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Three things I like (and don’t like) about the 2025 BMW M5

The 2025 BMW M5 is an all-new hybrid super sedan with over 700 horsepower. But with 1,100 pounds added, is it still an M5?


In the hierarchy of M, perhaps only a new M3 is a bigger deal than this all-new 2025 BMW M5. And I do mean all-new; for the first time in over a decade the engine is not the S63. There’s also an M-first hybrid battery system in a sedan, taken from the XM.

Let’s have three good things (and three bad things) about what may be the last M car with a conventional powertrain.

I like (love) the power of the 2025 BMW M5

The S68 V-8. Photo: BMW

I’ve been in a few hybrids by now, and if Chevrolet can make it seamless, then what can BMW, the forger of motors, do?

The new S68 V-8 is paired with an electric motor via an eight-speed automatic transmission, good for a total of 717 horsepower and 738 lb-ft of torque. Taken apart, the 14.8-kWh lithium-ion battery housed under the floor provides 194 horses, while the V-8 actually pushes out less than the outgoing F90, with 585 horsepower and 553 lb-ft of torque.

Th result is a car that BMW says will do 0-60 in 3.4 seconds. Uh-huh, towing a boat maybe. This is clearly a ten-second car.

You can also drive in pure electric mode for a range of 25 miles, that takes you up to 87 miles per hour.

All the typical M goodies are here. All-wheel drive, customizable suspension, brake feel, throttle control, shifting and steering. New is the ability to choose how much power goes to which axle (why?), and a boost control function, which is engaged by pulling the left-hand shift paddle between 20 and 90 mph, which switches everything to full-on Sport mode.

Carbon ceramic brakes are an option, with six-piston calipers in front. BMW continues to insist that single-pot floating rear calipers are fine.

I don’t like that you have to plug it in

Fill it with gas and electricity. Photo: BMW

Some hybrids don’t need to be plugged in, but the new M5 does. There’s no word on fuel mileage or range yet. The battery is big, so I suppose there was no way to simply make it recharge from the engine alone.

Aside from the added hassle of filling it with fuel and plugging it in at night, the question becomes philosophical. If your commute is less than 25 miles and mostly back roads, then you can use this M5 like it’s an i5. What the hell is the point of that? You spent $140,000 on a super sedan, and you’re using it with less than 200 horsepower?

I like that it looks like an M5

Quad tips remain. Photo: BMW

Looks good, no? Wheel arches are a gigantic 3 inches wider in front, and 1.9 at the rear. Typical M treatments like Shadowline trim and quad exhaust tips return. This is still a classic BMW M5 in silhouette too.

The launch color – Isle of Man Green. Just odd that they picked the same color as the G80. No doubt the full individual range will be available to you. 20 and 21-inch wheels are now optional as well.

Inside I like it less, but that’s just because it’s a 5 Series. The ambient light looks cheap, it’s got buttons and screens all over, and now there’s an M logo on the iDrive knob, for a total of 538,594,403 M badges on these things. It’s all a bit much.

My favorite seats return, but the orange on black combo in the pattern they have is odd to say the least.

But I don’t like the weight

A lot of tech. A lot of weight. Photo: BMW

Now we come to the (literal) elephant in the room. The 2025 BMW M5 weighs 5,390 pounds – 1,100 more than the F90, and just 50 pounds less than an X5 M Competition.

What can I say? Weight isn’t good for speed, mileage or agility. The M5 has automotive Type 2 diabetes. Far too many sweets. I can’t imagine seeing any on track, let alone how the Performance Center will handle swapping tires on a car weighing this much. It’s going to eat them like Michelangelo eats pizza. Maybe it wouldn’t need five billion horsepower if it didn’t weigh so much.

Seats look weird, but comfy. Photo: BMW

That said, this is a 5 Series, and the M5 has always been a big car that’s heavy relative to other M cars. I’m sure it’ll handle well, but it won’t be able to hide the weight.

You don’t want an E34 anymore. Well, maybe you do, but you can’t have one.

I like the price

There’s no Competition trim for now. Photo: BMW

The G90 M5 starts at $120,675. That’s nice, even if it is $9,000 more than the F90’s. That’s not exactly a fair comparison, because the F90 had a base model with less power and no “Competition” badge.

This one doesn’t either because M is revising just what that name means, but for now this is simply the best M5 you can buy. And it’s a lot of performance for the money.

Coming soon: the wagon. Whatever the price difference is, pay it.

I don’t like the fact that you don’t like it

It’ll still be an M5. Photo: BMW

I’ll admit – no modern BMW has yet to score a ten in a review. The M2 and Alpina B8 came closest.

I always keep an open mind, and I root for this M5 to succeed.

Without a doubt, the trolls will crawl out and continue to beat their chests about “Old M” being gone, which it has been for about 20 years. But if you lament the loss, I blame…you. Have you purchased a Blackwing? No you haven’t, stop lying. If you had, BMW would be forced to acknowledge the sales success of Cadillac and come up with a car that’s as engaging to drive.

You haven’t even purchased enough manual M cars to make it worthwhile for them to keep. And all that G80 hate has long gone – it’s probably their best-selling M3 to date.

M cars have a niche they fill quite well – and to be honest, it’s still the coolest brand this side of Ferrari. That still counts for something among the crowd too.

Look for a full review on the 2025 BMW M5 in the fall.

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