2025 BMW M5 Touring Review

The M5 is back in Touring guise. Does this make for the most replete performance car for the modern age?  

BMW’s M Division has always had a place in my heart. I’m a long-time fan, with two E46 M3s and an F87 M2 Competition in my personal BMW history book, and a few others peppered throughout the years. So, when I got the call to collect the all-new BMW M5 Touring (G99), I didn’t just jump; you could say I practically ran.

Even though this wasn’t my personal purchase, the feeling rolling into Continental Cars BMW North Shore to collect it was no different. The same energy. The same anticipation. And funnily enough, the same treatment from the team; friendly, detailed, and proud of what they were handing me the keys to. Arron Lomas (Dealer Principal) was even on hand to chat through his own personal experiences with the model, something I appreciated and made me better equipped with what to expect.

Let’s be real. This isn’t just any 5 Series Touring. It’s a plug-in hybrid, twin-turbo V8 monster with 727bhp, AWD and the ability to do the school run in silence. It’s part muscle car, part luxury wagon and part science experiment. And somehow… it works.

Plug-in power

Under the bonnet is where the madness begins. BMW’s 4.4-litre twin-turbo V8 (S68) is paired with a 145kW electric motor and a 25.7kWh battery. Combined, they deliver a thunderous 535kW and 1000Nm. That’s supercar territory in a long-roof luxury car.

Despite weighing just under 2.5 tonnes, the M5 Touring hits 100km/h in a claimed 3.5 seconds but real-world tests suggest it’s even quicker. It’s relentless. Effortless. And the beauty lies in its duality. It can cruise in EV mode, eerily silent, or it can launch forward with brute force and that signature M car roar, once you flick it into Dynamic or Dynamic Plus.

Starting up a performance car and hearing nothing was admittedly odd. But I grew to love it. For local errands and early mornings, EV mode was a blessing. And with roughly 60km of real-world EV range, it’s genuinely usable. I found myself plugging it in overnight with a standard three-prong plug, and never once felt range anxiety. Because you always have that V8 waiting.

This is the definition of “plug and play.” EV for the commute. V8 for the chaos.

Hefty but honed

Let’s address the elephant in the room, and what many would argue as a main conversation starter: sheer mass. At just under 2500kg, the G99 is a heavyweight. You feel it. Especially when diving into tight corners or pulling off quick transitions. But it’s also one of the most sorted heavyweights I’ve ever driven.

BMW’s adaptive M suspension, xDrive all-wheel drive system and clever torque distribution work overtime here. It stays impressively flat in corners and feels far more agile than it has any right to. There’s also a 2WD mode if you want to let the tail loose, because, well, it’s still an M5.

Where it truly surprised me was ride comfort. On Auckland’s pockmarked roads, it soaked up imperfections with genuine grace. Gone is the spine-jarring rigidity of older M cars. This thing cruises like a 7 Series but can attack like an M2 when provoked.

Braking? Phenomenal. The carbon infused brake pads are sharp, progressive, and more than capable of pulling this beast up from autobahn speeds. It gives you confidence. Something the tyres didn’t.

Strange rubber choice?

Which brings me to the one real letdown: the tyres. BMW has slapped a set of Hankooks on this $250K+ machine, and frankly, I’m not sure who signed off on that. Even in full all-wheel drive mode, grip was patchy. Give it a prod mid-corner and it didn’t just squirm, it broke loose in a way that felt more “budget drift day” than precision M performance.

Don’t get me wrong, a bit of tail action is always fun. But in a powerful, heavy car, I’d like grip before giggles. This tyre choice feels like it came from a cost-saving spreadsheet, not an enthusiast engineer. I’d spec it with Michelin Pilot Sport 4S or Cup 2s. Immediately.

