app, and the G30 is part of that fleet. It sits below the top band because BMW's releases add fewer genuinely new functions per drop than Tesla's, and the G30 is no longer the priority platform for new features.

The My BMW app is a polished, reliable app covering remote lock/unlock, locate, status, climate pre-conditioning and OTA delivery, and BMW Digital Key lets a compatible iPhone or Samsung/Google phone unlock and start the car with sharing for up to five users. Some remote services move to a paid subscription after the included term.

USB-C ports are provided front and rear plus a 12V outlet, which covers a family of four adequately, but wireless phone charging is a package option rather than standard on the volume 530i and there is no household AC outlet anywhere in the car.

Comfort Access keyless entry with push-button start is standard and BMW Digital Key adds phone-as-key on compatible handsets, but remote engine start is bundled into the Premium/Executive packages rather than standard, and the power trunk lid is a $600 Convenience Package item on the volume trim.

A backup camera and front/rear parking sensors with Parking Assistant are standard, and the optional Parking Assistance Package adds a surround-view camera with 3D view plus self-parking — Edmunds explicitly credits that camera for rearward visibility. Keeping 360-degree coverage and the automated park function behind an option box on a $58k luxury sedan holds the score down.

BMW's full-color head-up display is one of the best in the business — large, bright and rich with navigation and ADAS content — but on the 2023 530i it arrives only inside the Premium or $3,150 Executive Package, so it is not available as a standalone item on the volume trim.

Wide-opening rear doors, a flat-ish rear bench and an 18.7 cu ft trunk that swallows a stroller make daily kid duty workable, but IIHS rates LATCH ease of use only Acceptable — lower anchors are hard to maneuver around and only two positions have complete hardware — and 36.5 in of rear legroom means a rear-facing seat pushes the front passenger forward.

The crash record is strong — Top Safety Pick+ with Good in all six crashworthiness tests and a Superior front crash prevention rating — but the ADAS content families actually want is not standard: adaptive cruise with stop-and-go, lane centering and front cross-traffic alert all sit inside the $1,700 Driving Assistance Professional Package, and NHTSA never rated the car at all.

Four adults travel very well — quiet cabin, plush damping, supportive seats, a big trunk and around 470 miles of range between fill-ups — and rear sunshades and four-zone climate are available. Rear amenities are thin by default though: no rear screens, no standard rear USB-C fast charging story, and heated rear seats are an extra-cost option.

The B48 four and ZF 8-speed are exceptionally well calibrated for stop-and-go — lag-free tip-in, imperceptible shifts — and the light-effort steering, standard parking sensors and quiet, comfortable cabin make it a genuinely low-fatigue commuter. Only the non-48V stop/start restart and the optional-extra adaptive cruise keep it out of the top band.

26 MPG combined is respectable for a 3,900-lb luxury sedan but the car requires premium fuel, giving an EPA annual fuel bill of about $2,900 — and the consumables are luxury-grade: run-flat tires, BMW-spec service and out-of-warranty repair costs well above the mainstream. Buyers wanting cheap miles were pushed to the 530e.

At roughly 195 in long with a 39-ft curb-to-curb turning circle this is a big car in a city, and the surround-view camera and self-parking function are optional. Good outward visibility for the class, standard parking sensors and a standard backup camera keep it manageable rather than awkward.

BMW publishes no US towing rating for the 5 Series sedan and offers no factory hitch here, there is no bed or payload provision, and the only load space is an 18.7 cu ft trunk. It is not a work vehicle in any meaningful sense — the trunk and a rear pass-through are the whole story.

The B48/ZF 8HP combination is a durable, widely deployed drivetrain and the G30 chassis is proven, but everything around it is luxury-oriented: leatherette and wood trim, low-profile run-flats, air-suspension and electronic complexity, and repair costs that punish hard use. No fleet or work-duty reputation exists for this car.

There is no onboard AC power, no bed, no roof rails, no upfit ecosystem and no washable surfaces — the trunk has a carpeted floor and a couple of bag hooks. Nothing about the car is provisioned for jobsite use.

This is what the 5 Series is built for: a hushed cabin, plush-but-controlled damping, seats reviewers call supremely comfortable, and roughly 470 miles between stops (over 500 for the RWD 530i). The one deduction is that the fatigue-reducing adaptive cruise and Traffic Jam Assistant that make a 600-mile day easy are a $1,700 option rather than standard.

xDrive all-wheel drive is available across the range and is genuinely capable in snow, but the car is otherwise pavement-bound: sedan ground clearance, low-profile run-flats, no roof rails or crossbar provision, no tow hitch and no onboard power for camping. A gravel forest road is its limit.

The 18.7 cu ft trunk is one of the largest in the class and a rear pass-through handles skis, but it is still a fixed-aperture sedan boot: no hatch, no underfloor bin, no roof rack option, and split-folding rear seatbacks are an option rather than standard on the volume trim. Bulky gear simply will not go in.

