2025 BMW M5 review

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has stuck to a tried and true winning formula for four decades and six generations – basically squeezing supercar performance into the Bavarian brand's large executive sedan (and wagon).

But all that changes with the brand new, seventh-generation BMW M5. It's the biggest, most powerful M5 ever. It's also the first-ever M5 to feature electrification, which has also seen its weight balloon to almost 2.5 tonnes.

Changing a formula that's worked well for years, especially one that's got a big following and is almost like a tradition, is a big risk. Add to that the divisive issue of electrification, and you've got a real controversy on your hands.

All of these factors have been major discussion points since the new model's unveiling. Does it still perform well? Is it fast enough? How will long-time M5 customers react to a plug-in hybrid powertrain?

There's the added layer of the M5 Touring coming back for a third go-around, and it's the first time the wagon-bodied M5 has been officially sold here in Australia – #SaveTheWagons!

These European performance halo cars usually offer the dual advantage of supercar performance and everyday usability. The M5 now also has the capability to be driven as an electric vehicle – specifically, for up to 68km on the WLTP cycle.

, to find out.

What's the price of a BMW M5?

The new M5 has bucked the trend of rising prices and higher premiums for plug-in hybrids, with a lower sticker price than the outgoing M5 Competition – coming in at $259,900 before on-road costs for the sedan.

For the first time in Australia, you can also get your hands on the wagon-bodied M5 Touring, which comes with a $4000 premium price tag.

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What's the BMW M5 like on the inside?

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I attended the international launch drive of the BMW i5 M50 a couple of years ago, but the M5's cabin feels like a more refined evolution of that electric performance electric sedan's, which features all the design and tech upgrades of the new eighth-generation (G60) 5 Series, released in 2024, with even sportier trim to make it suitable for the track.

There's heaps of gloss carbon-fibre and piano black, contrasting with the striped M seat belts, flashes of red via the 12 o'clock steering wheel marker and starter button, as well as the bright ambient lighting and metal speaker grilles.

Some of the vehicles on test had interesting interior upholstery colours, including a bright Red over Black as well as 'Kyalami Orange' over Black, which is essentially a bold take on beige.

The ‘M Multifunctional’ seats are top-notch, with what seems like an endless array of electric adjustments and the type of cushioning and support that wraps around you from all sides without feeling too firm or confined. I spent a few hours in these front chairs, and they're perfect for my lean build at 1.85 metres tall.

In front of the driver is the standard 12.3-inch digital dashboard, joined to a 14.9-inch touchscreen multimedia system in a single curved display unit that provides clear, sharp images and fast loading times.

My only real beef with the driver's display – which offers pretty simple controls and a good level of customisability – is that BMW has swapped classic dials and gauges for something more modern, which doesn't feel very fitting for a driver's car.

BMW's more complicated drive mode and drivetrain mode buttons can be a bit frustrating, but at least in the M5, you've got easy access to the customisable 'M1' and 'M2' modes on the steering wheel.

Speaking of which, the steering wheel itself is a real beauty. It's got a fabulous, timeless design and a plump, comfy rim that feels fantastic to grip. I'm a big fan of the M stitching details on the steering wheel and seat belts, too.

The carbon-fibre inlays are a nice touch, but the piano black centre console gets smudged with fingerprints and dust pretty easily, especially since all the touch-sensitive buttons are located there.

I also regret the stubby shift-by-wire gear selector switch, which doesn't quite have the same flair as pulling down on a more traditional shifter or gear lever, but that's a personal preference I reckon…

Being a Series 5, there's still heaps of thoughtful storage and practicality solutions, with plenty of nooks and crannies for your bits and bobs. The lit cupholders and rubberised wireless phone tray come to mind as good inclusions, as do the decent door bins and big cubby under the dual-lidded centre armrest drawer.

Mercedes…

As you'd expect, the rear seats of the M5 will happily fit two full-sized adults comfortably, so you can take four people along on your track day or your daily commute to the office if needed.

For a bloke of 183cm, I've got heaps of leg and head room behind the wheel with my preferred seating position, even with a helmet on, and there's standard four-zone climate control so both backseat passengers can set their own temperature settings and get their own air vents.

Other extras include a pair of USB-C ports tucked between the rear air vents and digital climate controls, drink holders in the doors, plus BMW's Travel and Comfort feature which has space for accessory holders at the back of the front seats with power outlets.

– also known as roller sunblinds – for extra privacy.

Although the new-generation 5 Series and the M5 have grown significantly in most areas, the M5's boot space has decreased due to the packaging of the lithium-ion battery pack for the plug-in hybrid system.

At 466 litres, the G90 BMW M5 has lost 64 litres of capacity compared to its old petrol-only predecessor. Although smaller than before, the space is still a decent size and fairly roomy, so it's still pretty practical – there's the M5 Touring for those who often need to carry bulkier loads, too.

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What’s under the bonnet?

The main talking point about the new M5 is the drivetrain, which is the first in the M5's history to feature electrification – in this case, it's an 'M Hybrid' performance plug-in hybrid system.

The G90 M5 features BMW's latest fifth-generation eDrive tech, meaning it uses the same battery and motor systems as the company's latest electric and plug-in hybrid vehicles.

