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The BMW M5 has entered another generation, and it's adopting electrification for the first time. In the process, it also throws away its traditional rear-wheel drive layout in favor of all-wheel drive. While all of this means the new sports sedan has considerably more power than before, it's also heavier––much, much heavier.
The concept of a hybrid M5 is very controversial, especially since the sports sedan has typically been known for being lightweight. On the bright side, BMW has decided to keep a mighty V8 under the hood, and while the 577 hp produced solely by this 4.4 liter turbocharged S68 engine falls slightly below last year's S63-derived 600-hp rating, the addition of a single electric motor has raised the number to a remarkable 717 hp and 738 lb-ft of torque. It's worth noting that torque between the two engines by themselves goes unchanged at 553 lb-ft.
Now to the really divisive part. While the hybrid system brings plenty more power for the new M5, it also piles on an additional 882 pounds, bringing the sedan's total curb weight to a porky 5,390 pounds. The model it replaces was a whopping 1,045 pounds lighter, weighing just 4,345 pounds. While the German sports sedan has become progressively heavier over time, this surge in heft completely dissolves the lightweight demeanor it once had. Thanks to the hybrid system, the M5 is now heavier than a Mercedes Sprinter van, a Tesla Model X, or an entry-level Ford F-150 truck.
With all those extra pounds now onboard, it comes as no surprise that the new M5 is a tad slower from 0-60 mph than its predecessor, even despite the added power. The latest model accelerates to 60 mph in 3.4 seconds, while the F90-generation M5 got there in 3.2 seconds. Luckily, top speed doesn't take a hit, though it doesn't see any improvements either. The 155-mph estimate is unchanged compared to last year, though you can reach 190 mph with the M Driver's package.
While the new M5 is significantly heavier and a tad slower as a result, BMW does boast that the performance sedan can now travel for up to 25 miles in an electric-only mode. But that doesn't sound like it would get you anywhere save for the local shopping center, so you might as well turn that engine back on.
Luckily, there is still some hope left for the new M5, can that stands in its handling and the way it performs on twistier roads. All of BMW's M-branded performance vehicles have garnered a reputation for their willingness to carve the backroads with poise, and this latest M5 looks to live up to that mantra with high-revving mannerisms for its V8, along with consistent power provided by the hybrid system in all areas of the rev range. The eight-speed automatic transmission also has a pre-gearing stage between the electric motor's rotor and the input shaft for the gearbox, which raises the motor's standalone torque from 207 lb-ft to 332 lb-ft.
Speaking of the transmission, it has the ability to send power to all four wheels for the first time. Though all-wheel drive is the standard setting for this new M5, the driver can also opt for a rear-biased mode, or they can completely cut off power to the front wheels with a full-fledged RWD mode. When all-wheel drive is fully enabled, the system takes advantage of a new Active M Differential that works to distribute power to the left and right wheels. This system also has the ability to send power to a single wheel to minimize understeer.
Another interesting feature is BMW's new "Boost Control" system, which sets the vehicle to its most hardcore settings with the simple gesture of pulling back the paddle shifters and holding them in place. This gets rid of the need to dive into rows of complicated menus to bring out all of the sedan's performance potential.
In comparison to the conventional 5-Series, the new M5 features different engine and transmission mounts, along with an overhauled suspension setup that uses lightweight parts, new track and camber control arms, and new guide arms for the rear half of the suspension.
There are also some distinct features on the outside, including a new gloss black finish for the kidney grilles, which are now available with illuminated frames. More interestingly, the grille adopts an enclosed design for this generation, as the area now houses sensors for the sedan's array of driver-assist features. There are still some small intakes hidden somewhere within the grille, but the overall look will likely have bystanders mistaking this for an EV.
