2024 BMW i5: A luxe mainstay honed on driving dynamics adds green cred

The 5 Series, a mainstay of the BMW lineup for decades, and the ultimate driving machine in marketing parlance, is getting bigger and going electric.

The retooled, eighth-generation sedan is 3.4 inches longer, 1.3 inches wider and 1.4 inches taller than the outgoing model, with a wheelbase increased by 0.8 inches to 117.9 inches. The larger dimensions are designed to improve seating comfort, notably in the rear.

But the big news for 2024 is the addition of a battery-powered sedan. The i5 launch coincides with the introduction of the next-generation gasoline-powered 5 Series.

The 2024 i5, BMW's first electric 5 series sedan, is available in two variants, including a powerful BMW M-tuned version and a rear-wheel-drive entry-level model.

The base i5 eDrive40 is equipped with a single electric motor on the rear axle, with 335 horsepower and up to 317 pound-feet of torque in temporary boost mode.

The M60 xDrive adds a second electric motor on the front axle, producing a combined 590 hp and up to 605 pound-feet of torque. BMW says the i5 M60 zips from 0 to 60 mph in 3.7 seconds with a top speed of 143 mph.

Both i5 models are available with an M Sport package with a temporary boost mode. The M60 comes standard with an M Sport Package Pro that adds what BMW calls launch control.

The i5 is equipped with an 84.3-kilowatt-hour battery, providing a range of up to 295 miles on the eDrive40 and 256 miles on the M60. It can charge at up to 205 kW on a DC fast charger, which can fill the battery to 80 percent from 10 percent in a half hour. Selectable driving modes are available to preserve the battery or improve performance, with what BMW calls anticipatory thermal management to speed charging and maintain range. We've sampled some early reviews from a recent test drive for media in Portugal.

"... The 2024 i5 brings the long-serving 5er into the modern EV age. It does so without needing to look like a melted bar of soap or space-age concept, either; the i5 is quite literally just an electric 5 Series. BMW's approach to electrification is to develop one platform that can support a multitude of powertrains, so there's no major visual differentiation between this EV and its gasoline counterpart, like there is between, say, a Mercedes-Benz EQE and its more staid E-Class sedan.

"Ditto the interior, though the i5 comes standard with a new Veganza upholstery that — in addition to sounding like a forgotten Daewoo — is completely vegan. You'll find this soft-touch textile on the dashboard, doors and seats, and it doesn't preclude the i5's chairs from being heated or cooled. I personally think it makes the i5 more interesting and comfortable. But if you simply must have leather, BMW offers a number of appealingly dyed hides.

"Glass controls reinforce great attention to detail, and generally speaking, the i5's whole vibe is that of a cleanly styled, modern sedan. The backlit pieces of trim can offer calming glows of oranges and reds, or light up like a Miami nightclub with purples and blues – whatever suits your mood. A large wireless charging pad ahead of the two individually carved-out cupholders can support two devices, with a divider down the middle, so you can match iPhone with Big Gulp. Back seat riders won't have much to complain about, either, with lots of head- and legroom. The specs say there is an ample 17.3 cubic feet of space in the trunk, though BMW cargo specs aren't always the most representative of the actual available space."

— Steven Ewing, Autoblog

"One of the key challenges in creating a high-performance electric vehicle is managing its weight. The BMW i5 M60 xDrive, with a DIN-empty weight of 2,305 kgs (without a driver), offers four different suspension packages. These include the Basic package with Variable Sport Steering, M Sport Suspension, Adaptive Suspension Professional with Integral Active Steering, and Adaptive Suspension Professional with Active Roll Stabilization, which lowers the car by 8 mm (0.3 inches).

"The progressive springs in the suspension offer increased spring rates as they compress, leveling out the car's ride. The integral Active Steering, combining front and rear axle steering, enhances both high-speed agility and low-speed maneuverability. Additionally, Active Roll Stabilization, borrowed from the BMW 7 Series and i7, ensures stability in both vertical and transverse directions.

"A standout feature of the i5 is its standard rear axle steering, allowing the rear wheels to turn up to 2.5 degrees in the opposite direction at low speeds, enhancing agility. This feature continues to benefit the car's driving dynamics at higher speeds, while also increasing the agility of the car in city centers."

— Horatiu Boeriu, BMWBlog

"Starting off in the i5 eDrive40, an impression of smoothness became immediately apparent: Initial tip-in on the accelerator pedal is wonderfully soft. This tuning makes it nearly impossible to inadvertently jerk the car, although this i5 moves swiftly when it's asked to: 0-60-mph acceleration is estimated at 5.7 seconds. Power delivery isn't so absolutely linear and direct as in some EVs, nor is motor regeneration and one-pedal driving functionality so acute, but these actions are both luxuriously gradual. By-wire actuation makes blending of regenerative and friction braking totally imperceptible.

"The rear motor location gives the i5 eDrive40 familiar BMW handling dynamics, while freeing up the front end for low-effort steering that, like the accelerator pedal, ramps smoothly from initial application. Available rear-wheel steering turns the back tires by 2.5 degrees, less than some competing systems but still subtly useful in virtually shrinking the car's wheelbase. Our route contained countless gnarly potholes, but these were seen more than felt; standard rear air suspension aids the i5's terrifically plush ride quality. Bouncy body motions occur over undulating pavement, which are remedied by activating the Sport suspension setting, at the slight expense of comfort. Indeed, comfort — and a high degree of it — is the i5 eDrive40's overarching demeanor."

— Alex Leanse, Motor Trend

"Clearly there's a missive somewhere within BMW that demands a car must have one aspect so convoluted, it sounds like it's spoken in tongues. In the i5, it's the output. Don't have an engineering degree? Don't worry; some of our staffers do, and we're still waving smelling salts under their noses.