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What's the driving experience like in a BMW M5?

I'll admit I was a bit hesitant to think the new M5 might feel pretty heavy and awkward to handle, considering the significant weight gain compared to its predecessor.

Fair dinkum, I was dead wrong! Our launch drive took us on a 111km route ripping through the twisty country roads just outside of Bathurst, before we tackled a lap around the famous Mount Panorama circuit, hot on the heels of BMW's one-two finish at the Bathurst 12 Hour the night before.

Setting off from the grounds outside the circuit, the M5 cruised quietly along the inner streets of the rural NSW town on electric mode. The "BMW IconicSounds" synthesiser played a deep, thumping note when you're driving emission-free, almost tricking you into thinking the twin-turbo V8 is humming along in the background – even if it isn't.

On its own, the electric motor built into the eight-speed automatic box kicks out 145kW and 280Nm. While that doesn't sound like much, the latter is basically available from the moment you press the throttle pedal.

That means you get a smooth and immediate response, even in EV mode, making everyday commutes or being stuck in traffic a bit more manageable and quieter. Plus, you're not guzzling petrol, but saving it for when you need it.

BMW says the new M5 can go up to 68 kilometres on a single electric charge from its 18.6kWh lithium-ion battery pack, and it can be recharged from zero to 100 per cent in just two hours via an 11kW AC charger.

Further, the M Hybrid system with BMW's latest fifth-generation eDrive tech can reach speeds of up to 140km/h in EV mode. The PHEV system has a number of modes and settings to tailor the drivetrain to your preferences, and that's before you start exploring the various drive modes.

You can adjust regen braking too. No, it doesn't offer a one-pedal mode, but fair dinkum, I don't reckon many M5 owners would want their PHEV super sedan to feel like a Tesla around town. Still, this adds another dimension to the M5's drive experience and split personality.

Heading out of town onto quicker, twistier roads, I switched the M5 into one of its custom 'M modes', which had been set up to configure the car for more dynamic settings. The twin-turbo V8 roared to life, and the big executive sedan gave me a real push in the back as I accelerated to the marked 100km/h speed limit.

While the loud and brash roar of the petrol V8 was a welcome sound, it was almost toned down inside the cabin. Even later on the track when everything was in top gear, the rowdy noise I was hoping for never really came through – although it's still a really nice sound.

The new M5 uses a suspension system tailored to its needs, and BMW's performance experts have managed to strike a great balance between everyday usability and exceptional handling. Even when pushed hard, the new M5 doesn't feel as heavy as its quoted 2435kg kerb weight would indicate... most of the time.

As the roads got narrower and more winding, the M5 delivered sharp handling and stable body control, thanks to the xDrive all-wheel drive system and Active M Differential, which kept the car firmly planted even when you put your foot down hard. Gone are the days when a BMW M-car felt like it was trying to shake you around - but you can switch to rear-wheel drive mode if you want to have some fun and get the rear end to slide when the conditions are right.

There's a bit of nicely controlled body lean in tighter corners, but it never feels sloppy or cumbersome. BMW's gone without a trick 48V active anti-roll system, likely to save weight and complexity, yet still managed to keep the M5's chassis setup nicely balanced.

Despite the weight the M5 puts on, it rockets forward when you push the accelerator hard, and it feels very stable and confident on the road. The big BMW also smooths out road bumps nicely, even with its 20- and 21-inch alloy wheels fitted with 285/40 and 295/35 performance tyres, and it handles coarse-chip road surfaces fairly well too.

It's got a real fondness for a quick sweeper, and the steering's got a good response, not too weighty, so it feels pretty agile and responsive. Personally, I would've appreciated a bit more feedback through the tiller, but I could still get a sense of what was going on at the front axle – and don't forget the rear axle steering system which helps with low-speed agility and high-speed stability.

The steering-mounted paddle shifters work a treat, shifting through the gears almost instantly when you pull back on one of the red shifters. You can pull on the downshift paddle for a few seconds to activate the boost function, which gives you maximum acceleration between 30-150km/h for quick getaways.

Where I noticed the impact of the M5's weight gain was around some tighter bends, where trying to take them quickly and accelerate hard made the heavier sedan shift sideways and squat on its outer tyres, struggling a bit for grip on exit.

You've got to pedal pretty hard to notice it on the road. It's a big car physically, even without factoring in its weight, so it all feels in proportion and the M5 is more of a road warrior than a track specialist anyway.

Talking about the track, one of the highlights of the drive was getting to drive the new M5 sedan around the famous Mount Panorama circuit just a day after the Bathurst 12 Hour race.

After riding in the passenger seat for a quick lap to get a feel for the track, we then had two timed sessions on the circuit, with an instructor leading the way in the official safety car, a G90 BMW M5, for this year's 12 Hour event.

Out of the pits onto Mountain Straight, I gave the M5's throttle a heavy prod and very quickly accelerated from 40km/h to 150km/h in what felt like no time at all. BMW proudly claims the new M5 can get from 80-120km/h in just 2.9 seconds in fifth gear, although it can do it in just 2.2 seconds in fourth gear.

