BMW M5 Touring 2025 Review

The 2025 BMW M5 Touring has been priced from $263,900 plus on-road costs which mean it will cost just $4000 more than the M5 sedan when it lands early next year.

At that price the seventh-generation wagon is significantly cheaper than the previous-generation (F90) BMW M5 Competition that sold for $273,600 (plus ORCs) before it was discontinued.

Where the latest M5 wagon starts to look expensive is beside the likes of the Audi RS 6 that is priced almost $30,000 cheaper at $239,969 plus on-roads and even quicker from 0-100km/h.

The good news is while Audi has a long list of pricey extras the BMW M only comes with a handful of options.

Another rival could be the in-bound plug-in hybrid replacement for the Mercedes-AMG E 63 S but while BMW M is embracing wagons for Australia, Mercedes-Benz has already announced it will only bring the E-Class sedan Down Under and we think it might be a similar story for the hot AMG.

We've already alluded to the BMW M5 wagon being well-equipped and 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, BMW M-coloured 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. Two other extras include the BMW Individual Storm Bay ($4100) and the Frozen Deep Grey finish that will set you back $7100.

It's disappointing to see on the configurator that Aussies will also be denied wilder hues like the Speed Yellow of the car we drove but in the flesh it's easy to argue the new M5 doesn't need attention-grabbing paint.

Featuring a much wider body that a standard 520i, designers have bolted-on broader front and rear fenders that were both required to allow engineers to widen the front track by 75mm up front and 48mm at the rear for greater mid-corner grip.

It's also hard to miss the lower bumper's wider air intakes that incorporates jets of air to either chill the brakes or further wind-bending designed to keep the big wagon stable at the very high speeds it's capable of.

Even the BMW's trademark kidney grilles weren't off limits for the aerodynamicists who closed-up most of the opening to lower drag.

At the rear there's a large functional diffuser and a twin-element tailgate spoiler that both produce downforce and reduce drag.

Climb into the new M5 and the flagship M doesn't disappoint, especially if you love your tech.

Constantly reminding you you're not driving a boggo 5 Series there's a thick-rimmed flat-bottom steering wheel, heavily bolstered sport seats and a large 12.3-inch digital instrument cluster and a massive 14.9-inch infotainment that both 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.

Under the bonnet there's been nothing short of a revolution in the powertrain department.

With engineers insisting the V8 must live on for at least one more generation, the latest M5 keeps an upgraded version of the F90's twin-turbocharged 4.4-litre V8.

Even without electrical assistance, it still makes 430kW and 750Nm – but since that is nowhere near enough for a modern super wagon both a 18.6kWh lithium-ion battery and a new e-motor was packaged within the transmission that produces 145kW and 280Nm.

Together the state-of-the-art powertrain pumps out a mighty 535kW and 1000Nm of torque.

So far, so very good – the bad news is that whopping great big power output is damped by the M5 wagon's kerbweight that totals 2475kg.

That means even with all its advanced tech the M5 Touring can 'only' launch from 0-100km/h in 3.6 seconds – although we think few will moan about that, until you realise the RS 6 is 0.2sec quicker over the same sprint on account it weighs a dizzying 500kg less.

Of course, one thing the fast Audi wagon can't do it travel up to 67km on EV power alone at speeds of up to 140km. It might sound like a gimmick for an M car but, in reality, if you keep its batteries topped up BMW M says many Australian's could drive to and from work Monday to Friday without burning a single centilitre of fuel.

Fast wagons are simply cool in a way rapid SUV just aren't. Sitting much lower to the ground they are normally significantly lighter than a higher-riding SUV too – although that's not quite the case with M5 wagon, so to give it a helping hand there's been some significant upgrades over the regular 5 Series that includes extra bracing and stronger mounts for the engine and rear axle.

New hardware too has been introduced that includes active rear steer for the first time that pivots the rear wheels by up to 1.5 degrees. Throw in the BMW M's famed active differential and a sophisticated

double wishbone front-axle and a five-link rear suspension, a variable steering rack and all-wheel drive and you have all the ingredients for something very special.

Behind the wheel it's also impossible to not come away in awe of the level of thrust the M5 wagon delivers off the line, especially if you activate the Boost mode using the left paddle that makes overtaking a cinch.

Like the sedan the Wagon is both stable at very high speeds while offering a surprisingly supple ride.

Refinement levels are also much higher than you'd ever imagine from the big M car, while in the normal driving mode you'll use the most, the sound of the V8 will brighten your day – not that you'll need it in town – the little e-motor provides a decent turn of speed most of the time.

Find yourself on your favourite country road and the mix of cossetting ride and impressive body control means it's easy to make good progress without trying, making the big wagon an effortless companion wherever you find yourself – even if that's a large expansive track where you can switch the M xDrive to 2WD mode and indulge in a spot of drifting.

In short even carrying its excess baggage the BMW M5 wagon feels faster and more agile than any larger performance SUV you care to mention.

The large 500 litre boot and plenty of leg and headroom in the second row are just the icing on the cake.

The bad news is the 2025 BMW M5 Touring never manages to shake off the feeling that it remains a large heavy car but it's worth noting we couldn't detect the extra 35kg the wagon carried over the still-obese sedan.

It's worth mentioning just how big the M5 wagon is. 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 and behind the wheel the driver never has that feeling some performance cars deliver of shrinking around you.

Unlike the sedan, we drove the wagon in drier conditions and it provided lots more feedback behind the wheel and, like the very best M cars dating back over four decades, the big wagon always feels rear-wheel drive, responding to big prods of the throttle.

Grip, traction and braking power from the big optional carbon-ceramic brakes were all unquestioned but at times the M5 can be a little perplexing to the driver with its dizzying number of modes for its chassis, steering, brake, all-wheel drive and sound.

Compared to a more predictable full-size SUV the 2025 BMW M5 Touring is almost irresistible in both looks and the way it drives and since Porsche dropped the Sport Turismo wagon from the Panamera line-up we think nothing offers its broad range of talents, even the quicker Audi RS 6.

The new BMW M5 Touring is fast and fun one moment and quiet and civilised the next and its dual personalities shine through and should win it fans, however if you can sacrifice some space and civility, the smaller more affordable BMW M3 Touring might be the more engaging wagon but overall we're glad BMW Australia has taken a punt on the spacious wagon as you'll be mad to buy the sedan over the Touring.

2025 BMW M5 Touring at a glance:
Price: $263,900 (plus on-road costs)
Available: Early 2025
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: 61-67km (WLTP)
Energy consumption: 30.7kWh/100km (WLTP)
Fuel: 2.0L/100km (WLTP)
CO2: 46g/km (WLTP)
Safety rating: 5-star (ANCAP 2023)

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