BMW M5 Review: Not too shabby
BMW’s new M5 arrives with 717 horsepower and a hybrid system nobody asked for. The result? A brutally fast super-sedan that weighs as much as a small moon. Is this progress, or has BMW lost the plot?
But before we delve into whether this is sacrilege or salvation, let’s talk about what really matters: numbers. The new M5 combines a twin-turbo 4.4-liter V8 with an electric motor to produce a whopping 717 horsepower. That’s a jump of about 100 horses over the previous model. It also pumps out a colossal 738 lb-ft of torque – enough to tear the tarmac right off the road.
All this translates to a 0-60 time of 3.0 seconds, which is actually a slight downgrade from the previous model’s 2.8 seconds. Why? Because despite BMW’s best efforts, the new car now weighs a staggering 5,251 pounds. That’s the equivalent of carrying two extra linebackers in the boot at all times. The hybrid system and its 14.8-kWh battery pack have added considerable heft to what was already not exactly a lightweight car.
The driving experience: Still mental but slightly muted
So what’s it like to drive? Well, it’s still monumentally fast – make no mistake about that. When you mash your foot into the carpet, the M5 still demolishes the horizon with contemptuous ease. The addition of the electric motor actually makes it even more brutal in the mid-range, as it fills in any turbo lag with immediate electric torque. But there’s a sense that something has been lost in translation. The steering is numb – overly light and lacking the tactile feedback that made previous M5s so engaging. It feels like you’re driving through a thin layer of cotton wool – everything’s still there, but slightly muffled. And then there’s the sound.
While the V8 still makes a glorious noise when pushed hard, it’s not quite as visceral or exciting as it once was. The hybrid system means that at low speeds and during gentle cruising, the M5 is eerily quiet – which is great for refinement but not so great for drama.
On the plus side, the M5 still handles remarkably well for something that weighs as much as a small moon. The adaptive dampers do a commendable job of controlling the body, and the all-wheel-drive system (which still offers a drift mode for hooligans) provides immense traction out of corners. The brakes, too, are nothing short of spectacular – slowing this behemoth from high speeds with minimal fuss. The ride quality is impressively supple in Comfort mode, making the M5 a genuinely pleasant long-distance cruiser. Switch to Sport or Sport Plus, though, and things firm up considerably, allowing you to hustle this luxury liner along at speeds that would make most sports cars blush.
The luxury factor: BMW goes screen crazy
Inside, the M5 is as luxurious as you’d expect for a car costing north of $123,000. There’s leather everywhere, the seats are supportive yet comfortable, and the build quality is impeccable. But it’s also a bit… overwhelming. BMW has gone absolutely screen mad with this generation. There’s a 12.3-inch digital gauge cluster and a 14.9-inch central infotainment touchscreen, which combine to create a vast sea of displays that dominate the dashboard. It’s like sitting in front of Mission Control at NASA. The iDrive 8.5 system is packed with features, but it’s also bewilderingly complex. There are so many menus, sub-menus, and customization options that you’d need a PhD in computer science to fully explore them all. And that’s before we get to the baffling array of drive modes and settings for the engine, transmission, suspension, steering, and all-wheel-drive system.
But if you can get past the technological overload, the M5 is still a supremely comfortable and practical place to be. The panoramic sunroof comes standard (though you can opt for a carbon fiber roof if you’re trying to save weight at the top of the car for some reason), as does a Bowers & Wilkins audio system that could blow the windows out of neighboring cars. Rear seat space is generous, and the trunk still offers a respectable 17 cubic feet of space – enough for several sets of golf clubs or a weekend’s worth of luggage. So despite the performance credentials, the M5 remains a car you could genuinely use every day.
And then there’s the electric-only range of 25 miles, which might not sound like much, but it’s enough for most commutes or school runs. This means you could theoretically use the M5 as a purely electric car for most of your daily driving, saving the V8 for when you want to have some fun. It’s a strange concept for an M car, but one that might make sense in today’s climate-conscious world. But here’s the kicker: despite the hybrid system, the M5’s fuel economy is actually worse than the previous non-hybrid model. The EPA rates it at 12 mpg city and 17 mpg highway, compared to 15/21 mpg for the old car. So much for progress! The new M5 is a technological tour de force, no doubt about it. It’s faster, more powerful, and more technologically advanced than ever before. It can be a silent electric commuter one minute and a tire-shredding monster the next. It’s a remarkable achievement of engineering.
But is it still an M5 in the traditional sense?
That’s a tougher question to answer.
There’s no denying that something of the raw, visceral character that defined previous generations has been diluted. The hybrid system, the weight gain, the overly complex technology – they all serve to place a slight barrier between driver and machine. For some, the increased performance and the ability to drive silently on electric power will be more than enough compensation. For others, particularly the purists who have loved the M5 for decades, it may feel like a step too far in the wrong direction. But that’s the world we live in now. Hybrid systems and electric power are the future, whether we like it or not. And if this is what the future of high-performance sedans looks like, then it’s not all bad.
Not by a long shot.
And on that bombshell, it’s time to end. The 2025 BMW M5 – heavier, more complicated, and more powerful than ever. It’s not perfect, but in a world where cars like this may soon be extinct, we should probably be grateful it exists at all.