2026 BMW i5 xDrive40 review

The current G60 generation of the BMW 5-Series has been around for a while now, and we have already tested the range topping M60 versions in both sedan and Touring forms. This time, however, we are stepping down the lineup to see what the more restrained i5 xDrive40 brings to the table and whether giving up some of the M60's performance is actually the smart thing to do.

Table of Contents:

• Exterior
• Interior
• Storage & practicalities
• Driving experience
• Ride comfort
• Tech features
• Cabin noise
• Acceleration and braking
• Consumption
• Charging speed
• Competition
• Verdict

The i5 xDrive40 was not part of the original lineup, arriving only after production of the i5 had already begun. In many ways, it feels like BMW created it to fill an obvious gap between the existing versions.

It combines the AWD extra peace of mind with more efficient (if slightly less powerful) motors, positioning itself neatly between the rear-wheel drive eDrive40 and the range-topping M60 xDrive.

That middle ground becomes particularly interesting once pricing enters the equation. Depending on the market, the gap between the xDrive40 and M60 xDrive can exceed $29,300, which is an enormous premium.

Our goal is therefore simple: to find out whether the M60 genuinely offers enough to justify that difference, or whether the xDrive40 already delivers everything most i5 buyers could realistically want.

BMW i5 xDrive40 2024 -

• Dimensions: 199.2 inches x 74.8 inches x 59.6 inches, 117.9 inches wheelbase.
• Drivetrain tested: i5 xDrive40 - AWD 290 kW (394 hp), 435 lb-ft, 83.9 kWh total battery capacity, 81.2 kWh usable battery capacity
• Other drivetrains: i5 eDrive40 – RWD 250 kW (340 hp), 317 lb-ft, 83.9 kWh total battery capacity, 81.2 kWh usable battery capacity, 362 miles WLTP
• Charging: 205 kW CCS; 10-80% in 30 min
• Range: 334 miles WLTP
• Weight: 4,861 lb unladen, 5,963 lb gross
• Other features: Launch control, Games, CarPlay and Android Auto, OTA updates.

Exterior

The i5's exterior caused plenty of controversy when the current generation first debuted, but buyers appear to be warming up to the design, with overall 5-Series sales remaining relatively close to those of the previous generation. The adoption of the electric i5 hasn't compared favorably to the combustion-powered versions. That has less to do with styling and more with the car’s capabilities and positioning.

Visually, an i5 xDrive40 with the M-Sport package is almost indistinguishable from the M60. Up front, the only obvious difference is the small "i" badge in the grille, replaced by an "M" on the range-topping model. The lighting signature, Iconic Glow grille and bumper design are otherwise identical.

The side profile is equally similar. Even the smaller 19-inch wheels fitted to our car are available across the wider range, so there is little here to reveal which version you are looking at.

One detail that does stand out is the large "5" embossed into the C-pillar, making sure nobody mistakes this for anything else in BMW’s lineup.

At the rear, the model designation can make the biggest difference. The trim badge is the easiest giveaway, but if the car is ordered without it, the diffuser becomes one of the few remaining clues separating the different variants.

Interior

One of our biggest complaints when testing the M60 models was the interior material quality. Several surfaces you interact with every day felt far too cheap for a car wearing a 5-Series badge. Thankfully, the early 2025 refresh addressed that issue surprisingly well.

The biggest improvement is noticeable around the door panels, which now feel more solid and make use of noticeably better materials. The cabin still does not quite reach the standard set by some previous generations, but quality is no longer something that should worry potential buyers.

Significant improvement in material quality compared to the initial G60 models.

The steering wheel carries the older BMW design and not the current Neue Klasse layout, which is a good thing given the mixed reception of the new haptic feedback buttons and unorthodox shape.

Regular non-polarizing steering wheel

Otherwise, the interior remains virtually identical to the M60 we have already reviewed in detail, so you can read our original impressions here.

The rear follows the traditional German executive sedan formula by offering plenty of amenities but less space than the exterior dimensions might suggest. Considering how large the G60 has become, we expected more headroom and legroom. Our 1.95 m (6’4”) reviewer still fits with some room to spare, but several smaller rivals manage to provide more generous accommodation.

We expected more space in the rear.

Separate climate controls, heated rear seats, tablet holders and USB-C ports improve the experience, although most of them are optional. No amount of equipment, however, can make the rear bench physically larger.

