2025 BMW M5 prototype (G90) | PH Review
The new 727hp M5 is here in all its electrified glory - and we've already had a go behind the wheel
What you’re looking at here is the new BMW M5 - all 727hp of it. But what’s being written about is the M5 in disguised prototype form; we drove it back when the M4 CS was tested, sworn to secrecy about driving impressions until the full reveal. And such is the understandable preciousness around seeing a new M5, BMW conducted a studio walkaround, but without any accompanying imagery. So we can tell you a bit about what it drives like at the Salzburgring, but nothing much about the looks. Because it was covered in cladding, inside and out. The pictures you see here are a 12th-hour addition. So make up your own mind on those.
The cloak and daggers approach does make a lot of sense if you recall the last M5. That leaked ahead of its reveal, to a fairly unenthusiastic response; deemed too meek even to qualify as a subtle supersaloon. That’s the last thing BMW wants this time around. But even in its prototype camouflage, it’s clear the G90 generation is a more visually arresting M5 than before - and a step up in attitude from M Performance models of this generation like the i5 M60. Big wheels fill up burly arches, the ride height is suggestive, and its spoilers and splitters give just the right hint at the performance potential underneath. BMW points to the ‘prominent’ arch extensions, ‘sculptural’ front apron, M5 badges on the Hofmeister kink and ‘an unusually high proportion of surfaces painted in body colour’ to mark it out from the standard 5.
Driving any car short of a 911 GT3 RS after the M4 CS is going to feel markedly less intense. Especially in one that whirrs silently out of a pitlane. What the M5 does offer instead is absolutely ferocious performance - closing the gap on the lighter, less powerful car as the straights saw 170mph and more registered. The combination of 585hp, 4.4-litre twin-turbo V8 and 197hp electric motor (supplied by an 18.6kWh battery) results in 727hp and 738lb ft from the M Hybrid, enough to make a mockery of a very chunky 2,435kg DIN kerbweight. BMW quotes 3.5 seconds to 62mph, which is actually slower than the old purely V8 car. But it’s from there that the hybrid really romps along, aided by what feels like even faster shifts from the eight-speed auto. It’s hard to imagine much short of a Taycan Turbo GT accelerating with such abandon at any speed. The new M5 even sounds quite good now, the V8 noise that reaches the cabin feeling a bit more authentic and stirring than what came before.
It’s easy, however, to make a hybridised performance car fast in a straight line; the difficulty is managing the extra mass when it comes to corners. To equip the M5 as best as possible for the task, this G90 is the first to get standard Integral Active Steering (rear-wheel steer in BMW speak) as standard, as well as the M xDrive and Adaptive M Suspension. Perhaps surprisingly for a 2.5-tonne, 700hp+ car whose performance is ‘unleashed in full on the track’, ceramic brakes are an option. Additional changes from 5 Series to M5 include wider tracks, retuned steering that has a ‘rigid connection to the front axle subframe’ as well as bespoke kinematics and elastokinematics on both axles. The suspension is notable for its ability to adjust the dampers independently at each wheel.
The end result is immediately impressive, the M5 feeling much more of an M car in its agility, responsiveness and tenacity than something like an M60. The directness conferred by the steering rear axle (up to 1.5 degrees) is supported by a grippy front axle - itself helped by bespoke 285-section Michelin Pilot Sport 5s - so the car feels cohesive and in sync from the very first turn. As is becoming M car tradition now (and which very much wasn’t the case not all that long ago), the M5 feels supremely well-damped; again limited to just four laps in two pre-set M modes, both Sport and Sport Plus for the suspension offer up supreme control over big kerbs. Circuit impressions offer perhaps limited validity for the road, but the ability of the M5 on the standard 20-/21-inch wheels and ceramic brakes to deal with imperfections is undoubtedly impressed. Again as is becoming familiar for M cars now, the optional rotors delivered good confidence in big stops. It all felt extremely capable.
There remains some M5 feel in there, however. Even with the kerbweight significantly increased and even more technology helping the big BMW corner, it still gives the impression of being a fundamentally well-sorted (and kind of quite fun) front-engined, rear-drive car. The xDrive all-wheel drive has always done a very good job of seamlessly intervening only when required, and that remains true here, the turn in and balance uncorrupted - and only helping out when absolutely necessary. It’s probably helped by a relatively modest (for the power) 295-section rear tyre. That’s with every driving assist turned on, too, the inputs now directed by near actuator wheel slip limitation plus the additional benefit of ‘networking of all control systems within the integrated transverse dynamics management setup’. In reality, that means very precise, minimal intervention that never seems to disrupt flow or rhythm - for those who find themselves on track regularly in a car like this.
