BMW M5 Touring review
The new BMW M5 Touring isn’t the best M5 ever, but it’s the one that makes the most compelling package for owners and enthusiasts
Our opinion on the BMW M5 Touring
BMW M5s have historically straddled the line between everyday high-performance cruisers and uncompromising four-door racers, and this time around the new M5 Touring definitely is on the comfier side of things. Yes, it’s added some weight over previous versions, but with that has come the added benefit of a useful electric range, thanks to its plug-in hybrid powertrain, and all the financial advantages that come with it. But the magic is how BMW has brought all the M5’s elements together to create something so engaging and desirable.
| Key specs | |
| Fuel type | Plug-in hybrid |
| Body style | Estate |
| Powertrain | 4.4-litre twin-turbocharged V8, 27.4kWh 1x e-motor |
| Safety | 5* |
| Warranty | Three years |
About the BMW M5 Touring
BMW has only made an estate, or Touring, version of the M5 on two occasions before, and frankly neither really made much sense. Both featured motorsport-derived engines, the most recent a naturally aspirated V10 paired with a single-clutch transmission and quite astonishingly high fuel consumption, but this third iteration is quite different. Whether by design or not, this all-new G99-generation M5 Touring combines immense pace and capability with surprising practicality.
In place of a highly strung and expensive-to-run powertrain is a far more sensible plug-in hybrid that doesn’t just add performance, but could also dramatically reduce the cost of ownership. Yet even if we ignore that, the crux of the new M5 Touring is simple: this is an astonishingly capable and desirable car. Is it perfect? No. Is it heavy and expensive? Yes. But considered from the perspective of a potential owner – one that likely has a sports car (or three) in the garage already – few models get close to offering the BMW M5’s sheer breadth of capability in one family-friendly package.
Performance & driving experience
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As with most BMW M cars, there’s a general 50:50 split of importance between the powertrain and the chassis in the new M5 Touring. The latest M5’s PHEV system combines a twin-turbocharged 4.4-litre V8 engine with a sizeable plug-in hybrid module. This includes a powerful e-motor that’s mounted within the eight-speed automatic transmission, which draws energy from a 18.6kWh battery pack.
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Yet this is just the tip of the technological iceberg, because that power runs through BMW’s complex xDrive all-wheel drive system, which has three settings, from full 4WD to full rear-wheel drive. There’s also an electronically controlled limited-slip rear differential and staggered 20 and 21-inch wheels on a set of trick Pirelli P Zero R tyres.
The numbers are pretty mind-blowing, with the total powertrain output rated at 717bhp and 1,000Nm of torque. It will go from 0-62mph in 3.6 seconds, which is 0.1 seconds slower than the saloon, and top out at 155mph, or 186mph with the M Driver’s package. Aficionados of M cars might notice these performance figures are pretty average in comparison with the previous M5, particularly in its limited CS form that could crack 62mph in three seconds dead. Yet this is due to sheer physics, because the new M5 Touring weighs 2,550kg, a whopping 725kg more than the admittedly stripped-out CS of the previous generation.
But this is where the subjective starts to take over, because while feeling big – all M5s have in the V8 years – you’d be hard pressed to notice the extra weight on the road. This is in large part thanks to BMW M’s engineering magic that’s gone into the chassis. Despite packing in all the powertrain’s various elements, BMW has also integrated a rear-steer system onto the rear axle, which alongside the adaptive dampers and significantly stiffened chassis, gives the car an impressive sense of agility.
As you build speed, the M5 finds a fabulous flow with the road in ways some previous M5s haven’t. It’s not soft, rather fluid and controlled. Over rough and broken surfaces it has no problem managing its weight, and when you switch it into one of its two stiffer suspension modes, it gives you plenty of confidence to start driving faster. The accurate steering also plays a crucial role, and while the rear-steer system increases the car’s agility, it does so with an organic and natural feel.
The powertrain’s low-speed calibration is a little disjointed. Regardless of whether the car is using petrol or electric power, the rear differential can skip around at manoeuvring speeds. And when the petrol engine is called upon, it generally makes its presence known both audibly, which is nice, and with a jolt, which is not.
