2023 BMW i5 M60 review

While BMW’s new 5 Series is available with ICE motivation overseas, in New Zealand we only get the all-electric i5 and only in top M60 spec. Is it all too much?

BMW NZ’s move into the electric sphere is epitomised by the new 5 Series, only available here as the battery-powered i5. Petrols, diesels and hybrids can be had in other markets, while a Kiwi’s only option is the top-spec i5 M60.

A wagon version is coming too, but again only in i5 M60 guise. BMW NZ knows its customer, and that at the top end they prefer the high-spec, high-power models.

M-badged cars represent more than 30 per cent of BMW NZ’s sales now, and the most popular model? The BMW i4 M50, which is also the best selling M car worldwide.

Guess it’s a good way to sate your gluttony for performance while balancing the emissions profile.

The i5 M60 packs 442kW thanks to a brace of motors, though it’s the 820Nm of force that really does it, particularly as it’s dumped on you instantly.

Technically that’s only available in Sport mode, the usual output being 380kW and 795Nm, which is still plenty.

More than enough really as 95 per cent of the time you drive this, the power gauge tells you you’re rarely using more than about 20 per cent of the available output.

But that is the point of these luxo sport models; buyers don’t want anything less than too much.

Sport electric

And this M-badged 5 sure does go. Dual-motor electrics tend to excite with their turn of acceleration, especially from a standstill, and this one’s no different.

Squeeze the ‘boost paddle’ (initiating max output for 10 seconds of mayhem), depress both pedals to initiate ‘launch control’ then, click click boom, you’ll be illegal before four seconds have surpassed.

Taking it for a wee blat in the hills, we dialled in the Sport mode, didn’t hold back on the volts and found this is typical of the digital, electric four-wheel drive set; it’s a point and squirt machine that covers ground quickly.

Yeah, it’s not overly emotive but you have to admire the way they’ve finessed the interplay of the motors to maximise their potential.

You can mash the throttle down early when exiting a bend and it pulls itself through neatly and slingshots you down the straight, the urge of the Newtons pinning you to the seat back.

The 5 is a big car, now just over 5m long, 1.9m wide and with a wheelbase just shy of 3m. The M60 is weighty too, over 2.3 tonnes. Most of that mass is carried low in the battery, and said to be split 50/50 in typical BMW fashion.

The M60 gains active roll stabilisation to complement the adaptive M suspension, so it’s flat through the turns, rarely straying from the intended course.

There’s rear-wheel steering too, so it turns smartly and yet the light-weighted steering delivers an un-BMW-like void when it comes to steering feedback; usually it’s the squeal of the rubber that prompts you to back off.

The brakes feel decent under the foot but the strain from the weight can eat away at them.

The sports suspension is of the adaptive type, managing to keep things tight without smashing over the bumps, which is particularly impressive given the 21-inch wheels this rolls on.

So it’s rather extraordinary, if not overly involving, but then BMW reckons the i5 M60 is intended to ‘balance maximum sportiness and high-level, long-distance comfort’.

However, the trip data suggested that our stint had the consumption into the 35kWh/100km region. So if you want to travel far, best stick to a sedate cruise.

Luxo sedan

A 5 buyer is your more traditional type, so the design is suitably restrained. And it’s one of the better looking BMWs in recent times as a result.

The flush-fitting scalloped handles provide the aero, while being simple to operate; those retractable jobbies can be troublesome. However, the doors require a decent slam to shut, a soft-close function would be appreciated.

There is a dignified entry to the rear of this four-door, where there’s adequate room for lower limbs and good head space despite the full panoramic roof.

However, a big old transmission hump means it’s a 2+1 rear bench. The boot lid is powered, and the hold is okay at 490L, though it’s pretty narrow.

There’s split folding, some underfloor storage for cables and the tyre repair kit, while it can tow up to 2000kg.

The interior came trimmed in an interesting brown and grey combination, an optional Comfort Package changing up the sports seats for pews with less bolstering (though they tighten up in Sport mode) and added ventilation, so good in the heat of summer.

There has been a ‘digitalising of functions’ in the cabin, so there are fewer buttons and those left are of the haptic sort.

The touchscreen is responsive, though small touch points don’t help. It’s not overly complex, helped with a smart voice assistant and much is customisable.

The frustrating bit is that most functionality is locked until you log into your BMW profile, allowing them to mine you for data.

Range anxiety?

The 84kWh (81 usable) battery can be juiced at rates of up to 22kW AC (three-phase wall box) and 205kW DC. A half hour at 75kW charger extracted 36kWh ($25.40) raising the battery from 30 to 71 per cent, the range from 94 to 227km.

On that, the WLTP figures state between 455-516km and consumption of between 18.2-20.6kWh. With optional extras that add weight and wider tyres, this M60 didn’t achieve anything close to that.

The long-term average over 1600km was 23.7, while after a recharge and taking it easy around town, our mean was 26.7. At that rate you’ll only get about 350km.

There are no paddles to change up the motor regen on the go (you set your desired level in the sub-menus) but the B mode on its max setting provides one-pedal driving, initiating smooth braking.

There’s a heap of easy urge, a feathering of the throttle all that’s needed to gap the traffic.

The adaptive suspension isolates most of the bumps despite the XL wheels. It’s quiet too. The steering is very light and with the rear wheels helping out, the turning circle is more bearable.

But it’s still a big machine, docking made easier with the excellent camera system. Or you can let the parking assistant do it for you (it does an okay job) and there’s the smart reverse genie, the car backing you out of tight spots.

The adaptive cruise also offers assisted driving. It is well versed in keeping you centred in the lane, taking bends and changing lanes for you. The active safety gizmos are all polished too, no false alerts while doing their job without bugging you constantly.

And the price of it all? A cool $196,900, while a few options packages took this tester to $206,500.

Others to check out in this price range include the equally rabid Mercedes-Benz EQE AMG 53 and the Porsche Taycan 4S, the latter recently updated.

This article first appeared in the March 2024 issue of NZ Autocar magazine.