The Soul of a 5 Series, the Silence of the Future
Before diving into numbers and features, let me just say this: the i5 doesn’t scream for attention. It doesn’t beg for a revolution. It walks into the electric segment wearing a tailored suit, nods politely, and starts outperforming expectations without noise, literally and metaphorically.
Visually, it’s nearly indistinguishable from its combustion siblings. That’s intentional. The long bonnet, the gently sloping roofline, and the balanced overhangs all retain that classic 5 Series DNA. But beneath that familiar body lies an entirely new character.
Under the Skin: What Powers the i5?
Here’s where the numbers speak. The eDrive40 I tested had a rear, mounted electric motor putting out 250 kW (340 hp), coupled with 430 Nm of torque. That torque curve hits you instantly, as expected from any competent EV, but the smoothness with which it transitions into forward motion is textbook BMW.
Let’s break the specs down for the geeks among us:
| Specification | BMW i5 eDrive40 |
| Motor Type | Electrically excited synchronous |
| Max Power | 250 kW (340 hp) |
| Max Torque | 430 Nm |
| Drive Type | Rear, wheel drive |
| Acceleration (0, 100 km/h) | 6.0 seconds |
| Top Speed | 193 km/h |
| Battery Capacity (Net) | 81.2 kWh |
| WLTP Range | 627 km |
| Real, world Test Range | ~500 km |
| Charging (DC Max Power) | 205 kW |
| Charging Time (10, 80%) | ~30 minutes |
| Length x Width x Height (mm) | 5060 x 1900 x 1515 |
| Curb Weight | 2,195 kg |
| Towing Capacity (Braked) | 1,500 kg |
| Price (Germany, base) | €70,200 |
Risserkogel Roads: Where Theory Meets Asphalt
Now, let’s talk performance. Climbing towards Riedereck and further into the shadow of Risserkogel, I deliberately chose a route of alternating hairpins and open descents. The kind of road that tells you in 300 meters if a car was tuned on paper or on tarmac.
The first thing that surprised me? The i5 doesn’t feel its 2.2, ton weight unless you’re pushing it aggressively into tight corners. Even then, the weight transitions are beautifully predictable, almost Audi, like in body control but with more natural steering feel. The M Sport suspension (optional, but fitted on my test unit) drops the ride height by 8 mm and firms up the response without turning it into a spine, breaker. In fact, over cobbled village roads, the comfort was almost S, Class, like.
Rear, axle steering helps tremendously in those hairpins, even though it only turns 2.5 degrees. That’s enough to shrink the turning circle subtly, making it less of a yacht in tight spots and more of a sports saloon in disguise.
Braking, Coasting, or Gliding? You Choose
There’s a moment when you’re descending from Risserkogel, with fog slicing across the road like quiet waves, that you realize how intelligent the i5’s regenerative braking system really is.
BMW offers three regen levels, but more impressively, the adaptive setting reads the road like a co, driver. It knows when you’re approaching a town, a curve, or a car ahead, and adjusts the braking force accordingly. That’s not just comfort, it’s intuitive engineering.
You can also “sail” with zero drag if you dial regen to its minimum. It’s perfect when you’re just rolling downhill through fogged forest roads, letting gravity do its thing while conserving every last bit of energy.
Inside the Cockpit: Future Meets Familiar
The curved dual, screen setup dominates the dashboard, 12.3 inches for the cluster and 14.9 inches for infotainment. While the screens are sharp and fluid, the UI still needs a learning curve. I missed the tactile climate controls. Swiping and tapping through menus while doing 120 km/h just isn’t intuitive.
BMW has also changed the iDrive controller’s ergonomics. It looks sleeker but lacks the tactile precision it once had. The flush, mounted shortcut keys are stylish, sure, but I found myself glancing down more often than I wanted to, definitely a usability miss.
That said, the materials, ambient lighting, and sound insulation are all top class. Even the road noise on rough mountain tarmac was muted to a whisper. It’s eerily quiet, and at times, I had to rely on synthesized acceleration sounds to keep myself emotionally connected.
Autobahn Pilot and the Eyes That Drive
This was my first extended use of BMW’s Autobahn Pilot with gaze, confirmed overtaking. It’s one of those features that feels gimmicky until it works. You’re cruising at 130 km/h, the car picks up a slower one ahead, signals itself to overtake, and asks you to confirm with just a glance at the mirror.
It’s surreal, and oddly satisfying.
I drove hands, free for a good 30 km stretch before a tight construction zone cut the system out. But when it works, it feels like a leap forward, not just a step.
Range and Charging: Cold Days, Real Numbers
Here’s the truth. WLTP says 627 km. I got just over 500 km on a full charge through mixed driving, climbing, and descending. That’s real, world honesty.
The i5 charges fast enough, up to 208 kW at its peak and around 135 kW average. A 10, 80% charge took me 31 minutes at a Shell Recharge point near Tegernsee. BMW’s heat management, including a standard, fit heat pump, helps a lot, especially on cold mountain mornings like mine.
Is the M60 Worth It?
I did get a short stint in the i5 M60 xDrive, the wild 442 kW (601 hp) twin, motor version. Yes, it’s fast. Scary fast. Sub, 4 seconds to 100 km/h fast. But unless you’re tracking it (which is unlikely), the eDrive40 hits the sweet spot of price, range, and daily usability.
Still, flooring the M60 on a snowy straight outside Enterrottach left a grin I couldn’t shake off. It’s brute force wrapped in a velvet glove.
Conclusion: A True 5 Series That Just Happens to Be Electric
What struck me most wasn’t the technology, nor the features, or even the performance. It was the soul. BMW hasn’t just made an electric car, they’ve distilled the 5 Series character into electrons, wires, and silence. And on the winding, cold roads of Risserkogel, I felt more connected to the car and the road than I’ve felt in many years.
It’s not cheap. It’s not perfect. But it’s genuine.
The i5 doesn’t shout. It simply drives, and it drives damn well.
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