BMW’s driver modes are somewhat bewildering, and it can be a little intimidating to get to grips with what can (or needs) to be changed on the fly. But once your preferred settings are saved into the programmable M modes, the breadth of this car’s character can be fully exploited.
The good news is that despite being mated to a hybrid module, the V8’s character still shines through, thanks to an aggressive engine note. In the full-house Sport Plus engine setting, the e-motor will also pulse in a bit of extra torque on gearchanges for added drama, and while lifting off will always claw back a bit of energy for the battery, brake feel is very good.
Performance, 0-60mph acceleration and top speed
BMW quotes a 0-62mph time of 3.6 seconds for the M5 Touring, which is 0.1 second behind the saloon. This is reflective of the extra weight, and this level of pace is dependent on the e-motor’s input, meaning that the selected driver mode does make some pretty significant differences when you put your foot down.
Top speed is limited to 155mph, or 186mph with the M Driver’s package. Due to the diminishing effects of the e-motor at high speeds, we’d suggest this isn’t the sort of M5 that would happily tip over the 200mph mark like former generations.
| Model | Power | 0-62mph | Top speed |
| BMW M5 Touring | 717bhp | 3.6 seconds | 155mph(186mph) |
MPG & running costs
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BMW quotes an e-range of up to 42 miles when the M5 is topped up with a full battery, and in fair weather we found that to be more like 30-35. While not quite as useful as the range in a standard PHEV 5 Series Touring, it does mean that most small or inner-city journeys can be done on battery power – which is a nice surprise for bystanders considering the bazooka-sized exhaust pipes.
What you can’t do is adjust the application of that battery with quite as much precision as you’d want. The ‘eControl’ mode can hold a level of battery charge for longer journeys ending in a town, but a simple battery hold or charge function would be clearer. It’ll also do this actively if the navigation is activated, but it’s not particularly useful for those inclined to only use the navigation function when needed. This leads to fuel consumption levels that vary wildly depending on how you use the powertrain.
BMW quotes a fuel consumption figure of 141mpg on the combined cycle, although this will be tricky to match in the real world unless you fully charge the hybrid system’s battery for every journey. Over the course of a full tank and a single charge, we averaged around 28mpg. This sounds like heavy consumption, but easily outperforms the previous model, which would struggle to do 18mpg.
Another advantage of the hybrid system is a low tax rate thanks to the 45g/km CO2 rating, however the car’s high list price means that it’ll be subject to every luxury car additional tariff in the book, including VED and BiK. Overall running costs will be high, thanks to massive top-spec tyres, big brakes and a very high kerbweight that means they’ll be working hard.
| Model | MPG | CO2 | Insurance group |
| BMW M5 Touring | 141mpg | 45g/km | 50 |
Electric range, battery life and charge time
BMW quotes a 42-mile WLTP range for the M5 Touring in electric mode, but we found 30-35 miles in tepid weather is more realistic. Expect to see these figures drop at motorway speeds, even though the car’s capable of up to 86mph on the e-motor.
There’s no DC charging facility, so AC charging is limited to 7.4kW at a wallbox or slow charger. This will top up the battery in around three hours and 15 minutes, and runs on a 347V electrical system.
| Model | Battery size | Range | Insurance group |
| BMW M5 Touring | 18.6kW | 42 miles | 50 |
Interior, design & technology
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The M5 has a complex, indulgent and generally interesting interior that’s filled with tech, but remains relatively easy to navigate. First we need to acknowledge the loss of a key BMW M signature: the physical gear selector. But more modern M hallmarks, such as the bright red M-buttons on the steering wheel plus red-licked mode and set-up switches are there, and help signal the M5’s more serious demeanour.
Other unique elements on the M5 include the heavily bolstered seats. These are initially comfortable and covered in very high-quality leather, but aren’t massively comfortable over long journeys.
The rest of the cabin is pure 5 series and this is no bad thing. The dashboard is dominated by the usual dual-screen layout, with a brightly coloured LED bar below that’s variable with the drive modes. Below sits a centre console with a wireless phone charger and the usual panel of controls and switches surrounding an iDrive controller. It’s through this that the key driver aids and drive modes are variable, but there’s so much depth to their functionality that they can be tricky to navigate.
