The electric BMW i5 is the showpiece of the 8th generation 5 Series. Of all the German brands, BMW seems to be having the most fun with the transition to electric cars. The latest 5-series only mentions in one clause that it will also come onto the market with combustion engines.
We saw the same thing happen with the BMW 7 Series, where all eyes were also focused on the fully electric one BMW i7. While a brand like Volkswagen is having difficulty with the transition to electric cars, BMW has got the hang of it. The electric 3 Series will be launched on the market in 2025, marking the start of a new modest design course. With a sense of the past, BMW has named the preview Neue Klasse, after the series of models in the 1960s with which the brand established itself at the top of the car manufacturers. The 5-series does not yet fall under the new direction and is therefore less modestly designed.
An electric BMW in every segment
But BMW don’t wait until 2025 to start the electric offensive; The brand already offers an electric variant in almost every segment. When introducing the new 5 Series, the classic combustion engines and the new plug-in hybrid do not even play a role at all. All test cars ready for the press are fully electric. We will briefly mention the 530th PHEV; it can now drive 102 kilometers on electricity thanks to a new 19.8 kWh battery pack. But that’s the last we’ll talk about gasoline engines. From now on the leading role will be for the BMW i5 eDrive40.
Hofmeister kink is back
Where BMW went completely over the top with the i7 with a frighteningly large ‘grille’, the i5 calms things down a bit. The i5 is more of a classic and modest business sedan, which has now grown to a length of 5.06 meters. This makes it almost 10 centimeters longer than the old model. Parking garages and picturesque city centers are becoming less his domain, because the already quite voluptuous 5-series grew in width by another 3.2 centimeters. Moreover, it is now 3.6 cm higher. The wheelbase makes a modest contribution and increases by 2 centimeters to 299.5 cm. The Hofmeister kink at the rear doors is a nice reference to the past, but otherwise the design team of Adrian van Hooijdonk does not do nostalgia.
Big, but not necessarily spacious
The best place in the i5 is behind the wheel. Thanks to the perfect ergonomic interaction between the seats, the pedals and the adjustable steering wheel, the driver is optimally integrated into the car. The seating comfort is masterful. Sports seats are standard, but at an additional cost you get comfort seats that do not press you against the hard side bolsters. The rear seat also offers sufficient comfort thanks to the nice position of the backrest. It’s a shame that the i5 is not a space wonder despite its enormous length.
Fortunately no iX system
The ergonomics go beyond just the seating position. The digital dashboard is built around the driver, as it were, with two screens (12.3 and 14.3 inches). Despite fewer buttons and switches than in the old ‘Fünfer’, the operation is exemplary. BMW has listened to the harsh criticism of the system from BMW iX. The structure was so confusing that you regularly got stuck in a vague submenu. The main menu now makes more sense, so you don’t have to frantically search for functions you use often. Furthermore, the i5 has shortcut keys (Quick Select). If you still can’t figure it out, the excellent voice control offers solace.
“All things considered, Hans Zimmer’s artificial splash plunge makes no sense.”
Hans Zimmer
Fortunately, BMW never deviated from the straight and narrow on the road. The rear-wheel drive i5 eDrive40 is ‘only’ the entry-level model, but is already good for 340 hp and 430 Nm. As you would expect from an electric car, it responds quickly and smoothly to the former accelerator pedal. The sounds composed by Hans Zimmer are distracting, but all things considered, the artificial pling-plong makes no sense.
Range BMW i5 eDrive40
What is impressive is the way he uses the available energy. We effortlessly achieve 19.8 kWh/100 km, which is not even far above the WLTP consumption (18.9 kWh). This would allow a range of 418 kilometers, sufficient for most drivers to drive at most once a week. load. This is still possible with 400 volts (800 is already the standard for many more expensive models), but the 81.2 kWh battery is charged from 10 to 80 percent in 30 minutes thanks to a smooth charging capacity of 205 kW.
BMW says that the charging curve is so stable that you can compare it with 800 volt technology. Normally the charging speed levels off as the battery becomes fuller, but the i5 is not affected by this, the technicians claim. This requires an EV file, where we can test the i5 for longer. A big advantage is that you no longer have to fiddle with cards or an app. Plug the plug into the charger and the charging party starts automatically – the car itself makes contact via an electronic interface. A heat pump is standard.
Piece of resistance
We are most impressed by the chassis, which in our opinion is the highlight of the i5. Of course it offers the comfort you expect from a travel limousine, but it adds surprising flexibility. All i5 models have air suspension on the rear axle as standard. The smooth balance between comfort and sportiness on fast back roads is thanks to the adaptive suspension Professional, but you have to pay extra for that. The body then moves four millimeters closer to the asphalt and in addition to the adjustable shock absorbers, you also get four-wheel steering and active roll stabilization. Because the roll stabilization is actively tailored to the driving conditions, high cornering speeds are possible and, on the other hand, bumps are smoothed out as if you were driving a classic French limousine.
“We are most impressed by the chassis, which in our opinion is the highlight of the i5.”
Fortunately, BMW does not do a ‘Volkswagen’ by ostentatiously cutting back on quality. The doors close with a soft thud, the finish is beautiful down to the smallest detail, the various parts fit together with millimeter accuracy. If you choose the standard interior, no animals are slaughtered. But if you can’t do without the smell of cowhide in the morning, BMW is happy to call the slaughterhouse for an additional charge.
BMW i5 price (2024)
Finally, the price of the BMW i5 and BMW 5 series. All models with a combustion engine are mild hybrids with a 48-volt battery and equipped with a newly developed 8-speed automatic transmission. The 520i produces 208 hp, the 520d and 520d xDrive 197 hp. Prices start at 65,379 euros for the BMW 520i sedan. ‘Our’ BMW i5 eDrive40 is available from 77,572 euros. For the strongest electric version (BMW i5 M60 xDrive with two electric motors, 601 hp and 820 Nm) you have to pay at least 108,427 euros. And for the sake of completeness: prices for the plug-in hybrid BMW 530e start at 70,272 euros.
Conclusion: are we missing the six-cylinder?
The new BMW i5 eDrive40 pulls out all the stops to meet high expectations. The electric motor performs well and the charging speeds are perfectly fine. But the chassis is especially impressive, with a rare smooth balance between comfort and sportiness. For a car in this price range, the quality and finish are excellent. Actually, we didn’t miss the six-cylinder inline engines.
