2025 BMW M5 review
This European muscle car goes to new lengths to try and keep V8 power on the road for years to come.
People will go to extreme lengths to protect the ones they love.
That explains why the latest generation BMW M5 still features a V8, such is BMW M’s love for its twin-turbocharged 4.4-litre.
Downsizing to cleaner six- or more efficient four-cylinder made much more sense but was ultimately ruled out by the German brand’s high-performance division as without its thumping V8 heart, the M5 wouldn’t be an M5.
In the world of ever-tightening emission regulations, that posed a big problem.
BMW M’s solution was to develop an advanced plug-in hybrid powertrain, one that added a punchy electric motor and a trick 18.6kWh lithium-ion battery.
Not only did both clean up the V8’s act it helped BMW M liberate epic power.
We’re talking an astonishing 535kW and 1000Nm of torque figures that overshadow the last car’s measly 460kW and 750Nm – but there’s was a catch to all this electrification – weight.
There’s no sugar-coating it, the new BMW M sedan is clinically obese at 2435kg – a figure that would make some large SUVs blush.
Luckily, the latest plug-in hybrid’s M5’s epic power still sees it hurtle from 0-100km/h in just 3.5 seconds – although that’s an embarrassingly 0.2sec slower than the old, simpler M5 it replaces that weighs a sobering 440kg less.
The numbers don’t tell the true story. The new M5 still offers ballistic performance on the road. Effortless overtakes are never more than a toe-flex away and the voracity it headbutts its 305km/h speed limiter (in Germany) suggests a real top speed to scare Lamborghinis.
More relevant back in Australia is the latest M5 new party trick – the ability to travel up to 69km in a pure-electric mode at speeds up to 140km/h. All without using a single drop of fuel.
We worried the new M5 wouldn’t look different enough to a base 520i but in the flesh the flagship M sedan looks tough with wider bodywork.
Arrive at your favourite country road and you won’t forget you’re in an M5 thanks to its new sophisticated suspension, an active rear differential, variable all-wheel drive and rear-wheel steer for the first time, it’s far more agile than the standard car.
There’s also great traction and high levels of grip and, like its forefathers, the BMW still loves to be steered using a cheeky dab of the throttle.
Shame then that the steering doesn’t manage to communicate what’s going on beneath and the 5 Series is now not far off Benz S-Class for dimensions.
There’s always a nagging feeling with all that mass the laws of physics will soon catch up with you when you’re pushing on.
What wasn’t expected is how refined, quiet and comfortable the BMW is when you’re not in mood, with it narrowing the gap between it and luxury limos.
Factor in more space and the M5 really has it all.
Within, the on-board tech both impresses and infuriates.
The endless driving modes and settings are overly complicated but at least they can be pre-configured for the two red steering wheel buttons.
It’s also weird that the V8 sounds better in its quietest engine modes rather than is the sportier settings that pipe in extra roar.
The new M5 might be big and heavy and over complicated compared to the purity of the cars that came before it but we think for many its broader breadth of talents will elevate it among actual buyers who will also welcome its new lower $259,900 price that sees it cost almost $14k less than the outgoing car.
Speaking of buyers, or lack of them, Mercedes-AMG dropped the V8 from its junior C 63 S and replaced it with a plug-in hybrid based on a humble 2.0-litre. The reported consumer backlash soon found Euro dealers discounting cars they couldn’t sell.
It seems then BMW’s commitment to the V8 might pay off, in the end.
That’s the power of love.
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