"The rear-wheel-drive i5 eDrive40's single motor puts out 308 horsepower and 295 lb.-ft. of torque — unless it's in Sport mode, where horsepower rises to 335. You can also boost torque, but only by pulling the Boost paddle or engaging launch control, at which point it rises to 317 lb.-ft. We reckon the i5 eDrive40 will reach 60 mph in a comfortable 5.0 seconds.

"The all-wheel-drive M60 repeats this nonsense but with higher numbers; normal output is 510 horses and 586 lb.-ft., and Sport mode bumps power to 593, while the Boost-or-launch-control shuffle increases twist to 605 lb.-ft. Our 60-mph estimate drops to 3.3 seconds on this model.

"If someone asks you how much power your i5 makes, just give them the highest numbers. Confusing a stranger to death may incur civil liability."

— Andrew Krok, Car and Driver

BMW "Design Director Domagoy Dukec recently told me that certain BMWs were definitely and deliberately 'louder' than others. And on the face of it, the new 5 Series doesn't have much in common with the XM (phew). Following BMW's adventures in polarization, the i5 is clearly more conservatively styled. It's impressively aerodynamic, though: The drag coefficient is 0.22-0.23 across the range, aided by an air flap control that opens intakes in the grille to add up to 16 miles to the range, while an Air Curtain tidies up the air flow past the front wheels. Lightweight 'air performance' wheels with inserts also help reduce emissions and enhance range.

"There's nothing fundamentally wrong with the new 5's raked A-pillar, the dash-to-axle ratio is strong, and the graphics are compelling. But on the move it can look a bit generic from some angles and the plunging rear lacks distinction. The so-called Hofmeister kink is highlighted — unnecessarily — by having a number 5 embossed on it, and black side skirts take some visual weight out of the car's profile. Note also the flush door handles, better for aero efficiency.

"The celebrated kidney grille is slightly less prominent here, but still gets the Iconic Glow illumination as standard on M Sport Pro and M60 xDrive models. The latter definitely punches harder visually than the regular cars, with an enlarged front apron with black surfaces and blacked out grille. There's an ugly camera mounting in the middle of it, though.

"The BMW i5 isn't a car so much as an entire ecosystem. It can be a bewildering place to navigate, and maybe some of the new stuff here is just trying too hard or is possibly too clever for its own good.

"Especially when at heart what we have here is an exceptional new car. We'll have to wait to try the combustion versions of the new 5 Series, but if BMW's stated aim here was to combine 3 Series dynamism with 7 Series luxury, it's mission accomplished. The M60 xDrive is expensive, but feels every penny the billion-pound investment it surely was for its maker."

— Jason Barlow, Top Gear

"If you're driving somewhat less than serenely, the i5 does a good job at hiding its weight, but only up to a point. Start to push it harder, and the i5 feels a hefty thing. The steering is quick, but devoid in terms of feedback from the road surface, and its 'Sport' mode is worth avoiding, as it feels a touch too heavy set thusly.

"M Sport suspension comes as standard on the M60, featuring a stiffer setup that's lower by 8 mm. You can also spec active anti-roll bars on the car. Further helping the i5 change direction quickly is an optional rear-wheel steering system, but that element means the car doesn't always react quite how you're expecting it to. Although it's all-wheel drive, there's a noticeable bias towards the rear when you really hoof it out of a corner, which is exactly how things should be in a BMW.

"The i5 is competent enough on a twisty road, but in terms of pure driving thrills, it comes up a little too short. It's hard to know how differently this might play out with the PHEV and combustion models - we'll have to wait and see.

"In this pure electric format, the 5 is definitely a lot closer to being a smaller 7 than a bigger 3, but perhaps that's not such a bad thing. Focus on the waft, and you'll find the i5 is rather brilliant."

— Car Throttle

"The i5 is available with BMW's latest driver aids, including a system that allows for hands-free highway driving. BMW is calling it 'Highway Assistant including Active Lane Change with eye activation.' Like the name implies, you can change lanes just by moving your eyes. BMW already offered hands-free driving in the i7, and it worked well in the i5 in our short time behind the wheel. The system adjusts speed well, maintains a good gap between cars, and doesn't bounce between the lane markers in an attempt to center the car in its lane.

"We had a chance to drive hands-free on our initial drive. None of the stretches of road we were on had any big curves or bends, so our impressions are somewhat limited. In our short time, the system worked flawlessly. You have to keep your eyes on the road, and the car monitors the driver's face ... with sensors to make sure it's always facing forward. Facial recognition works better than a lot of systems (like the one in our long-term Lucid Air). We didn't have any prompts to put our hands back on the wheel, and it's pretty easy to tell when the system will let you.

"The new thing with this test was the 'eye activation' part. BMW's system could already change lanes hands-free with just a tap of the turn signal by the driver, but now all you have to do is look in the mirror in the direction you want to change. Sensors monitor traffic, and if there's a gap it will notify you in the instrument display. Just look in the mirror and the car will change lanes. It works, but we wouldn't call it the most comfortable thing in the world. It almost seems too easy to trigger it, especially if you're a driver who constantly monitors your mirrors.

"Ride quality is generally good thanks to the standard rear air suspension. The i5 doesn't completely tune out imperfections, but it does a good job of lowering the harshness of the impacts. The M60's sport-tuned suspension has enough tricks up its sleeve that it won't punish you on the street, even in Sport mode. It's much more comfortable than any Tesla we've driven and on par with the best in the class."

— Reese Counts, Edmunds