New G90 BMW M5 Arrives As A 717bhp, 2.4-Tonne Hybrid
Well, this really has been a long time coming. After months of teasers and camouflage pictures both official and otherwise, the G90 BMW M5 has finally arrived – and becomes the first hybrid of its kind.
The 4.4-litre V8 sitting under the bonnet is one we’re familiar with now, as it’s the one found in the previous F90. On its own, it delivers 578bhp and 553lb ft of torque. That’s some way short of the F90 Competition’s 616bhp, but the deficit is more than made up by the addition of an electric motor – cranking peak system power up to 717bhp and 738lb ft. It’s the same setup you’ll find in the BMW XM (sorry for reminding you that car exists) albeit with power detuned from the 738bhp Label version.
G90 BMW M5, rear 3/4
As is the case for the big-boy M cars these days, that’s sent to an xDrive all-wheel drive system through an eight-speed torque converter, allowing for a 0-62mph sprint of 3.5 seconds, which is actually two-tenths slower than the Competition it replaces. Top speed is the same at 155mph standard or 189mph with the optional M Driver’s package.
Of course, additional weight is to blame for the G90 being slower on paper. Largely because of the new motor and not insignificant 18.6kWh battery, there’s a whopping 540kg extra of heft compared with the outgoing car for a total of 2,435kg. That does offer a quoted 33 miles of electric-only range and 177mpg (good luck with that one), which may make it easier to justify to your other half at least. Alternatively, you can use that extra juice for ‘Boost Control’ which gives a full burst of power.
G90 BMW M5, front 3/4
Plenty of changes are made to the chassis compared to the base G60 5 Series which should help combat the load. Adaptive dampers are a standard fit feature, as is rear-wheel steering which allows for 1.5 degrees of movement. An electronically controlled differential sits on the rear axle, and there’s a selectable 2WD mode to send full grunt for some tyre-shredding nonsense. Steel brakes are a standard item but carbon ceramics can be had as an option, both of which combine with regenerative braking from the electric motor.
As is the M car norm, the new M5 looks more butch than the car it’s based on thanks to blistered wheel arches, angrier bumpers, a quad-exit exhaust and a carbon roof. There’s also a a staggered wheel setup as standard too with 20-inch alloys at the front and 21-inch rear, plus a new neat addition of an embossed M5 logo on the C-pillar. Oh, and delightfully, the grille is sensibly sized – something we had feared may not be the case.
G90 BMW M5, rear 3/4
It’s harder to differentiate the inside of the M5 compared with a 5 Series M Sport these days, but there are still things that split them apart. An M5-badged steering wheel features, although it seems BMW has resisted putting the bollock-cupping seats of the M3 and M4 in here.
There’s also M-specific content within the infotainment and digital instrument cluster, though BMW hasn’t delved too much into what. Expect a lap timer, telemetry and drift analyser modes.
G90 BMW M5, interior
You can get an order in for the BMW M5 Saloon now, with prices starting at £110,500, which doesn’t seem so bad when the smaller, four-cylinder Mercedes-AMG C63 costs the best part of the £100k. We’d hold off for the yet-to-be-revealed Touring, though, which we’re expecting to follow later in the summer.
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