Quality across the board is very good. The dash, doors and centre console are all finished in a combination of leather and high-quality plastics, with various glossy carbon-fibre or aluminium trim elements mounted below. Go digging for cheaper plastics and you’ll find them, however. Key elements, such as the window switches, door handles and indicator stalks are shared with lesser BMW models, and while they’re fine in cars at £50,000, the M5’s starting price is more than double that.
Infotainment, sat-nav and stereo
We’re in the last days of the current generation of iDrive, but it still works effectively when you’re familiar with it. The main menu displays lots of easy-to-access information, but for any deeper functionality – including the climate settings – you must enter a second menu screen. There are a few controls for the temperature on the main screen, but adjusting the fan speed or heated seats requires a few too many button presses.
The same can be said for much of the media and navigation functions, and other key touchpoints are scattered amongst the car’s main menu. To access the active safety functions, it requires a press of the set-up button and one more click to access the right page, which then needs a further two presses to deactivate certain functions.
The navigation has good mapping and traffic awareness, though, and is easy to program. BMW offers full wireless Apple CarPlay and Android Auto, and the connection in our time with the car was flawless. All M5s feature a high-spec Bowers and Wilkins stereo, which is powerful and clear.
We would like a touch more configurability to the driver’s information display, and while it is a massive leap forward in terms of clarity over the previous generation, what’s wrong with two round dials? The head-up display is large, clear and has its own excess of configurability, but is a great addition to a fully loaded interior.
Boot space & practicality
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The M5 Touring is a big car, but within this footprint it has to satisfy a multitude of demands. The M5’s body has to package the large ICE powertrain, a complex drivetrain, a near 20kWh battery pack and all the bespoke M hardware around the rear axle. It’s also worth noting that this body also has to be able to support the full-EV i5, and in other markets, a diesel powertrain and its various exhaust after-treatments, too.
There isn’t a separately opening glass element on the tailgate, which is a shame for BMW Touring fans, nor is there much room under the boot floor, although you can fit in the dog net and load cover.
| Dimensions | |
| Length | 5,069 |
| Width | 2,156 (inc mirrors) |
| Height | 1,516 |
| Number of seats | 5 |
| Boot space | 500l/1,630 |
Dimensions and size
Passenger space inside is only good, rather than cavernous, as it was with the last generation. Rear-seat legroom is fine, and while our M5’s glass roof liberated some headroom, it can be a squeeze for taller adults. The transmission tunnel is also very wide, and essentially relegates the car to being a 4+1 seater.
Boot space
The boot is wide, flat and well shaped, and can provide up to 1,630 litres of luggage space with the rear seats folded. Leave them in place and the volume is exactly 500 litres, which is decent given the sheer amount of mechanical elements contained within the car’s footprint.
Towing
For the first time ever, BMW offers the option of a towbar on the M5 Touring, coming with a rating of 2,000kg with a braked trailer. This means that you’ll technically be able to tow your previous-gen F90 M5 CS in your G99 Touring.
Reliability & safety
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The M5 is a new model to the range, so we have no reliability data on the current generation. BMW came 14th in Auto Express’s 2024 Driver Power brands survey, coming in much higher than key rival Mercedes.
Given the M5’s small sales volumes, it won’t undergo its own Euro NCAP rating, but the current-generation G99 5 Series Touring has achieved a full five-star rating.
Our one criticism of the safety set-up is that we found it too difficult to switch off the ADAS systems quickly, because it requires one more press than a standard BMW to reach the shortcut to turn off the speed-limit warning and lane-keep assist functions.
Buying and owning
There’s only one version of the M5 Touring on sale, and only a few option packages, considering the car’s huge price point. The big one is the aptly named Ultimate Package that bundles together a glass roof, Dynamica headlining, ventilated front and heated rear seats, the professional parking assistant, some extended driver-assist functions, carbon-fibre side mirrors, the M Driver’s package and a set of carbon-ceramic brakes. The latter two mean that the M5’s top speed is raised to 189mph.
Fitting this package should increase the car’s value at resale time, but aside from the glass roof and ventilated seats, we feel the rest is rather arbitrary. If you’re particularly keen on personalisation, BMW’s Individual paint service expands the rather limited palette to a huge array of options, but expect the price and wait time to be blown out if you choose one.
BMW M5 Touring pictures
Frequently Asked Questions
Yes, it’s excellent.
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