BMW M5 Touring with Plug-in Hybrid in a Driving Review: The Strange Compromise

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In the past, the BMW M5 was often more of a sports car than a sedan, occasionally with technically unusual ideas—just think of the ten-cylinder in the fifth generation of the series. What they all had in common was their superior driving performance. BMW is sticking to this but is now combining it with a plug-in hybrid drive. This reduces consumption in WLTP, which is unlikely to be the focus for the target group. Does the current M5 combine sport and savings? A short test drive provides answers.

High weight, enormous driving performance

Let's get the obvious out of the way first. The turbocharged 4.4-liter eight-cylinder throws 430 kW into the race, the electric motor another 145. Together, there are 535 kW and 1000 Nm on tap, which can easily handle the 2.55 tons of curb weight, of course. BMW states 3.6 seconds in the standard sprint and a top speed of 250 km/h. For an extra charge, even 305 km/h is possible. Even the 200 km/h mark is reached in just eleven seconds. These are undoubtedly impressive figures, but the new model doesn't leave its predecessor behind. Nevertheless, it remains true that even half of the potential can only be used very rarely this side of race tracks—at least if the driver has a shred of responsibility.

Thrust without delay

The engineers have succeeded in integrating the electric motor well. The E-Punch is ready at any time, bridging the turbocharger's delay and allowing the V8 to accelerate relentlessly without any torque gap opening up. This leaves a lasting impression on the driving experience: thrust is available in abundance in practically every situation, which is no surprise given the key data. Only the sound is somewhat subdued considering what is on offer. The mighty pipes don't fire acoustically as their appearance would suggest, which uninvolved parties will be grateful for. The M sound gimmick inside the car makes the M5 sound like a Playstation and not like an eight-cylinder. This may fit the times, but it seems a bit out of place given the large-volume orchestra under the hood.

Charging is hardly worth it

It must also be clear that the M5, even with plug-in hybrid, will not become a stingy champion. The traction battery with its energy content of 18.6 kWh is only sufficient for 61 to 67 km in WLTP. Our test drive at around 10 degrees showed that calm drivers can achieve up to 50 km of electric range. Including charging losses of around 10 percent, this results in real electricity consumption that, from a purely economic perspective, only provides two reasons for charging: either the electricity is sensationally cheap, for example via a PV system, or someone else who doesn't look too closely is paying the bill. Of course, apart from the economic consideration, there are still reasons to charge the battery. If you're not in a hurry, you'll experience a quiet sedan that makes you want to drive electrically.

Calmed center position

Although the M5 Touring is large, it feels smaller when you first turn in than its dimensions suggest. The rear-axle steering, which steers counter-directionally by up to 1.5 degrees up to about 70 km/h and then in the same direction, willingly pushes the rear into the line, while the front axle remains neutral for a long time. Understeer only occurs when deliberately provoked. What is exciting about all this sharpness is the calmed center position of the steering. It seems as if the engineers in Garching have deliberately softened the nuances there. Because the touring follows its path with unwavering determination and still develops the fine M-typical precision during committed driving.

The adaptive suspension also does its job remarkably well. The M5 hybrid skillfully disguises its weight. If you brake late and hard, you feel the inertia, but you can reliably manage it thanks to the finely adjustable brakes. On impeccable road surfaces, the M5 can handle the "sport" setup of the dampers without any problems; in everyday use, "comfort" remains the best choice. If you still want to play with the modes, you can adjust the dampers, steering, brake feel, recuperation, and drive strategy—everything is configurable in the usual M manner. Two favorite setups can be saved using buttons on the steering wheel. A blessing, because touch menus and haptic sliders for climate control and the like are rather fiddly in everyday use.

The “4WD Sport” setting is recommended for country roads and mountain passes. This gives the traction control a little more freedom without completely losing the safety net. Above all, the power distribution is shifted more towards the rear axle. This makes the large M5 surprisingly neutral. But there are also limits: 2WD in the wet, for example? Once for data recording, but then it's enough. Respect for 1000 Nm grows proportionally with the interval speed of the windshield wipers.

Criticism in the interior

The cockpit adopts the M layout of the 5 Series sedan: curved and M head-up display, plus a tidy center console. Rarely has a 5 Series been so coolly furnished. In addition, the workmanship was flawless, but the choice of materials is less high-quality in detail than in the past. The standard leather upholstery cannot hide this. Further points of criticism: The striking ambient lighting reflects in the side windows at night, which can impair visibility in the mirrors. Even small details like the exterior mirror that only dims on the driver's side seem like a petty cost-saving measure given the hefty purchase price. This also includes the fact that the rear window can no longer be opened, just like the optional glass roof.

Rotary knobs and buttons would also have been good for the air conditioning; operation via touch and haptic sliders remains second-class. The multi-adjustable M sports seats provide excellent support and are comfortable on long journeys. With a total length of almost 5.1 m, 500 liters of trunk space is rather meager. But this also has a certain tradition in the 5 Series Touring: no generation has offered a huge luggage compartment so far.

Internal competition

Traditionally, these are things that M5 drivers have to accept, as well as a pricing that is quite something. Despite extensive standard equipment, 146,400 euros is a hefty statement. Fully equipped, it's around 170,000 euros. In return, BMW delivers an impressive package that appeals more to the head than the heart. And the M5 has tough internal competition. A BMW i5 M60 Touring costs a good deal less, even when adjusted for equipment. With 442 kW, it can accelerate to 100 km/h in just under 4 seconds—so it's by no means a fun killer. The taxation of private use of a company car is 0.5 percent in both cases, while the costs for driving energy are worlds apart. Anyone who opts for an M5 because they want to drive fast should not be squeamish in this regard. Fuel consumption without prior charging of the traction battery is unlikely to be below 12 liters. Anyone who consistently achieves significantly less than this in an M5 should ask themselves if they are driving the right car.

BMW promotes technological openness and lets interested parties choose. The M5 undoubtedly still has its appeal, despite its high weight and the economically questionable plug-in hybrid. The number of buyers is even smaller than the number of interested parties, so the production volume should remain within manageable limits. BMW still serves this market and can be sure that a small number of customers will be quite grateful for it.

(mki)