Classic and edgy inside

The G99’s cabin strikes a careful balance between traditional BMW layout and new-age tech overload. The curved dual-screen display (12.3-inch cluster + 14.9-inch infotainment) dominates the dash but the UI is slick, fast and highly customisable. It’s intuitive enough after a short learning curve and, thankfully, you still get BMW’s rotary controller, something I genuinely appreciate as a shorter driver. Reaching across to touch everything isn’t always ideal.

The seats are fantastic; firm, bolstered and supportive without being punishing. I’ve always loved the way M cars hug you, and these are no exception. Rear legroom is solid, the panoramic roof gives the cabin an airy vibe and the tech list is about as long as the car itself. Interior camera? Check. Self-parking? Of course. Gesture control? Sure, why not. I’m not a fan of the head-up display. It feels intrusive at night and sits too low for my line of sight. But that’s nitpicking in a cabin that otherwise feels refined, well-built, and genuinely comfortable.

Also worth mentioning: the buttons. Some look like touch-sensitive haptics but are actual pressure clicks. At first, I was confused. Then I realised, accidental mode changes from overreaching passengers are a thing of the past. Smart move, BMW.

The Daily Rocketship

This is where the Touring shines. It’s not just a fast wagon, it’s a usable one. The boot space is generous (570 litres with seats up, over 1700 with them down), and the electric tailgate with kick function worked flawlessly. I hauled groceries, gym gear, even the odd saddle bag, no issues.

You get all the convenience of a large estate, wrapped in a car that’ll demolish almost anything at the lights. The close-proximity key system is seamless. Walk up and the car unlocks. Walk away and it locks. It just works. And that’s the theme here. Everything, from comfort to chaos mode, works without fuss.

EV mode not just tokenism

Many performance hybrids feel like compliance projects. Electric bits tacked on to meet regulations. But here? It’s integrated. EV mode is smooth, responsive, and genuinely enjoyable. You could drive this every day without waking the neighbours or chewing through 98 octane.

Charging overnight at home kept me topped up without needing to hunt down public stations. Around town, it operates like any other EV, except you know there’s a V8 underfoot, ready to roar if needed. And that’s the genius.

The grown-up hooligan

So where does the G99 M5 sit in the BMW M family? The M2 and M3/M4 are playful, agile and a little immature in the best way. The M5 G99 Touring? It’s the older sibling. Polished, powerful yet still up for mischief when the timing’s right.

It’s not perfect. Yes, it’s heavy, and yes, the tyres are a letdown. But it’s also one of the most complete performance cars on the road today. It does everything. Hauls gear. Hauls ass. And grabs attention wherever it goes.

If you want one car to do it all – track days (on different tyres), date nights, airport runs, dog park loops – this is it. And I’d even take the green colour to order.

The BMW M5 G99 Touring is the ultimate grown-up hooligan. And I’m absolutely here for it.  

BMW M5 Touring
$248,900  /  2.0L/100km  /  46g/km
0-100 km/h 3.6s
Engine  4395cc / V8 / T / DI
Max power  430kW@5600-6500rpm
Max torque  750Nm@1800-5400rpm
Motor output  145kW / 280Nm
Battery  22.1kWh
Range  60km
Hybrid System Output  535kW / 1000Nm
Drivetrain  8-speed auto / AWD
Front suspension  Wishbones / sway bar
Rear suspension  Multilink / sway bar
Turning circle  12.6m (2.2 turns)
Front brakes  Ventilated discs
Rear brakes  Ventilated discs
Stability systems  ABS, ESP, TV
Safety  AEB, ACC, BSM, LDW, RCTA, ALK, AHB
Tyre size  f-285/40R20  r-295/35R21
Wheelbase  3006mm
L/W/H  5096 / 1970 / 1516mm
Track f-1684mm  r-1660mm
Fuel capacity  60L
Luggage capacity  500-1630L
Tow rating  750kg (2000 kg braked)
Service intervals  Variable
Scheduled servicing  3yrs / Unlimited km
Warranty  5yrs / 100,000km
ANCAP rating  ★★★★★ (2023)
Weight (claimed)  2475kg