On the most aggressive settings, the M5 was able to rapidly accelerate up and down the mountain with strong braking performance from the carbon-ceramic rotor-equipped test vehicle. I felt the weight transfer over the crests and sudden changes in elevation, which is typical at the notoriously challenging circuit, but at no stage did it feel like it was struggling or about to lose traction.

The electric motor's quick response helps reduce turbo lag when cornering and improves performance on straight sections, but towards the end of the day with a nearly flat battery (it wasn't in Dynamic Plus mode, which keeps some charge reserved), it felt like the V8 was doing most of the work on uphill climbs.

As I've found on the road, the all-wheel drive system lets you get moving quickly and with confidence, even though its rear bias still gives you that classic 'steer from the rear' feeling from the chassis.

fast.

Fair dinkum, I was after a bit more noise from the V8. Off the concrete barriers surrounding the Mount Panorama circuit in the most aggressive powertrain and engine sound settings, you get a bit more sound than you'd get on the road from the active exhaust if you're holding the revs high, but I was still left wanting a bit more to complete the experience.

Anyway, any idea that this is a toned-down version of the M5 can be put to rest. It's still as wild as ever.

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What do you get?

There's only one spec of M5 available in Australia, with the globally optional M Driver's Package – which removes the top speed limiter to 305km/h – included as standard equipment.

2025 BMW M5 key features:

• 12.3-inch digital instrument cluster
• 14.9-inch infotainment touchscreen
• Active M Differential
• Active seat ventilation, front
• Adaptive LED headlights
• Adaptive M Suspension
• Alarm system
• Automated climate control – 4-zone
• Automatic tailgate
• BMW ConnectedDrive
• BMW Iconic Glow illuminated front grille
• BMW IconicSounds Electric
• BMW Interaction Bar
• Bowers and Wilkins surround sound – 18 speakers
• Comfort access
• DAB+ radio
• Fast Charging Cable Professional
• Interior camera
• Lumbar support – front
• M Carbon mirror caps
• M Carbon rear spoiler
• M Carbon roof
• M Compound Brakes – Blue
• M Driver’s Package
• M Headliner Alcantara anthracite
• M Lights Shadowline
• Multifunctional seats – front
• M seat belts
• Metallic paintwork
• Personal eSIM
• Roller sunblinds – rear
• Seat heating – front, rear
• Steering wheel heating
• Travel and Comfort System
• Tyre pressure monitor
• Wireless smartphone charger

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Options

BMW only provides two primary additional cost options for the new M5.

• M Carbon Ceramic Brakes: $18,500
• BMW Individual Paintwork: Price depends on the finish

Is the BMW M5 a reliable vehicle?

While the 5 Series, including the i5, got a five-star ANCAP safety rating based on 2023 Euro NCAP testing, the M5 hasn't been rated.

Standard safety equipment includes:

• Adaptive high-beam
• Autonomous Emergency Braking (AEB)
• Driving Assistant Professional
• Parking Assistant Professional
• Tyre pressure monitoring

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What's the running cost of a BMW M5?

The M5 comes with BMW Australia's five-year, unlimited-kilometre warranty.

It's worth noting the Service Inclusive Plus package, which is a bit pricey, includes consumable maintenance items such as brake pads, brake discs (carbon-ceramic upgrade isn't an option here), clutches and wiper blades – a great feature if you're planning on taking the M5 out on the track.

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There's an interesting review of the BMW M5 on CarExpert's website.

BMW M diehards might dismiss it, but the new M5 is a technical tour de force that impresses in many ways.

It's certainly a heavy vehicle, and the electrified drivetrain has lost some of the show-stopping performance associated with the V8 and the M5 badge, but the way it delivers its performance and offers multiple layers to the driving experience is a great example of how electrification and hybridisation can not only happen, but be done well.

It's bloody quick, bloody enjoyable, and bloody easy to live with despite its racing abilities. It also looks amazing in the metal, and the huge range of customisation options lets you make it feel genuinely special and one-of-a-kind.

The vibe and daily driveability provided by the plug-in hybrid powertrain make it a very aggressive-looking BMW i5 during the week, as well as a traditional M5 sports sedan on the weekend.

It's now more comfortable, more practical, and more efficient as a daily driver, but still packs a punch.

Yeah, I was stoked to be able to give the M5 a good run on one of the world's most epic and challenging tracks. But for most Aussie drivers, it'll probably feel like it's being held back by our strict speed limits and heavy traffic policing. So unless you're planning to take your $260k luxury car to the track, is it really worth shelling out the extra cash over an i5 M60?

It could be a great real-world option if you're not bothered about telling people you bought an 'i5' instead of an 'M5'.

Looking beyond the confines of the BMW showroom, there's also a figurative dark cloud looming in the form of the also excellent Audi RS6 Avant, which, although only available as a wagon, is also a cult hero and features a mild-hybrid assisted biturbo V8 that's more fruitful and flamboyant most of the time…

Still, this seventh generation of BMW's legendary super sedan is a fitting modern take on a timeless formula that we hope will stick around for a while yet.

Interested in buying a BMW M5? Get in touch with one of CarExpert's trusted dealers here

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