However, and perhaps understandably, there’s a comfort zone that the M5 likes to operate in. Where the M4 CS felt better and better the harder it was pushed, the saloon simply isn't quite so happy; it’s not the ideal comparison, sure, though it’s the one we have. Enter a corner too fast (as is easily done) and the push is reasonably pronounced; a lift will tuck the car in obligingly, but after so many laser-guided front ends from BMW M of late it’s a bit of a surprise. Similarly, the sense of inertia when dealing with really committed direction changes is noticeable. Another journalist reported quite severe brake fade. The M5 is a big, heavy car that feels it on occasion, basically. Even the geniuses of BMW M can’t fully conceal that, however mighty it is up to a point. Don’t be surprised if something like a Cup 2 tyre makes it to the options list (or future test cars).
Does this matter? Do people take M5s on track days? The fact that it’ll keep up with something like the M4 CS for a couple of laps is probably more than enough. That it doesn’t seem to have the stamina for big stints seems almost irrelevant. Rather like the Mercedes-AMG E53 that it’ll inevitably be compared against, the M5 will appeal with what should be low running costs (if the electric drive is frequently employed), a lavish driving environment (once the cladding is off) and vast, luxury car sense of scale (complete with estate option soon for maximum lifestyle points).
Having had the chance to drive both now, it’s intriguing to pitch them against each other, the M5 well ahead on power and torque but the AMG offering up additional electric range: BMW says its 42-43 miles on WLTP is ‘unmatched by any rival’, though the Mercedes can claim almost 60. Moreover, it can offer up DC fast charging up to 60kW, whereas the M5 will launch with just 7.4kW, which will increase to 11kW for cars produced from November. The E53’s all-wheel drive is fully variable; the M5 can go full rear-drive loon if required. Both have shown promise in unfamiliar environments without fully convincing just yet; it’s hard to escape the impression that both M5 and E53 have suffered for carrying hundreds more kilos than before, without gaining the otherworldly abilities of an EV with so much of the weight on the floor.
For now, there’s the rest of the M5 package to consider - buyers won’t go short of anything. The drive modes now include M Hybrid configuration, offering up eControl for retaining charge, Electric, Hybrid to mix the power sources, Dynamic for ‘consistent performance during track driving’ then Dynamic Plus for full system power in a short burst. That’s in addition to toggling chassis, steering, brakes, all-wheel drive and transmission. There’s launch control and an M Laptimer (to use once) also. Of more relevance and interest will be the ‘progressive sports car cockpit’, with Merino leather, the augmented view for navigation, head-up display with M-specific info, a panoramic roof, ambient lighting, Bowers & Wilkins sound and a flat-bottomed leather M wheel all standard. Options include Alcantara, a tow bar, and BMW M Performance Parts.
There’ll be more to spend on extras, too - or at least more than expected - because the new M5 costs £110,500 RRP (so excluding on-the-road costs). A chunk of change, obviously, though we’d become very familiar with £120,000 M5s in the previous generation - the expectation for the hybrid era was a jump in performance and price. This not only brings the aforementioned Mercedes into the discussion (from £90k, but surely closer to £100,000 once it’s out of the showroom) but also the all-electric, 601hp i5 M60, which is from £97,745 on the road. And, er, 130kg lighter, interestingly enough. Orders for the hybrid M5 are being accepted now, with a full public debut set for Festival of Speed. Production will begin at Dingolfing next month, with first UK deliveries coming in November. Which is when we’re set to see the Touring, too…
SPECIFICATION | BMW M5 (G90)
Engine: 4,395cc, twin-turbo V8, plus 18.6kWh battery and permanently excited synchronous motor
Transmission: 8-speed auto (electric motor incorporated), all-wheel drive
Power (hp): 727 (system output; engine 585@5,600-6,500rpm, motor 197@6,000rpm)
Torque (lb ft): 738 (system output; engine 553@1,800-5,400rpm, motor ‘effective torque resulting from pre-gearing' 332)
0-62mph: 3.5 seconds
Top speed: 155mph (189mph possible with M Driver’s Pack
Weight: 2,435kg (DIN)
MPG: 27.4-27.7
CO2: 37-39g/km (42-43 miles WLTP electric running)
Price: £110,500 (RRP, excluding on-the-road costs)
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