Some nice features find their way around back.

Storage & practicalities

Storage options are plentiful thanks to the i5’s boxy trunk and several useful storage compartments, especially the large one underneath the main trunk floor. Total capacity stands at 17.3 ft³, which is 1.06 ft³ less than the equivalent combustion powered 5-Series.

The shape itself makes good use of the available space, while the rear seats can be folded individually to accommodate longer or bulkier items when needed.

The trunk is about average for the segment.

The bigger disappointment is up front. BMW remains convinced that its customers do not need a frunk, so the i5 gets none, even though there quite obviously could’ve been. Instead, opening the hood reveals a huge plastic cover hiding the electronics underneath.

Driving experience

Going up to the i5 xDrive 40 we expected more or less the same driving experience as in the M60 with a little less oomph. Surprisingly, the midrange model proved to be even better in most categories.

The xDrive40 weighs over 441 lb less than the M60 and the lack of a huge panoramic sunroof brings the center of gravity even closer to the ground. This makes the less powerful version handle better and tackle corners with greater precision. Of course, weighing over two tonnes is not light by any means but about a 10% weight difference can certainly be felt and its absence - appreciated.

Even though the M60 offers active roll stabilisation and minimizes body lean in the corners, the xDrive40 version manages to stay just as flat while cornering simply due to the lower weight. If there are any differences, they are so minimal that you’ll have to drive both after another to find them, which isn’t relevant for the ordinary customer.

In typical BMW fashion, the steering is heavy and responsive for a luxury sedan. It is nice and soft at lower speeds and weighs up significantly as the speed rises, especially in Sport mode. You can always communicate with the car through the wheel, which is becoming a lost art in today’s automotive landscape. We are thankful that BMW remains one of the few manufacturers to offer great feedback not only in its utmost sportiest model but in its regular vehicles, as well.

Even though the power difference is significant, the M60 doesn’t feel much quicker in the real world. Only when put against each other does it become obvious but for daily driving the xDrive40 is plenty fast. Even at higher speeds, overtaking is easy and safe and you’re never left starving for power.

A great gimmick that hardly makes any change is the boost button to the left of the steering wheel. It opens up an exciting animation in the gauge cluster and main screen to show you the remaining boost time left, which enables a few more extra horsepower for a limited time. The difference it makes is highly insignificant but adds drama to the driving experience, which is a lovely attention to detail.

Thankfully, the test model we drove had its traffic sign recognition system broken but otherwise, turning it off is as easy as pressing the SET button on the steering wheel for a few seconds and it turns off. Turning off the other assistants isn’t as easy and requires pressing the center console button and selecting from the infotainment which aid you want on or off.

Ride comfort

Another benefit of the lower weight is the subjectively smoother ride of the i5 xDrive40. Its slightly higher ride height and longer suspension travel give it a small comfort advantage over the M60, making the midrange version feel a little more relaxed over rougher surfaces.

Both of the cars we tested were equipped with the optional adaptive suspension, which brings their overall ride quality very close. The dampers noticeably stiffen or soften depending on the selected drive mode, giving the i5 a genuinely broader range between comfort and sportiness. The difference between the settings is substantial enough that we would strongly recommend opting for the adaptive suspension.

Tech features

Our xDrive40 test car was missing several optional functions, whereas the M60 we previously tested was equipped with virtually everything BMW offers. We also dived deep into the menus and settings and dissected everything available. This makes the earlier review a much better reference point for exploring the i5’s complete technology package so we recommend checking it out here.

Cabin noise

The cabin of the new 5-Series is incredibly well-insulated, disconnecting its passengers from the ambient world. The cabin remains impressively quiet at virtually any speed. Compared with the M60, the difference is marginal. Our more powerful test car was fitted with winter tires, which introduced slightly more road noise at highway speeds, but otherwise both versions deliver similarly excellent refinement.

Sound level tests are carried out with a specialized sound level meter placed in the car's cupholders. The test is conducted with air conditioning and radio off and while maintaining a steady speed.

Acceleration and braking

Despite being only a mid-range product in the i5’s lineup, the xDrive40 version is plenty quick. It accelerates from 0 to 62 mph well below 5 seconds, despite BMW claiming 5.4 seconds for the same discipline. Power is transferred smoothly to all four wheels in all conditions, never leaving its driver wanting for more power or grip.

