2025 BMW M5 is the moon

When Kennedy announced that we were going to the moon, there was no plan to reach a consensus. Of course, the very clever engineers at the Jet Propulsion Laboratory may have considered it, even doing a calculation or two on the back of a napkin, but the president’s announcement made it very realistic to need a viable plan. There are many proposals that ultimately win the concept of victory and get Apollo 11 from the moon, focusing on extreme attitudes. The Moon plan relies on saving all possible grams, because literally, the math of this galactic career is that adding weight requires more fuel, which in itself adds weight. This is a situation where the rate of return is lower, and Ergo Lightness wins.

The BMW M5 does not follow a similar path, although it is unfair to pick out the model or even BMW. Over the past 30 years, every car company has built larger and heavier models. However, as BMW evolved, the brand introduced smaller cars (in some cases with names on numbers) to fill the gap. While arguably more capable than ever, don’t hate the new plug-in hybrid M5, as it weighs almost as much as the 2019 BMW X5 XDRIVE50I or over the 2024 Mercedes-Amg Gle53. Don’t hate it, because it’s bigger than the 1996 BMW 740i. It may wear the same badge, but it will never do what the E39 M5 can do, partly because it weighs 1275 pounds. (That would be 5251 pounds, representing the 139 pound deduction for the weight of the BMW published Curb, which is a surprising surprise. That said, the carbon ceramic brakes and carbon fiber roof are the lightest way for the Spec a M5. Love its nature.

The G90 M5 is a luxury sedan with a Saturn V Rocket under the hood. Its twin-turbocharged 4.4-liter V-8 can reach 577 horsepower. Its electric motors are capable of driving cars on their own, traveling up to 25 miles per EPA, and builds 194 horses, which combine to pump out 717 horsepower from the plug-in powerplant: more than twice the E34 M5 of the early 1990s. The car is able to accelerate to 60 mph in 3.0 seconds. It can be hung on the Skidpad at 0.98 g. It can stop at less than 100 mph on the football field. It is also one of the fastest cars in the canyon from corner to corner, and is more comfortable than Grandpa’s favorite chair in urban traffic. Unfortunately, this M5 is no faster than the last F90 generation M5 CS. That burned a quarter of a mile in 10.6 seconds, a third faster than that. It is also not faster than the basic model of the previous generation. But we suspect that BMW has the ability to start wicks on this hybrid, and that there are more variants on the way.

So, what if there is a little digital car? When the M5 is not in its limit state, the adaptive damper relaxes it to a luxurious level. Its seat is a huge throne with umpteen control. Massager? You bet. If you’re feeling uncomfortable in this front seat, we bet you’re the inspired type White lotus Writer when creating the role of Parker Posey. BMW could have called it the M7, and no one would have questioned it. In addition, the rear seats of this M5 are completely.

Like the 2018 F90 M5, this fender extends the rear fender. An extra width of 2.8 inches on the Stock 5er doesn’t get much livability in urban traffic. You sit so deeply in the cockpit that you feel the zipper code in the corner. A friend picked up and forgot to lean against the center console to push the passenger door Ajar because the door was almost inaccessible. Of course, the car comes with a variety of sensors and cameras that can help you with a lot of parking and maneuvering.

The steering felt a little numb, but we used the Cadillac CT5-V Blackwing to send the M5 back again. But as we said, the car is fast on the road. With all-wheel drive, climb out at the corners of the 285 and 295-segment width Hankook Ventus S1 Evo Z tires (front and rear respectively) with a lot of grip. Its chassis balance is good – not just for a car that weighs so much. The $8,500 carbon ceramic stops the brake sensation and sensitivity make it a confident trail for curved bends. The faster you walk, the smaller you feel.

We are still not entering the latest BMW infotainment interface. BMW loves to make customers a guinea pig with a new user interface, after all – remember, it pioneered a control wheel decades later. Media hackers dealt with it like a cat going to the water. However, when today’s interfaces are very difficult to digest this endless application menu. Almost like it was designed in a lab and never tested in a car.

This brought us to the cost of this trip. The new M5, including its destination and tanker tax, starts at $123,275. Adjusted for inflation, this is less expensive than the 2000 M5 and 1991 M5. So, in a sense, it’s a huge bargain, but there’s currently a Uber-Sedans market, which includes the more affordable Cadillac CT5-V Blackwing and Audi RS7 (Hatchback, but what is that). Only the M5 is the plug-in hybrid in this group, which is a meaningful difference. However, for us, manual transmission of black wings is more ideal even if it is slower in a straight line. Our hope is that BMW recognizes the challenge of reducing returns in the sedan arms race, and soon there will be a BMW M5 that will bring us to the moon again.

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