Why was that? Good question. On paper, at least, the i5 hews to much the same formula as its i4 and i7 EV stablemates. Like the other rollouts, the i5 launched with a rear-motor, rear-drive model (eDrive40) plus a much quicker dual-motor, all-wheel-drive variant (M60 xDrive), and it’s now also available as the xDrive40 dual-motor version. It features the latest in BMW infotainment technology in the form of its iDrive 8.5 suite and BMW’s newest curved display that spans much of the dashboard. And the i5’s cabin layout is decidedly upscale in its approach, with a tech-forward look and feel.

As an EV, the two particular i5’s we tested met the MotorTrend Road-Trip Range Test benchmarks from an overall perspective, with both models coming in almost right on their EPA numbers. And while they aren’t the most efficient when it comes to their EPA mpg-e ratings, their 84.3-kWh battery pack charges quickly; we recorded a 215-kW best speed from a high-speed charger.

They also performed well in our performance testing. With a 3.4-second 0–60 time, the 593-hp i5 M60 was the second-quickest model we tested at this year’s Car of the Year, behind the Porsche Taycan (3.2). Meanwhile, the 335-hp eDrive40 clocked a 5.1-second number. Not bad for a couple of 5,000-ish-pound sedans.

2024 BMW i5 COTY Review: This i Didn’t Fly as High

We’ve generally been fans of BMW’s new i sedans, but there wasn’t the same love for the new electrified 5 at this year’s event.Mike FloydWriter

MotorTrend StaffPhotographerNov 19, 2024

Pros

• Solid performance
• Cabin appointments
• Relatively quick charging

Cons

• Polarizing M60 variant
• Complex infotainment system
• Overall efficiency

A couple of years ago, the BMW i4 silently rolled up and almost stole the Car of the Year calipers. Then during last year’s competition, the brawny i7 and its baller back seat entertainment system had the judges jotting down similarly positive sentiments. Now, it was the 2024 BMW i5’s turn to show off its electrified bona fides. But after evaluating the new 5 Series EV, there simply wasn’t the same enthusiasm for this i in the eyes of most judges.

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Why was that? Good question. On paper, at least, the i5 hews to much the same formula as its i4 and i7 EV stablemates. Like the other rollouts, the i5 launched with a rear-motor, rear-drive model (eDrive40) plus a much quicker dual-motor, all-wheel-drive variant (M60 xDrive), and it’s now also available as the xDrive40 dual-motor version. It features the latest in BMW infotainment technology in the form of its iDrive 8.5 suite and BMW’s newest curved display that spans much of the dashboard. And the i5’s cabin layout is decidedly upscale in its approach, with a tech-forward look and feel.

As an EV, the two particular i5’s we tested met the MotorTrend Road-Trip Range Test benchmarks from an overall perspective, with both models coming in almost right on their EPA numbers. And while they aren’t the most efficient when it comes to their EPA mpg-e ratings, their 84.3-kWh battery pack charges quickly; we recorded a 215-kW best speed from a high-speed charger.

They also performed well in our performance testing. With a 3.4-second 0–60 time, the 593-hp i5 M60 was the second-quickest model we tested at this year’s Car of the Year, behind the Porsche Taycan (3.2). Meanwhile, the 335-hp eDrive40 clocked a 5.1-second number. Not bad for a couple of 5,000-ish-pound sedans.

But despite the impressive numbers, the judges weren’t as filled with glee about what the i5 brought to this year’s COTY jamboree.

Editor notebooks were scattershot with opinions, flinging invective but also heaping praise. The main pain point seemed to center on the M60, which editors felt to be overwrought and overweight when pushed, knocking down engineering excellence. “The M60 is entertaining enough but fairly one note,” features editor Christian Seabaugh said. “The car seems to struggle with roll control.” Deputy editor Alexander Stoklosa echoed similar thoughts: “It has stupid power and is stupid quick, but it’s also too quick for its doughy suspension setup.”

Most felt the eDrive40 to be the more cohesive package dynamically, more fun to drive, and a pretty solid value for $68,275 to start. But others thought the M60 overpriced, opening at $77,625.

The i5’s interior also was subject to differing viewpoints, with some expressing a sense of discombobulation and lack of theme to its varied materials choices and others calling it handsome and luxurious in its approach. Oh, and yes, the iDrive setup didn’t generate a lot of warm and fuzzies from editors.

With such a divergent mindset about what the i5 represents as a model and with other competitors such as the Mercedes EQE sedan and Genesis Electrified G80 (not to mention the refreshed Porsche Taycan looming in this year’s field) offering impressive alternatives, perhaps it wasn’t too much of a surprise that that this i didn’t fly as high as its predecessors.

This review was conducted as part of our 2025 Car of the Year (COTY) testing, where each vehicle is evaluated on our six key criteria: efficiency, design, safety, engineering excellence, value, and performance of intended function. Eligible vehicles must be all-new or significantly revised.