In fact, I think the cheaper, less powerful i5 eDrive40 (or the all-wheel drive xDrive40) is the better i5, but BMW didn’t have one of those available in the press fleet, so a review of that version will have to wait for one to show up. As I often write, the most powerful version of any given EV is usually a worse deal, as they’re invariably fitted with big, range-sapping wheels, and it’s not like a 0–60 time of 5.7 seconds is particularly slow, even by 2024’s standards.
And those big wheels cause a range hit—the EPA rates the i5 M60 at 240 miles (386 km) on a full charge, although in Efficient mode that should be beatable—according to our test car, over 1,000 miles (1,609 km), it averaged 3.2 miles/kWh (19.4 kWh/100 km). Then again, if you stick it in Sport mode and hoof the throttle too often, it’s not hard to see that number plummet to 2.4 miles/kWh (25.9 kWh/100 km).
In case you forgot which series BMW this is, the panel set into the Hofmeister kink reminds you it’s a 5.
Credit:
BMW
As the latest version of BMW’s fifth-gen EV powertrain, the i5 has its most up-to-date fast charging software, which uses a new control strategy to maintain higher levels of power for longer while plugged into a DC fast charger, even when starting at a state of charge as high as 50 percent. During our testing, we fast-charged the i5 from 19 to 91 percent, which took a couple of seconds more than 37 minutes, delivering 62 kWh and peaking at an impressive 209 kW, although before long power delivery dropped to 150 kW.
Software-defined emotions
Sport mode is fast and sounds good, accompanied as it is by Hans Zimmer-crafted powertrain sounds. And Efficient, which mostly just relies on the 335 hp (250 kW), 317 lb-ft (430 Nm) rear motor, is quiet and comfortable. But the i5 offers you some other choices, including Expressive, Relax, and Digital Art modes, which reconfigure the cabin lighting, the dynamic wallpaper on the curved display, and the powertrain sounds.