Elsewhere, you'll find functional vents behind the front wheel arches, an M rear spoiler, M twin black chrome tailpipes, BMW M's signature aerodynamic side mirrors, and an M5 badge on the D-pillar. There are also wider fender flares surrounding the wheels, which have staggered widths and diameters––the 20-inch front wheels are 3 inches wider than the ones on the normal 5-Series, while the 21-inch rears are 1.9 inches wider. BMW is offering a selection of three unique wheel designs, and they are all wrapped in 285/40 ZR20 front and 295/35 ZR21 rear performance tires.
Behind those wheels you'll find huge brake discs––the front discs with six-piston calipers measure 16 inches, while the rear ones with single-piston floating calipers come in at 15.7 inches. BMW also offers M Carbon ceramic brakes, which drop 55 pounds from the M5's curb weight and are more resistant to fade. With this car's curb weight, you'll need all the weight-saving measures you can get, though these optional brakes will only shave 1% of the M5's total heft.
Inside, the M5 forgoes carbon seating and goes with M Multifuction seats as the sole option instead. According to BMW, they offer support for hardcore track driving while simultaneously delivering on long-distance comfort. There is also a redesigned steering wheel with standard heating, a head-up display, a standard Bowers & Wilkins sound system, exclusive interior lighting, and a newly-available BMW Individual Full Merino Metallic package for the leather upholstery. Weight-conscious buyers can also get rid of the M5's standard Sky Lounge Panoramic Roof and opt for a lightweight carbon roof instead. However, this saves a mere 66 pounds.
The M5 also comes with iDrive 8.5 baked into the curved display, which incorporates a 12.3-inch gauge cluster and 14.9-inch central touchscreen display. Unfortunately, this software throws away most of the sedan's physical controls.
Production for the 2025 BMW M5 is starting up as we speak, with pricing set at an eye-watering $119,500 to start––and that's excluding the $1,175 fee for destination and handling. A full public debut will take place at the Goodwood Festival of Speed later this month.
Image Credits: BMW
Revealed
Jul 2, 2024
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2025 BMW M5 Gets More Power, But Hybrid Tech Adds Some Extra Heft
The new M5 is also slower from 0-60 mph than the car it replaces.
The BMW M5 has entered another generation, and it's adopting electrification for the first time. In the process, it also throws away its traditional rear-wheel drive layout in favor of all-wheel drive. While all of this means the new sports sedan has considerably more power than before, it's also heavier––much, much heavier.
The concept of a hybrid M5 is very controversial, especially since the sports sedan has typically been known for being lightweight. On the bright side, BMW has decided to keep a mighty V8 under the hood, and while the 577 hp produced solely by this 4.4 liter turbocharged S68 engine falls slightly below last year's S63-derived 600-hp rating, the addition of a single electric motor has raised the number to a remarkable 717 hp and 738 lb-ft of torque. It's worth noting that torque between the two engines by themselves goes unchanged at 553 lb-ft.
Now to the really divisive part. While the hybrid system brings plenty more power for the new M5, it also piles on an additional 882 pounds, bringing the sedan's total curb weight to a porky 5,390 pounds. The model it replaces was a whopping 1,045 pounds lighter, weighing just 4,345 pounds. While the German sports sedan has become progressively heavier over time, this surge in heft completely dissolves the lightweight demeanor it once had. Thanks to the hybrid system, the M5 is now heavier than a Mercedes Sprinter van, a Tesla Model X, or an entry-level Ford F-150 truck.
With all those extra pounds now onboard, it comes as no surprise that the new M5 is a tad slower from 0-60 mph than its predecessor, even despite the added power. The latest model accelerates to 60 mph in 3.4 seconds, while the F90-generation M5 got there in 3.2 seconds. Luckily, top speed doesn't take a hit, though it doesn't see any improvements either. The 155-mph estimate is unchanged compared to last year, though you can reach 190 mph with the M Driver's package.
While the new M5 is significantly heavier and a tad slower as a result, BMW does boast that the performance sedan can now travel for up to 25 miles in an electric-only mode. But that doesn't sound like it would get you anywhere save for the local shopping center, so you might as well turn that engine back on.
