The Steam Hammer
The BMW M5 is dead – long live the BMW M5
BMW is undergoing a complete paradigm shift with the M5. Instead of endless combustion engine power, they’ve slimmed down the V8, but turned it into a full-throttle plug-in hybrid powerhouse—with a total of 727 hp and 1,000 Nm. And two and a half tons of curb weight.
They aim to combine luxury and dynamism. That’s always been the case. But while they used to try to keep the M5’s weight somewhat in check (it hadn’t been a lightweight for a long time), all hell has apparently broken loose with the seventh generation. It weighs about a quarter more than its predecessor, 2,435 kg according to DIN standards. The test car driven here even has 2,510 kg listed in the registration with extras.
Here’s where the extra weight comes from
Here are a few specific figures: The battery alone weighs 205 kg because it stores a significant amount of energy: 18.6 kWh net. The electric motor is housed in the transmission, adding 53 kg to its 145 kg. With additional components totaling 9 kg, this brings the total weight increase attributable to the powertrain to 267 kg.
The 30 kg of the standard glass roof can be deducted if you order the optional carbon roof. Otherwise, the extra weight comes from the standard rear-axle steering as well as the overall increased dimensions. The body has grown significantly and now measures 5.10 meters in length. Compared to the current civilian 5 Series (G60) and the previous-generation M5, the new M5 is about seven centimeters wider at the front and five centimeters wider at the rear axle.
Hats off to the powertrain
During development, a six-cylinder engine was also under consideration, but ultimately the 4.4-liter V8 remained under the hood. It was revised and limited to 585 hp to avoid overloading the eight-speed automatic transmission, which, with its integrated electric motor, already has to handle 145 kW/197 hp and 280 Nm on its own. The transmission can handle a maximum of 1,000 Nm, and it gets that constantly when the accelerator is pressed hard enough.
It’s impossible to tell which of the two engines is contributing how much power at any given moment, even with the best will in the world—partly because of the extremely smooth tuning, but also because the engine sound played through the speakers, complete with its characteristic rumble, makes no distinction between the power sources. And the actual engine sound is very subdued. In electric mode and with “Iconic Sounds” activated, you naturally notice that there’s no combustion engine at work.
But even on pure electric power, you’re moving along briskly. The 197 hp accelerates the BMW M5 more than adequately and allows speeds of up to 140 km/h. BMW specifies an electric range of up to 69 kilometers, which is more than impressive for such a high-performance machine.
By comparison: The Mercedes-AMG GT four-door (the E-Class isn’t available with this powertrain) delivers a system output of 843 hp as a plug-in hybrid—its electric range is listed at just twelve kilometers. Plus, this powertrain is annoying with its constant electric whirring.
In the M5, however, the electric motor is quiet. In addition to E-Mode, there are four other drive modes. eControl charges the battery as much as desired while driving; Hybrid ensures intelligently controlled interaction between both engines with maximum efficiency; furthermore, Dynamic and Dynamic Plus are designed for sporty driving, on racetracks either for a full stint or for a fast lap, for example, when treating yourself to a tourist drive on the Nordschleife.
Fine-tuning options galore
When you first take a seat, you might think you can influence the sharpness of the tuning via the Comfort, Sport, and Track driving modes. But far from it. These modes are solely about assistance systems and display settings. You ignite (or extinguish) the real fire via the Setup button on the center console. You can adjust the stiffness of the standard adaptive sport suspension, steering forces, all-wheel-drive configuration (normal, rear-biased, rear-wheel drive), artificial engine sound, and even the brake feel. You can save two favorite configurations to two bright red steering wheel buttons.
A Matter of Character
The settings determine the character of the M5. You can use it as a relatively normal 5 Series without a passenger who isn’t so into sports cars turning up their nose. But there’s another way, too. Maybe then you’ll try to see if BMW’s powerhouse actually accelerates to 100 km/h in 3.5 seconds and to 200 km/h in 10.9 seconds. Both are a blink of an eye slower than before, but the torque is better.
Even at 300 km/h, you’re moving very fast—and very comfortably, if you’re used to such speeds—because the car stoically heads where it’s supposed to, and if you have to slam on the brakes, it does so with striking ease. With the M Driver’s Package, it’s limited to 305 km/h; otherwise, 250 km/h.
The steering calibration, which is very strongly focused on driving straight, helps with this. When turning in one direction or the other, you have to overcome some resistance (stronger or weaker depending on the setting, but always noticeable), and when steering back to the center, you feel a sort of click that can be quite irritating. However, the steering ratio is very direct, and the M5 turns in with absolute precision.
The rear-axle steering assists in both directions by up to 1.5 degrees. While this doesn’t make the M5 completely forget its weight, it is still more agile than one might expect.
Market launch in Austria in November 2024. The price list starts at 143,952 euros. This makes the new model cheaper than its predecessor despite significantly better equipment—thanks to the NoVA exemption.
Driving experience
Yes, some will be disappointed because the BMW M5 has a completely different character than before. But the decision to go hybrid is not only understandable, it also fits well with the times. Moreover, the BMW M5 suits its new role really well because it is simply exceptionally well-made. If it’s going to be a hybrid, then it should please be tuned exactly like this.
Why?
Well-tuned, powerful PHEV powertrain with good electric range
Very relaxed to drive, even at 300 km/h
Relatively affordable in Austria thanks to the hybrid powertrain
Why not?
Two and a half tons is really a lot for a BMW M5
Almost over-the-top styling
Or maybe…
… the BMW M5 Touring—that’s even MORE sensible. In a way.
This article has been automatically translated,
read the original article here.
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