BMW M5 2025 Review - International

The 2025 BMW M5 has been priced from $259,900 plus on-road costs when it arrives in Australia in the last quarter of this year – that makes the seventh-generation super sedan significantly cheaper than the previous-generation (F90) BMW M5 Competition that was selling for $273,600 (plus ORCs) before it was discontinued.

At that money it also undercuts the $270,469 (plus ORCs) charged for the last V8-powered E 63 S before it was also axed, which is a good omen for the inbound AMG super sedan that is due to switch to plug-in hybrid power.

Perhaps more impressive is despite being cheaper there's been no sign of cost-cutting when it comes to the standard level of kit offered with the electrified M5. All Australian BMW M sedans get the standard M Driver's Package that raises the top speed to 305km/h and ride on staggered 20- and 21-inch M light alloy wheels.

The new M5 also sports a powered boot lid, M Compound brakes, Merino leather upholstery, heated seats and steering wheel, an 18-speaker Bowers & Wilkins surround sound system, four-zone climate control, carbon-fibre interior and exterior trim, comfort access, ventilated front seats and M Drive Professional.

Other kit thrown in includes an interior camera, sunshades, wireless phone charging, M seatbelts, BMW Live Cockpit Professional, BMW iDrive running Operating System 8.5, ambient lighting, metallic paint and myriad drive configurations.

Red or black calipers are no-cost options but if you fancy the superior stopping power of the carbon ceramic brakes, that will set you back an extra $18,500.

Ensuring it packs more visual punch compared to a base 520i, for the first time in its history the M5 features a bespoke wide body, with broader front and rear fenders. Both are needed to accommodate a 75mm wider track up front and a wider 48mm track at the rear.

Look closer and you'll also see the lower bumpers wider air intakes that are designed to jet air where needed, while the firm's famous kidney grilles is mostly shuttered for better aerodynamics. At the rear there's a large diffuser and a repetition of the front bumpers triangular or pyramid shaped elements.

Within, it's hard not to be impressed by the level of space on offer, plus the dizzying level of tech. The M5 also gains a flat-bottom thick-rimmed sports steering wheel, sport seats and a large 12.3-inch digital instrument cluster and a massive 14.9-inch infotainment that live behind a curved screen and run BMW's latest 8.5 operating system.

BMW M also offers custom graphics and feature bespoke screens that include a lap timer, g-force meter and other performance-focused telemetry.

When it comes to safety the latest G90 BMW 5 Series has already been awarded the full five-stars for protection last year by ANCAP scoring a very respectable 80-90 per cent ranking across all four assessments that make up the overall rating.

As well as BMW's latest AEB, that detects crossing traffic, pedestrians and cyclists, adaptive cruise control with stop-and-go, well-tuned lane keep assist, front and rear cross traffic warning, rear AEB and speed limit monitoring.

Lane keeping is switchable, requiring you to delve into the infotainment screen or use voice prompts, while the Matrix LED headlights are brilliant. Finally, there are front, front-side, front and rear head and front-centre airbags.

Of course, the jewel of the BMW M5's crown has always been what powers it and for 2025 the famous Bavarian super sedan has morphed into a technological tour-de-force.

Borrowing an upgraded version of the F90's twin-turbocharged 4.4-litre V8 that alone makes 430kW and 750Nm, BMW M engineers have added an 18.6kWh lithium-ion battery and a punchy little e-motor that musters 145kW and 280Nm.

Combined, the total output is said to be 535kW and 1000Nm of torque, which are astonishing figures, in their own right, but are somewhat blunted by the M5's obese 2435kg kerbweight, which is around 440kg heavier than the old M car and a sobering 500kg more than the final M5 CS.

Despite that, the BMW M5 is still capable of a 0-100km/h dash of just 3.5 seconds and a top speed of 305km/h – although that acceleration figure is 0.2sec slower than the old M5 Competition.

Helping make-up for its lack of progress off the line is the ability of the M sedan to cover up to 69km of EV alone at speeds of up to 140km/h.