Luckily, there is still some hope left for the new M5, can that stands in its handling and the way it performs on twistier roads. All of BMW's M-branded performance vehicles have garnered a reputation for their willingness to carve the backroads with poise, and this latest M5 looks to live up to that mantra with high-revving mannerisms for its V8, along with consistent power provided by the hybrid system in all areas of the rev range. The eight-speed automatic transmission also has a pre-gearing stage between the electric motor's rotor and the input shaft for the gearbox, which raises the motor's standalone torque from 207 lb-ft to 332 lb-ft.
Speaking of the transmission, it has the ability to send power to all four wheels for the first time. Though all-wheel drive is the standard setting for this new M5, the driver can also opt for a rear-biased mode, or they can completely cut off power to the front wheels with a full-fledged RWD mode. When all-wheel drive is fully enabled, the system takes advantage of a new Active M Differential that works to distribute power to the left and right wheels. This system also has the ability to send power to a single wheel to minimize understeer.
Another interesting feature is BMW's new "Boost Control" system, which sets the vehicle to its most hardcore settings with the simple gesture of pulling back the paddle shifters and holding them in place. This gets rid of the need to dive into rows of complicated menus to bring out all of the sedan's performance potential.
In comparison to the conventional 5-Series, the new M5 features different engine and transmission mounts, along with an overhauled suspension setup that uses lightweight parts, new track and camber control arms, and new guide arms for the rear half of the suspension.
There are also some distinct features on the outside, including a new gloss black finish for the kidney grilles, which are now available with illuminated frames. More interestingly, the grille adopts an enclosed design for this generation, as the area now houses sensors for the sedan's array of driver-assist features. There are still some small intakes hidden somewhere within the grille, but the overall look will likely have bystanders mistaking this for an EV.
Elsewhere, you'll find functional vents behind the front wheel arches, an M rear spoiler, M twin black chrome tailpipes, BMW M's signature aerodynamic side mirrors, and an M5 badge on the D-pillar. There are also wider fender flares surrounding the wheels, which have staggered widths and diameters––the 20-inch front wheels are 3 inches wider than the ones on the normal 5-Series, while the 21-inch rears are 1.9 inches wider. BMW is offering a selection of three unique wheel designs, and they are all wrapped in 285/40 ZR20 front and 295/35 ZR21 rear performance tires.
Behind those wheels you'll find huge brake discs––the front discs with six-piston calipers measure 16 inches, while the rear ones with single-piston floating calipers come in at 15.7 inches. BMW also offers M Carbon ceramic brakes, which drop 55 pounds from the M5's curb weight and are more resistant to fade. With this car's curb weight, you'll need all the weight-saving measures you can get, though these optional brakes will only shave 1% of the M5's total heft.
Inside, the M5 forgoes carbon seating and goes with M Multifuction seats as the sole option instead. According to BMW, they offer support for hardcore track driving while simultaneously delivering on long-distance comfort. There is also a redesigned steering wheel with standard heating, a head-up display, a standard Bowers & Wilkins sound system, exclusive interior lighting, and a newly-available BMW Individual Full Merino Metallic package for the leather upholstery. Weight-conscious buyers can also get rid of the M5's standard Sky Lounge Panoramic Roof and opt for a lightweight carbon roof instead. However, this saves a mere 66 pounds.
The M5 also comes with iDrive 8.5 baked into the curved display, which incorporates a 12.3-inch gauge cluster and 14.9-inch central touchscreen display. Unfortunately, this software throws away most of the sedan's physical controls.
Production for the 2025 BMW M5 is starting up as we speak, with pricing set at an eye-watering $119,500 to start––and that's excluding the $1,175 fee for destination and handling. A full public debut will take place at the Goodwood Festival of Speed later this month.
Image Credits: BMW
