BMW 5-Series G60

	BMW 5-Series / i5 (G60)
	Debut: 2023 Maker: BMW Predecessor: 5-Series G30

Published on 15 Dec 2023

The G60 faces the biggest challenges in the 5-Series' history. Can it succeed?

How to describe the new generation BMW 5-Series with codename G60? It is the first 5-Series to offer both ICE and electric power options, with the latter badged as i5. It is very likely to be the last 5er you can have with combustion engines, so it carries a lot of weight on its shoulders. All-new design language and a digital interior complicate it further. So many challenges, so many work to do, it has all sorts of reasons to disappoint, but at the first glance, it looks not a bad effort.

Firstly, the new exterior design is not as shocking and polarizing as recent efforts such as XM, M3 / M4 and 7-Series. Yes, the double-kidney grille is larger than ever for a 5-Series, but nowhere as huge as its siblings. The bonnet is heavily sculpted to emphasize the shape of the kidney grille, which have 2 different designs. The front end is still overstyled and looks a bit busy for my taste, but the entire car is quite sleek, as shown in its lowest Cd 0.23 for the base electric model.

To accommodate the underfloor battery for the i5, the G60 inevitably gets taller. Normally, this should mean a raised waistline and roofline hence a bulky look that could be mistaken for a crossover. Fortunately, BMW's designers blacken its side skirts and the bottom of rear overhang to make the body sides appear slimmer. By using a longer yet more sloping bonnet, a very fast angle rear window and much slimmer C-pillars (which recall our fond memory of the 1980s BMWs), the passenger cell looks smaller and lighter, and the whole car appears slimmer and sleeker. No, it cannot hide its bulk entirely, but better than expected. Had its designers toned down the front end design, the G60 could have better matched the handsome looks of its G30 predecessor.

No matter styling or dynamics, it cannot hide its bulk entirely, but it does better than expected.

Unfortunately, part of the design trick comes at the price of extra metal. The G60 might not be larger than its predecessor for cabin space, but it employs a lot more metal and gets on quite a lot of weight. Overall length is stretched by 124 mm to 5060 mm, the first time exceeding 5 meters. Likewise, width gains 32 mm to 1900 mm while height grows by 36 mm to 1515 mm (again that battery!). Wheelbase is up by a relatively modest 20 mm to 2995 mm. You expect the longer rear overhang should boost luggage space? Sorry, it actually drops by 10 liters to 520.

BMW's CLAR platform, as demonstrated by the 4-Series and i4 already, is flexible enough to accommodate ICE power or electric power without much performance drawback, but a common structure means weight cannot be optimized for either power versions. That's why a rear-drive 520i now tips the scale at 1725 kg (DIN), almost 200 kg more than its predecessor.

Admittedly, the 520i gets more efficient than ever. Now its 2-liter Bi-Vanos and Valvetronic engine runs at Miller-cycle and has a 48V mild hybrid system incorporated at its transmission. The engine produces 190 hp and 229 lbft. In addition to the mild hybrid motor, system output is 208 hp and 243 lbft, enough to propel the big BMW from 0-60 in 7.1 seconds and flat out at 143 mph, which is very efficient thanks to its 0.24 Cd.

Another entry-level model is 520d, whose 2-liter sequential twin-turbo diesel engine produces 197 hp and 295 lbft, manages to do 0-60 in 6.9 and top 145 mph, though this diesel model is no longer offered in most markets.

Vast range of engines, electric motors and plug-in hybrid powertrains to choose from.

European motorists demanding more performance without switching to i5 will need to wait for 530e plug-in hybrid, whose transmission-incorporated motor adds 184 hp to the 520i petrol engine, taking the total to 299 hp and 332 lbft. Its 0-60 mph time of 6.1 seconds is not as remarkable as expected, because the car is 280 kg heavier than the 520i. Likewise, its unchanged top speed is achieved without the assistance of electric power, because the motor cannot spin as fast.

If you live in America, you are lucky, because BMW offers the more conventional choices of 530i and 540i xDrive there. The 530i uses a more powerful version of the 2-liter four, which produces 258 hp and 295 lbft for 155 mph and 5.9 seconds 0-60. Meanwhile, the 6-cylinder 540i xDrive pumps up the numbers to 380 hp, 398 lbft (boosted by mild hybrid) and 4.5 seconds.

Yet the 540i is not the range-topping non-M model. That place is left to the new 550e xDrive plug-in hybrid. It mates the 3-liter straight-six engine (though detuned to 313 hp) with an electric motor and battery system similar to that of 530e, producing a combined output of 489 hp and 516 lbft. 0-60 mph is improved to 4.1 seconds, although the car is predictably very heavy at 2155 kg. Both 530e and 550e deceive WLTP test method very well, achieving carbon emission of merely 13 and 19 g/km, respectively. This means, while keen drivers might prefer the much lighter 530i and 540i, their employers might end up choosing the plug-in hybrid models as company cars.

