2025 BMW M5 G90 Makes the M5 F90 Look Very Good, but There's a Catch

As it turns out, burning fossil fuels for power is still something most of us love to do. Also, the engineers quickly figured out that existing all-electric drivetrain technology wasn't good enough for sustained track use.

The decision to keep a mechanical beating heart under the new M5's hood could also have something to do with the fact that not too many people are ecstatic about the "great switch." Early adopters might have unknowingly curbed others' enthusiasm because they openly talked about pricey battery changes, various unexpected failures, parts shortages, servicing woes, pricey insurance, costly fast charging, and all sorts of new fees like higher registration costs.

One might be thinking about downsizing, too. After all, Mercedes-Benz gave the C-Class (M3's arch nemesis) a hybridized four-pot instead of a V8 or at least a V6. That didn't go very well sales-wise for the Stuttgart-based brand, and BMW might have caught wind of that.

Still, it's worth noting that the new AMG-prepped C-Class arrived last year, which didn't leave much wiggle room for BMW. The G90 was always going to have a V8 powerplant.

The Bavarians also thought about Lamborghini Revuelto- or Ferrari SF90-like solution, where a very small high-voltage battery goes through many charging and discharging cycles to power the motor exactly when the vehicle needs it most.

But what BMW did here is different and feels a bit uninspired.

No errors corrected

The new 5 Series didn't have a stellar debut. Many have said that it resembles the modest look of a Toyota Camry, which is unbefitting for such a pricey ride. So, the new M5 had to look much better than its down-to-earth sibling.

As far as I am concerned, they nailed the exterior design. It still looks like it was carved out of a huge marble block by someone who is very concerned about seeing no aggressive edges, but it still retained a menacing, BMW-specific look. Just admire that front fascia with its large air intakes that remind us of the M8 Convertible neck warmers. Seeing that in your rearview mirror is bound to make you look twice or feel like you just have to scooch over to the side to allow the new M5 to pass.

There are no useless air vents, fins, scoops, or spoilers. The staggered wheel setup (20" in the front, 21" at the rear) enables it to look like a true businessman in a tracksuit because it forces the fenders to extend, giving it a muscular appearance.

The only issue I have with it is that if I squint at it for a little while, it starts to resemble the new X2, which is a quirky crossover aimed at people who want the badge and the weird design without any of the BMW ethos. Simply put, those new headlights with the minimized daytime-running lights (DRLs) just need a slight rework to be as iconic as what we've seen on the two iterations of G90's predecessor.

At the rear, the asymmetric exhaust tips look a bit weird, and that's mostly because of the diffuser. It's finished in piano black (why?), and the design is awfully rectangular. It just looks like an afterthought. It makes me suspect that this car will soon get an all-electric variant (which should be called the i5 M, I suppose), and this design choice enables the factory to just ignore the fact that the PHEV has an actual exhaust system. They could just fill the holes with some iPerformance writing or some light blue logos.

A new, yet pretty well-known philosophy

Inside, there's nothing to complain about. It looks impeccable, apart from the fact that there's no gear lever anymore. I wish they had kept that. But I don't regret BMW's choice. What the driver sees and touches looks great. There's even an assortment of buttons and the much-loved iDrive controller. I can't vouch for the seats, but knowing BMW… Well, they must be at least good, if not great. Oh, and did I mention the augmented reality feature that can be activated on track, too? Pretty swell.

As for the drivetrain, what we have here is an XM-inspired setup. There's a slightly detuned S68 4.4-liter V8 at the front that develops 577 hp and 553 lb-ft of torque (750 Nm). The eight-speed transmission encompasses a 194-hp and 207 lb-ft of torque (280 Nm) motor.

When the high-voltage 18.6-kWh usable battery is charged to an appropriate level, the midsize sedan, aimed at executives and other people who like to experience the best on a daily basis without losing the option to haul family and friends around, plays with 717 ponies starting from 5,600 rpm and enjoys a maximum torque of 738 lb-ft (1,000 Nm) starting from 1,800 rpm.

Yes, it goes above the 186-mph mark, but only if you pay for the software unlock disguised as the M Driver's Pack, which also adds two extra driving modes. It'll also sprint from zero to 60 mph (97 kph) in 3.4 seconds, 0.2 seconds slower than the base M5 F90, 0.3 seconds slower than the M5 Competition F90, and 0.5 seconds slower than the M5 CS F90. So, initial acceleration-wise, the recently replaced ride is better even in its most basic form if we can ever call an M5 "basic."

But that's what happens when you turn an exclusively V8-powered sedan into a plug-in hybrid. The M5 G90 has a curb weight of 5,390 lb (2,445 kg). Another BMW that tips the scales in a similar fashion is the 2024 BMW X7, a posh three-row SUV.

I don't know about you, but I never thought that the X7 could morph into a very sporty sedan. It appears that technology has evolved so far to make it possible.

Don't let some random figures discourage you

It's a new era, one in which we have very fast and very heavy cars. I don't know how that will change our roads, our driving laws, federal safety standards, and what insurers will ask to provide coverage for all cars currently on the road, but what I know for sure is that the new M5 is heavy without any crazy increase in power output.

Interestingly enough, the new M5 gained as much weight as it was rumored back in February when many said that we weren't right.

Hybridizing a model isn't a bad thing. BMW has been doing it successfully for quite some time. The X5 xDrive45e and the new X5 xDrive50e are proof that combining these powertrains can result in an amazing, very useful vehicle with a higher driving position.

However, we recently learned that they aren't necessarily good long-term. A shop has singled out the G30 530e for needing pricey battery replacements. Someone had to spend almost $12,000 on a new 9-kWh energy storage unit. Given that the new M5's battery has a gross size of 22.1 kWh, will it cost 2.5 times more to replace? We'll see.

On top of that, an increase in power output of 117 hp over the M5 F90 and 92 hp over the M5 F90 LCI feels insufficient, considering that the successor put on well over 1,000 lb (454 kg). But that's what happens when you can't keep making cars with a high pollution figure without having to pay heavy fines. And to think that going from the M5 E34 to the M5 E60, we gained four extra cylinders.

Now, the new pinnacle of high-performance executive sedans represents one step forward, but there definitely are at least two steps back.

Is that so bad, though? No.

Making everyone happy (fingers crossed that it won't backfire)

A plug-in hybrid M5 makes sense. You won't wake up your neighbors or family with a cold start in the morning, and you'll avoid possible penalties for driving a very polluting ride. Just don't look at it like it's your last car. Think seriously about selling it after three or four years because you really don't want to fix this one after the warranty runs out.

Ultimately, the boss is back. But he might be very close to retirement because it leaves much room for improvement, which should translate into the imminent launch of a Competition or CS model.

Until those two come around, enthusiasts still have the F90 lineup to play with. There are enough options available, and none of them come with a charging port on the left-hand-side front fender.

They don't have many reasons to switch to the current generation, which, let's be honest, doesn't look or sound that great. But if you've been patiently waiting for a new M5, this one will allow you to comfortably live with it almost anywhere in the world. You'll just have to pay more attention to the tires, the brakes, and the servicing. Oh, and don't forget the MSRP – almost $121,000 sans freight.

Let's hope the US-bound M5 G90 Touring won't be any heavier!