The G30 hides its size well: a double-wishbone front end, near-ideal weight distribution and standard 18-in run-flats give secure, flat cornering with real composure, and reviewers describe it as handling 'with verve' while still riding well. It is a capable executive sedan rather than a genuine sports sedan — the M Sport chassis and adaptive dampers sharpen it further, but the volume 530i prioritizes composure over bite.

Accurate and naturally weighted with well-judged effort build-up, but the electric rack filters out the surface detail that made older 5 Series benchmarks — reviewers repeatedly call it 'nicely weighted but somewhat numb.' Variable Sport Steering is available and quickens the ratio without adding feedback.

Instrumented stops of about 108 ft from 60 mph are strong for a 3,900-lb luxury sedan, and the pedal is firm and progressive with none of the mushy travel that afflicts some electrified rivals. Vented discs front and rear, with M Sport brakes available.

The twin-scroll B48 turbo four responds essentially without lag and the ZF 8HP eight-speed shifts imperceptibly and kicks down decisively — one of the best drivetrain calibrations in the class. The G30 four-cylinder has no 48V mild-hybrid system (that arrived with the G60 for 2024), so auto stop/start restarts are more noticeable than in newer rivals.

At a cruise the four is barely audible and vibration through the controls is well isolated, but worked hard it sounds thin and busy compared with the 540i's B58 inline-six — the one place the volume trim's engine choice is obvious from the driver's seat.

A 117.1-inch wheelbase and a 195-inch body make for a wide arc — 39 ft curb-to-curb is poor for the sedan band and shows up in tight garages and U-turns. Rear-axle steering was not offered on the 5 Series in this generation.

Standard dual power front sport seats with lumbar and a wide-range tilt/telescope column suit nearly every build, and the G30 keeps physical climate, volume and iDrive controls where your hand falls rather than burying them in the touchscreen. Generous glazing gives better sightlines than most modern sedans; thick C-pillars are the only real complaint.

Satisfying and quietly capable — balanced chassis, strong brakes, a willing drivetrain — but the 248-hp four is more competent than charismatic and the muted steering keeps the volume 530i on the pleasant side of memorable. The 540i and M550i are where the enthusiast appeal lives in this lineup.

The 2023 530i covers the basics well — 12.3-inch touchscreen and 12.3-inch digital cluster with Live Cockpit Professional and navigation, adaptive full-LED headlights, moonroof, front and rear parking sensors with rearview camera, 18-inch wheels, power-folding heated mirrors — but BMW's a-la-carte packaging keeps heated front seats, head-up display, Harman Kardon audio and remote start behind the Premium Package, and upholstery is SensaTec leatherette rather than leather at a $57K entry price.

You are paying luxury-German money — roughly $57K to start, $62K as typically equipped — for a 248-hp turbocharged four and leatherette, and a Genesis G80 delivers more standard content for less. What the 5 Series buys back is chassis quality, refinement and build integrity that rivals genuinely do not match at the price, so it lands as fair rather than either bargain or rip-off.

For its final G30 year the lineup spans 530i and 530i xDrive (turbo-four), 530e and 530e xDrive plug-in hybrids, 540i xDrive (turbo-six), M550i xDrive (V8) and the M5/M5 Competition, with rear- or all-wheel drive on the volume trims and M Sport, Premium, Driving Assistance and Executive packages layered on top — a genuinely wide, well-spaced range.

20,667 US deliveries in 2023 make the 5 Series a clear volume leader among luxury mid-size sedans — roughly triple the Audi A6/S6's 5,939 — but the trend is a managed decline from 24,523 in 2021 and 22,749 in 2022 as the whole segment cedes ground to SUVs, and 2023 was a run-out year for the outgoing generation.

BMW is among the strongest and most aspirational global luxury brands, and the 5 Series is its long-running executive-sedan benchmark — the badge itself supports both showroom desirability and residuals, even as the model's aging final-year status blunts some of the shine.

2023 was the G30's run-out year, with the G60 revealed in May 2023 and reaching dealers that October, so remaining 2023 inventory carried real lease support and finance incentives and negotiated well below MSRP — a straightforward buyer benefit even though it signals a model at the end of its cycle.

2023 is the seventh and final model year of the G30 generation launched for 2017; the 2021 LCI facelift keeps the styling and iDrive 7 infotainment presentable, but the replacement G60 was public before the 2023 cars had finished selling, making this the definition of an aging generation with imminent replacement.

Reviewers still rated the outgoing 5 Series highly for ride-handling balance, powertrain refinement and interior build — U.S. News scored it 8.2/10 and ranked it #3 among 2023 luxury midsize cars, and IIHS named it a Top Safety Pick+ — but it was no longer the class benchmark: BMW's 2023 Car and Driver 10Best slot went to the i4, not the 5 Series, and comparison tests increasingly favored newer rivals.