BMW has never been able to resist throwing a performance model into its model ranges, and the new i5 electric saloon is no exception. So because the 340hp eDrive40 version of the electric 5 Series just isn't fast enough for the Bavarian bigwigs, we are also being offered the M60 xDrive model with more than 600hp. Nobody really has any need for such a thing, but that didn't stop BMW building the X5 M Competition or the iX M60 xDrive, both of which turned out to be competent in their own niches, if not especially important to the wider world. So, is this high-performance i5 just there for the bragging rights, or is it really a credible addition to the 5 Series line-up?
In the metal
For this M60 xDrive version of the i5, BMW has tried to inject a bit of sporting attitude into its normally fairly sensible executive saloon. That has meant some M-specific design features, including a black grille surround and aerodynamic door mirrors, as well as a rear diffuser, all of which combine to give it a little more intent. It also has a slightly different stance, which comes courtesy of the Adaptive Suspension Professional system that brings the car 8mm closer to the road, while there's an M Sport brake system that sees red callipers lurk behind the 19-inch alloy wheels. Put it all together, and we reckon this is a marginally better-looking vehicle than its less upmarket siblings.
Internally, however, it's much the same - at least on the face of it. Both cars get a similar cabin design, with a minimalist dashboard dominated by the Curved Display housing the touchscreen and digital instrument cluster in one sweeping panel across more than half the width of the cabin. The screens are massive, with the touchscreen measuring 14.9 inches from corner to corner, while the digital instrument display is a 12.3-inch screen that pales in comparison but is still pretty big in its own right. They're both crisp and bright, too, with plenty of configurable displays that allow you to see exactly what you want. And because this is the M60 model, there are some minor M-specific tweaks to enjoy.
Unfortunately, the M60 tweaks haven't extended to improving the car's air vent controls, which feel a bit cheap, and the crystalline plastic trim around the belt line remains. Nonetheless, that strip houses the ambient lighting, which can adopt the BMW M colours. But the biggest issue is arguably the lack of any climate control buttons, which can make life a bit more difficult when you're driving. Yes, BMW has tweaked the system with the arrival of the new Operating System 8.5, and that has undoubtedly put it among the best implementations of touchscreen heater controls on the market, but it still isn't a terrific way to operate such things.
On the plus side, the new centre console with its toggle-style gear selector still features the iDrive rotary controller that enables navigation of the infotainment system almost by touch, reducing distractions, and the new touchscreen comes with some pretty natty toys. The headline is unquestionably the AirConsole system that turns the screen into a games console and up to four occupants can use their smartphones as controllers. It's intended to be used when charging, but being big kids, we'd probably just use it on the driveway...
However you use the i5, it's going to feel like a premium product, albeit not quite as sturdy as its predecessors in certain areas. By and large, everything feels great, but there's a slight over-reliance on plastic inside, and the buttons on the centre console and the windows feel tacky, as do the aforementioned air vent controls and the ambient lighting strip. Still, it all looks great, and there's plenty of room.
For those in the front, space is more than ample, and those in the back are well catered for, too. Legroom is more than generous enough, and even tall rear passengers won't struggle for headroom back there. Luggage space is an acceptable 490 litres of capacity in both i5 models. That's 30 litres smaller than the boot in a non-electric 5 Series, but it’s a fair way ahead of the Mercedes-Benz EQE saloon, so it isn't disastrously small. You can still fit most things in. And customers worried about space will be pleased to know a more practical Touring estate version is on the way.
Driving it
Though just two powertrains occupy the i5 range, there's quite a substantial difference between them. Both centre around the same battery with 81.2kWh of useful capacity, but whereas the eDrive40 gets a single 250kW motor, the M60 xDrive gets two motors producing a total of 440kW. That's 601hp, and it's backed up by a colossal 820Nm of torque.
With all-wheel drive and instant power delivery, the M60 xDrive is nothing if not fast. Getting from 0-100km/h takes 3.8 seconds, and that's only half the story. Strangely enough, and although the forces on your body are certainly noticeable, it doesn't feel quite that fast - possibly because of the noise. BMW has given it a synthetic motor noise that sounds a bit like a cow mooing, and as annoying as it might be, it doesn't really convey a sense of speed, even if you pull the little Boost paddle behind the steering wheel to unleash the full might of the motors.
But even without it, the M60 xDrive produces more than 500hp, and that's enough to make it feel lively under acceleration - particularly on a greasy road. Because the rear motor is more powerful than the one at the front, the car still drives as though it's a rear-wheel-drive sports saloon, and it can get a bit twitchy as you accelerate out of corners. It certainly adds more excitement than the weird noise that plays through the speakers as the speed builds.
Fortunately, the i5 M60 xDrive is pretty easy to tame because it's such a brilliantly tuned car. The steering is excellent, particularly in sportier settings, and the whole car feels really well balanced and intuitive to drive. The suspension does an excellent job of keeping the body in check, with even more control than the already impressive eDrive40, and the car feels really dependable and controllable almost regardless of what you do with it.
That's partly because the eDrive40's biggest weakness - the odd feel through the brake pedal - has been solved completely in the M60 xDrive. The more performance-orientated brakes in the faster model provide even more power, and though the car is heavier than its single-motor sibling, the brakes feel more effective under your right foot. It gives you much more confidence in the car's capabilities.
However, all this sporty goodness comes at a cost. The eDrive40 models have suspension that's supple but informative, which means you feel all the bumps without them really having too much impact on the ride. Yes, it moves about a bit around town, where deeper potholes catch it out, and though it's firmer than some executive saloons, it's comfortable enough. But the M60 xDrive ups the ante with lower suspension and stiffer springs that don't altogether spoil the i5's ride, but they don't do it any favours either. There's even more feel for the road - you decide whether that's good or bad - and the low-speed ride can get a bit sharp when you find a savage speed hump, a pothole, or a cobbled street. The difference isn't as massive as you might expect, and the M60's motorway ride is still fairly good, but there's a noticeable increase in firmness.
And the more powerful model doesn't have the range of the eDrive40, either. Whereas the single-motor car will cover up to 582km on the official economy test, the M60 xDrive tops out at 516km. And in the real world, where that performance is more tempting, you'll probably do well to make it 425km on a single charge.
At least the charging capabilities are the same, so the M60 xDrive gets the same 205kW DC charging capacity as the eDrive40, and it can accept up to 22kW from an AC supply. Officially, that means it'll take four-and-a-quarter hours to charge from a 22kW commercial charger, such as those you might find at hotels, while charging from 10 to 80 per cent at a fast-charging station will take half an hour.
What you get for your money
If you thought the i5 eDrive40 was a bit expensive at around €90,000, it has nothing on the €120,205 M60 xDrive version. Yes, it comes with a bit of extra equipment, including 20-inch M Sport alloy wheels, adaptive suspension and the M-specific body styling, as well as memory settings for the front seat adjustment, a Bowers & Wilkins sound system and four-zone climate control, but it's a steep price hike for that increase in performance. That said, this range-topping i5 is still €15,000 cheaper than a similarly powerful Mercedes-AMG EQE 53, which does strengthen the M60 xDrive's value credentials somewhat.
Summary
Unlike the smaller BMW i4 M50 xDrive, which felt neither as composed, nor as credible as the i4 eDrive40, the i5 M60 xDrive does at least fix the lesser i5's biggest shortcoming - the brakes - in its quest to make itself useful. But with ample performance and a much smaller price tag, the i5 eDrive40 remains the electric 5 Series of choice. That's no slight on the M60 xDrive - it's a hugely capable machine that drives fantastically well - but the standard i5 is just so good that the more powerful option feels a little bit unnecessary. It is astonishingly fast, however, and it's the only all-wheel-drive option in the i5 range, which may give it some niche appeal for those who place either of those characteristics high on their shopping list, or those too wealthy to worry about the price difference.