The 2025 BMW M5 features some significant suspension hardware upgrades over the regular 5 Series it's based on, with stronger mounts for the engine and rear axle, plus extra braces for the suspension towers and bulkhead to stiffen up the body.

We've already mentioned the new active rear steer (up to 1.5 degrees) and there's also an active rear differential, double wishbone front-end and a five-link rear suspension, plus a variable steering rack and an all-wheel drive that can balance torque for either neutral handling or send everything rearward for wild drifts.

Behind the wheel it's hard not to love the diverse and complex character the M5 has become. The BMW is always nothing short of brutally fast, especially when you grab the left paddle and trigger the Boost function it manages to feel quicker than the car it replaces, despite the figures.

Effortless overtakes are there for the taking.

We can't remember a car that felt this stable at its limited top speed that feels a long way off what the M5 is really capable of. Without the 305km/h limiter, it feels like it could max out well beyond 320km/h.

It's also hard not to fall for the levels of comfort now available over a rough road with the adaptive dampers in their softest setting that manages to soak up the worst of a road's imperfections without sacrificing body control at speeds.

Not that most M5 owners will ever admit it, but we think many will also be seduced by the full EV mode that offers plenty of performance in urban conditions while bringing significant fuel-savings if you remember to charge it.

Finally, it's also worth mentioning that find a large open space and the latest M5 is said to be able to drift for Germany which we think would be a perfect send-off to a set of Michelins at the end of their life.

The 2025 BMW M5 is a large, heavy car. In fact, at 5096mm long it's only 84mm shorter that a Mercedes S-Class from the segment above, while its width sees it 49mm wider than the luxury limo. Its size and weight soon catches up with you on narrow country roads.

When it rained on our test the M5 also felt unwieldy, with it difficult to judge the limit of grip generated from the front axle that sapped confidence further, although like any great M model your line through a bend can still be tailored using the throttle.

Another dislike is just occasionally you could feel the rear axle pivot the second pair of wheels into a bend but we've got no complaints of the grip delivered by the Michelin Pilot Sport 5 tyres, nor the mighty braking potential of the carbon ceramic stoppers.

We just wished the M5 felt a little more nimble and agile, although expect that to be cured by the arrival of an even quicker replacement for the out-going M5 CS.

Two last moans is the V8 sounds better in the calmer engine modes without the artificial noise being pumped through the speakers and the customisable driver modes are far too complex and tricky to tailor on the move – but at least you can store two settings in the M1 and M2 red steering wheel buttons

Speaking to the engineers of the 2025 BMW M5 and the move to a plug-in hybrid was the only way to keep the V8 under the German super sedan's snout and many will be very grateful it didn't downsize to a six- or, even, four-cylinder powertrain.

Sadly, the inevitable weight has brought huge compromises to the way the M5 drives and it's hard not to look back in the rear-view mirror and lament the loss of the purer driving experience offered by previous generations of M5s.

The other side of the coin is it's also easy to make a case that the new BMW M5 has broadened its appeal well-beyond any generation of M car that went before it. With its more generous proportions it really can play the family car role, while its more cossetting ride makes it an acceptable substitute to a luxury car. Factor in ballistic-levels of acceleration, all-weather handling and a V8 soundtrack one minute and EV silence the next and the new BMW M5 really has it all.

The chief reason for not buying the M5 sedan is BMW Australia has already announced it will offer it in the achingly cool wagon body style for the first time that throws in space for the family hound too.

That alone elevates the latest BMW M5 Touring, plug-in hybrid or not, to being the most desirable M car yet.

2025 BMW M5 at a glance:
Price: $259,900 (plus on-road costs)
Available: Final quarter 2024
Powertrain: 4.4-litre V8-cylinder twin-turbo petrol-electric
Output: 430kW/750Nm (electric motor: 145kW/280Nm)
Combined output: 535kW/1000Nm
Transmission: 8-speed automatic
Battery: 18.6kWh lithium-ion
Range: 67-69km (WLTP)
Energy consumption: 25.0-25.5kWh/100km (WLTP)
Fuel: 1.6-1.7L/100km (WLTP)
CO2: 37-39g/km (WLTP)
Safety rating: 5-star (ANCAP 2023)

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