Until M5 arrives, i5 M60 xDrive is the fastest and the most fun to drive.

Regarding i5, there are 2 models at launch, and both are derived from the component set already seen on the smaller i4. The i5 eDrive40 employs a single rear motor to provide 340 hp and 317 lbft of torque. 0-60 mph takes 5.7 seconds and top speed is limited to 120 mph. Meanwhile, i5 M60 xDrive uses front and rear motors to produce 601 hp and 605 lbft in Sport mode, good for 0-60 in merely 3.7 seconds while top speed is slightly higher at 143 mph.

Predictably, both i5 models are heavier still. The rear-drive eDrive40 weighs 2130 kg while dual-motor M60 weighs 2305 kg. Both cars share the same 84 kWh (gross) battery which returns respectable range, especially eDrive40. On the downside, BMW's 205 kW DC quick charging is not exactly top notch on the market. A charge from 10 to 80 percent will take half an hour. For comparison, a Hyundai Ioniq 5 N, also has an 84 kWh battery, takes just 18 minutes for the same task thanks to its 350 kW capability. It goes without saying that BMW’s 400V battery system is not as advanced as the 800V design of Hyundai-Kia, Porsche or some high-end Chinese EVs, let alone the 924V system on Lucid Air.

As for chassis, there is not much surprise, because most development budget has been directed to electrification, infotainment and driving assistance tech. Just like other CLAR platform cars, the 5-Series and i5 employ double-wishbone front and 5-link rear suspension. Adaptive dampers, active anti-roll bars and rear-wheel steering are optional on all versions except i5 M60, which has them fitted as standard. Besides, like i4, all i5 models get standard adjustable air springs at the rear axle to deal with their immense weight and provide ride height adjustment.

We would prefer BMW to save money on gimmicks and spend more to improve material quality...

Inside, the G60 features BMW's latest digital technology, including a curved digital display which combines a 12.3-in instrument and 14.9-in infotainment touch screen, but it retains the iDrive's rotary controller on the transmission tunnel. It might be easier to use than most other “modern” cockpits, but the need to use touch sensitive slide bar to adjust the hidden air vents is annoying, while the interactive light bar that runs across the dashboard are more design gimmicks than an improvement. We would prefer BMW to save money on these gimmicks and spend more to improve material quality, because some harder plastics found at the lower half fail to match the 5-Series’ pricing. That said, other materials feel suitably premium, especially when compared with Mercedes EQE.

The G60’s cabin is no larger than its predecessor’s, but it has no problem to seat 6 footers behind 6 footers. Predictably, the driver seat is set higher than any previous 5-Series, but just slightly.

On the road, surprisingly, the ICE and electric models drive with a similar manner. They still feel like BMW – good body control, rear-drive balance, consistent behaviour and control weighting. However, it doesn’t feel as agile as the old 5-Series or the i4, blame to its extra size and weight. This is especially obvious on narrow twisty roads and slower corners, or under heavy braking. No matter how hard its engineers worked, they cannot deny the laws of physics. The petrol models suffer less than i5 in this respect, but they still cannot quite match the old car for agility. On open roads and at higher speeds, the car behaves better, more in line with the tradition of 5-Series.

Still drives like a BMW should, although inevitably less agile than the old car.

Likewise, the extra weight and height have negative effects on ride quality. Cars fitted with M Sport (passive) suspension feel too firm on low-speed irregularities. Adaptive dampers are strongly recommended, as they offer a more compliant ride in Comfort while retaining control at Sport mode. To the heavier i5, active anti-roll bars are also a worthwhile investment, because they soften the suspension in normal circumstances.

As for powertrain, most 5-Series should not disappoint. The i5 eDrive40 might be slower than Tesla Model S or many other rivals, but its performance is perfectly adequate for an executive car. Its power delivery is smooth, the brake pedal feels linear, the cabin is quiet and the general refinement is of very high level. If anything put you off, that might be its slower charging or its £74,000 price tag. But then it is a BMW.

Meanwhile, the range-topping i5 M60 is more remarkable. Yes, its near-£100K price sounds insane, but it also offers outstanding straight line performance and better handling than the base model – all-wheel traction, massive grip from P Zero tires, better body control and a more settled ride thanks to adaptive dampers and active anti-roll bars. It is quite a lot more fun to drive. It will take an M5 to beat it.

That said, the new 5-Series and i5 fails to set standards on the dynamic side. From driver’s point of view, you will find the outgoing G30 or the classic E39 unsurpassable. The G60 is in the process of transition from combustion to electrification, and we all know that will bring compromises. When the transition is complete, when battery technology is matured, the next generation i5, 5-Series or however it is called, will hopefully be back to the right track.

Verdict: