The BMW 5 Series is one of those cars where the used market does something genuinely interesting: it takes a car that costs the best part of £50,000 new and puts it within reach at a fraction of that price — sometimes a surprisingly small fraction, particularly for earlier examples.
That depreciation curve is the 5 Series' great gift to the used buyer. A 2017 530d that left a BMW showroom for £45,000 might now be asking £18,000 with full service history. The engineering hasn't changed. The interior quality hasn't changed. The driving experience — and on the 5 Series that still means something — absolutely hasn't changed. What's changed is that someone else absorbed the cost of the car being new.
The catch, as with any large premium saloon, is that things going wrong on a 5 Series cost more than things going wrong on a Golf. The complexity is higher, the parts cost more, and the labour rates at garages equipped to service them properly are not modest. Buying well — the right generation, the right engine, the right history — is not just advisable; it's genuinely important.
F10 or G30 — get this right first
The two generations dominating the current used market are the F10 (2010–2016) and the G30 (2017–2023).
The F10 is the older generation and now represents genuine budget-end luxury. A well-maintained 2013–2016 520d can be found for £10,000–£15,000, which is a remarkable amount of car for the money. The driving experience is excellent — lighter and more communicative than the G30 — the interior is genuinely premium, and the mechanicals on later F10s are well-understood and broadly sorted.
The concern with the F10 is age. These are now ten to fifteen years old, and the list of potential maintenance items grows as German cars age. Cooling system components, air suspension on M Sport and xDrive variants, electric steering issues on early cars, and the variable valve timing system on some engines are all worth knowing about. Buying an F10 with incomplete service history is buying someone else's deferred maintenance queue.
The G30 (2017–2023) is where most buyers with a realistic budget should be looking. The interior is the 5 Series at its best — genuinely competitive with Mercedes' E-Class in quality and more driver-focused. The tech, particularly from the 2020 LCI (facelift) onwards, is properly current. The B47 and B57 diesel engines that power the 520d and 530d are well-proven across the wider BMW range, and the B58 petrol in the 540i is one of the better modern six-cylinders available at used prices. A 2019–2022 G30 is where value, reliability, and quality meet most effectively.
Which engine?
The 520d is the engine most buyers end up with and most of the time that's the right outcome. The B47 2.0-litre four-cylinder diesel is refined beyond what you'd expect from four cylinders — BMW has worked hard at NVH suppression and it shows — economical on longer runs, and entirely adequate for the 5 Series' weight and character. If you cover a real mix of urban and motorway miles and don't specifically want the extra, the 520d is the honest answer.
The 530d is worth the step up if you regularly carry passengers, cover genuine motorway distances, or simply want the car to feel effortless rather than merely capable. The B57 straight-six is a significantly different engine from the four-cylinder — smoother, more characterful, and with enough torque that the 5 Series feels genuinely quick rather than just adequate. The fuel economy advantage over the 520d narrows in harder use but remains real on longer runs. The 530d is the 5 Series the car was designed around.
The 530i petrol makes sense for lower-mileage buyers who want petrol refinement without the DPF complications of a diesel. The B48 2.0-litre turbo is smooth and willing. The fuel economy won't match a diesel on long runs, but for mixed and urban use the experience is more pleasant and the DPF concern disappears entirely.
The 540i and its straight-six B58 engine is the driver's choice among the mainstream engines. 340PS in standard form, delivered with the kind of linear, cultured response that reminded the world BMW could still make an engaging executive saloon. These cost more to run and insure but if the driving experience specifically matters, the 540i at used prices is a remarkable proposition.
Avoid the 518d unless budget genuinely demands it. Four cylinders, 150PS, and a 5 Series that doesn't feel like a 5 Series under load. The price saving over the 520d doesn't compensate for the experience difference.
xDrive or rear-wheel drive?
xDrive is BMW's all-wheel-drive system and it's available across most 5 Series variants. It adds traction, confidence, and — on cars used in genuine adverse UK winter conditions — meaningful real-world benefit. It also adds weight, mechanical complexity, and a slight fuel economy penalty.
For most UK buyers the rear-wheel-drive version is the right call. Unless you regularly drive on ungritted rural roads in winter or have specific traction requirements, the extra complexity of xDrive returns less in practice than the price premium suggests. The rear-wheel-drive 5 Series is also the purer driver's car. Both are available on the used market — xDrive commands a small premium that's worth paying only if you'll genuinely use what it offers.
What goes wrong
Cooling system components. BMW's cooling systems — water pump, thermostat, expansion tank — have a pattern of failure on higher-mileage cars that's consistent enough to plan for. The water pump in particular (electric pump on many G30 models) can fail without dramatic warning. A pre-purchase inspection from an independent BMW specialist is not optional on any high-mileage 5 Series.
Air suspension on M Sport and xDrive variants. Optional Adaptive M suspension uses air struts that develop leaks with age. A car that sits unevenly, lowers itself overnight, or shows the characteristic nose-down or corner-low sag has a strut or compressor issue. These are significant repair bills. Cars with standard steel springs don't have this concern.
Timing chain on N47 diesel (F10 early cars). The same timing chain concern from the F30 3 Series applies to F10 5 Series cars with the older N47 engine. Pre-2011 cars in particular. The B47 engine in later F10s and all G30s doesn't share this problem to the same extent, but chain condition on any high-mileage diesel is worth investigating.
EGS (electronic gearshift) fault on ZF8 automatic. A small proportion of 5 Series with the ZF eight-speed automatic developed an EGS module fault that causes the car to become stuck in park — sometimes without warning. It's not universal and BMW has issued software fixes, but it's worth asking whether the transmission has been updated and checking for any related fault history.
iDrive screen issues on F10. The iDrive screen on older F10 cars can develop pixel faults or delamination of the anti-glare coating. Cosmetic rather than functional, but a distraction and not cheap to fix properly.
What you should actually pay
- F10 520d (2013–2016): £10,000–£16,000
- F10 530d (2013–2016): £13,000–£19,000
- G30 520d (2017–2019): £16,000–£22,000
- G30 530d (2017–2019): £20,000–£27,000
- G30 LCI (2020–2023, all engines): £24,000 and above
Full BMW main dealer service history is worth significantly more on this car than on most. The brand's own service records are comprehensive and traceable, and a 5 Series with a complete dealer history is a substantially different proposition from one that's been through a series of independent garages. The premium is real and usually justified.
Before you see it
Check the MOT history. The mileage progression on a 5 Series tells you a lot about how it's been used — consistent motorway mileage is a different story from the same total on urban short trips. Suspension advisories are worth noting and factoring into your negotiation or pre-purchase inspection planning.
Check the MOT history before you go →
Free MOT checker at AllCarsUKRegistration plate only. Every test, advisory, and mileage. Free, no account needed.
Get an independent inspection from a BMW specialist before committing to any 5 Series above £15,000. This is not optional advice — it's the difference between a confident purchase and an anxious one. A good inspection costs £150–£200 and gives you either peace of mind or a list of issues to negotiate on. On a car at this price point, that's a trivial investment.
Should you buy one?
A 2018–2021 G30 530d in SE or M Sport trim, full BMW main dealer service history, independent inspection passed, clean MOT: one of the most compelling executive saloons available at used prices in the UK. More space than a 3 Series, more presence, more genuine comfort, and still enough of what makes a BMW a BMW that the driving experience justifies the extra over a comparable Mercedes or Audi.
The 5 Series rewards the buyer who does the homework. The ones that have been properly maintained and carefully chosen represent outstanding value. The ones that haven't are where executive car ownership becomes expensive education. The difference is in the history, and the history is findable before you spend a penny.
Also see: BMW 3 Series Buying Guide | Audi A4 Buying Guide | Mercedes C-Class Buying Guide | True Cost of Car Ownership