A discipline at which our M60 review failed was braking due to the poor road conditions and winter tires but this time the xDrive40 managed to make up for those shortcomings. The braking distance from 62 mph to a halt was 36 m (118’11”), which is a wonderful result for a sedan with such dimensions.

Acceleration and deceleration are measured with a RaceBox device inside the car. Testing is done with a single person inside the car, with air conditioning and traction control off.

Consumption

We tested the M60 versions in considerably worse conditions, so their results should be taken with a pinch of salt. Even so, the i5 xDrive40 performs very well and ranks among the more efficient models in its segment. What ultimately holds it back is the relatively modest 81.2 kWh usable battery. Some rivals consume more energy yet still travel farther on a charge simply because they carry larger packs.

A bigger battery option would therefore make a huge difference. The xDrive40 already has the efficiency to compete with the best, and with more capacity it could become one of the strongest long distance choices in the segment. For our detailed opinion on the BMW i5 xDrive40’s efficiency check out our dedicated range test article.

We measure consumption by driving at constant speeds on an identical test route during the day. Testing is conducted with air conditioning, all safety systems and radio on. The data comes from the vehicle's board computer. Specific testing parameters such as ambient temperature are mentioned in the text on a case by case basis.

We now suggest you use the widget below to find out the BMW i5 xDrive40’s range in every combination of speed and temperature you might need. We've used our real world tests and a complex model to provide an estimate that should be as close to the actual performance as possible.

Charging speed

Compared with rivals using 800V architectures and much faster charging curves, the i5 feels noticeably behind the times. Its peak charging rate of 205 kW does not last particularly long, and a 10 to 80% refill takes exactly 30 minutes. That is hardly disastrous, but it is no longer competitive with many modern EVs, especially at this price point.

The absence of V2L and V2H functionality is another disappointment. Neither is available even as an option, putting the i5 further behind some of its newer competitors. Despite being less than three years old, the i5 already feels considerably older when it comes to battery and charging technology. We are therefore particularly curious to see whether some of BMW’s Neue Klasse technology makes its way into the upcoming facelift.

Competition

A lot of things have changed in the industry since we last reviewed the i5, therefore we’re putting it against different and newer rivals this time. The i5 still shines in the segment with its handling, amazing built quality and modern infotainment. Where the i5 falls short is the rear seating space, charging times and polarizing looks.

The first rival we chose for the i5 is the Audi A6 Sportback. Both German models carry historical provenance in the luxury sedan segment and have always been used as a benchmark by rivals. The Audi is generally more modern and utilizes a bigger battery, resulting in longer range. Charging is also significantly quicker.

The outlier in the segment is the Zeekr 7GT. Although not a traditional sedan, it targets the same buyer profile. The only things the Zeekr severely lacks is brand recognition and infotainment usability, whereas in terms of practicality, space, technology, price and performance, the German competition has a lot to learn.

Audi A6 Sportback e-tron quattro 2024 - • Zeekr 7GT Privilege AWD 2025 -

Verdict

BMW has decades of experience building executive sedans and, despite the market’s shift toward SUVs, the 5-Series remains one of the benchmarks of the segment. The G60 may be more controversial than many of its predecessors, but beneath the polarizing design it still preserves much of what made the model so successful in the first place.

Within the electric range, the i5 xDrive40 is arguably the smartest choice. It brings the security of AWD at a far more reasonable price than the M60, while sacrificing very little range compared with the rear wheel drive eDrive40. It is the version for buyers who want a bit of everything without paying heavily to excel in one specific category. Balance is its greatest strength!

Our previous biggest complaint, the interior material quality, has thankfully been addressed. That now leaves the battery technology as the i5’s main weakness. The 81.2 kWh pack is relatively small, charging speeds are merely average and several newer rivals can travel farther while spending less time plugged in. The i5 xDrive40 gets almost everything right. It just deserves a battery that is equally modern.

Pros

• Improved interior materials.
• Awesome handling.
• Great efficiency.
• Much much cheaper than the i5 M60 xDrive.
• Quicker than advertised.
• Quiet cabin at all speeds.

Cons

• Long charging times despite the small battery.
• Small battery, resulting in a shorter range on a single charge.
• No battery size options.
• No frunk.