If you thought BMW couldn’t squeeze any more performance from the already potent M5, I have some news. BMW is tacking on two important letters to the BMW M5: Meet the M5 CS. Like the recent BMW M4 CS, the M5 CS cranks up the horsepower and shaves down the weight. For BMW fans this might be the ultimate way to drive you and your friends to your local track day.

It shouldn’t be a shock that this CS-badged M5 is powered by the same S63 4.4-liter turbocharged V8 as the standard M5. However, the BMW folks turned up the wick slightly. The M5 CS sends 627 hp and 553 lb-ft of torque to the eight-speed automatic, up 10 hp over the M5 Competition. That power travels through the xDrive all-wheel-drive system before rocketing the car from a dead stop to 60 mph in 2.9 seconds. You’ll get to hear the V8 rumblings exiting through BMW’s active exhaust system, sporting an M Sound button. While the exhaust changes with the various drive modes, the M Sound Button works independently to alter the note.

Helping you take advantage of the power, BMW has made the suspension firmer and lowered the car. According to the company the springs are 10 percent stiffer and the car was lowered 0.2-inches. BMW also added firmer engine mounts and a stiffer rear stabilizer bar. Dynamic damping control helps the driver take control of how firm the M5 CS is and soften or stiffen on demand. Let’s not forget: all of this rides on 20-inch forged M Sport alloy wheels and can be wrapped with Pirelli P Zero Corsa rubber as a no-cost option.



The BMW M5 CS’s interior looks less Spartan than the M4 CS, but still looks ready for serious use. BMWHelping take more pressure off the suspension and powertrain, BMW also put the M5 CS on a diet. The folks at BMW swapped in carbon fiber wherever possible: the top panel, hood, front splitter, rear diffuse and mirror caps. BMW stripped out some sound deadening material to shave some weight. According to BMW, these weight-saving endeavors make the car 230-pounds lighter, meaning this version weighs in at 4,140 pounds. If you’re familiar with the other recent CS-badged BMWs, these weight-saving techniques shouldn’t be a surprise.

Bringing the M5 CS to a halt is a set of standard carbon-ceramic brakes clamped by six-piston front and single-piston rear calipers. The calipers are painted red as standard, but you can switch that to gold as a no-cost option.

There’s no doubt the BMW M5 CS is going to be a hoot to drive, but there are a few minor drawbacks. Namely, this is going to be a limited production car with only a single model year slated for the US Market. Adding to that, it isn’t cheap. The BMW M5 CS starts at $142,995 before any options or dealer markups are thrown onto that invoice. Considering the limited supply, you might want to get your local BMW dealer on the phone sooner than later. However, there is some time to think as BMW expects these cars to hit the US streets in the second half of 2021.

Introducing the All-New BMW M5 CS
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BMW M5 CS Facts
• The quickest and most powerful BMW production vehicle ever.
• 627 hp and 553 lb.-ft. of torque.
• 230 lbs. lighter than M5 Competition.
• 0-60 mph in 2.9 seconds. Top speed of 190 mph.
• MSRP of $142,000 plus $995 Destination.
• Production begins March 2021 & limited to one model year only (2022).
• U.S. cars expected to arrive 2nd half of 2021.






January 26, 2021

Woodcliff Lake, NJ-BMW is proud to announce the quickest and most powerful production BMW car ever, the 2022 M5 CS Sedan. The new limited production super sedan builds on the immensely capable M5, itself recently updated for model year 2021, by delivering more power, greater performance, lighter weight and exclusive interior appointments making the new M5 CS truly a one-of-a-kind vehicle in its class.

A rigorous weight-reduction program brings extensive use of CFRP materials improving both agility and acceleration, further enhancing the M5’s already very high street and track capabilities.

For the first time, the M5 features a four-passenger seating configuration with M carbon sport seats up front and two individual bucket seats for the rear passengers.





Power and Drivetrain

The S63 4.4-liter M TwinPower turbo V8 has been tuned to deliver 627 hp at 6,000 rpm, an increase of 10 hp over the Competition model. The torque band delivers its full 553 lb.-ft from 1,800 to 5,950 rpm, 90 rpm wider than the M5 Competition. The eight-cylinder’s engine redline is 7,200 rpm. The high-pressure direct fuel injection ensures precise fuel atomization and fast engine response. The liquid-to-air intercooling for the two turbochargers and oil system with two pumps make sure that the M5 CS is as competent on track as it is on the street.

Combined with the reduced vehicle weight, the high levels of power and torque and working through the 8-speed M Steptronic automatic transmission with Drivelogic and the M xDrive allwheel drive system, the M5 CS reaches 60 mph in just 2.9 seconds, 0.2 seconds quicker than the M5 Competition model. Top speed with the standard M Driver’s Package is 190 mph. The M Driver’s Package also includes a voucher for BMW driver training.

The rear-biased M xDrive all-wheel drive system distributes the available 553 ft-lbs. of torque between front and rear axles via an electronically controlled multi-plate clutch while the Active M Differential further optimizes power between the rear wheels for maximum grip and lateral dynamics.

The driver can select from three xDrive modes including 4WD, 4WD Sport and 2WD. The Dynamic Stability Control system can be adjusted between three settings to further enhance driver control – DSC ON, MDM (M Dynamic Mode) and DSC OFF.

The eight-speed M Steptronic transmission provides extraordinarily short shift times and fast, precise responses to every input of the accelerator. The Drivelogic switch on the gear selector lever allows three modes - efficient, sport or track with extremely rapid gearshifts. A transmission oil cooler ensures the transmission operates within its best temperature range even when the car is put through its paces on a closed track.




Exhaust system and M Sound button

• Dual-branch, electric flap-controlled sport exhaust system, with quad stainless-steel tips.
• The exhaust tone adjustability based on selected mode – EFFICIENT, SPORT or SPORT+.
• M Sound button can soften the exhaust tone for a more understated note.

Chassis tuning

The M5 CS builds on the very high dynamic abilities of the M5 Competition Package’s chassis and suspension tuning. This means stiffer engine mounts (5,139 lb/in vs. 3,312 lb/in) than the standard M5 Sedan, 10% firmer springs, 0.2-inch lower ride height, increased front negative camber, a firmer rear anti-roll bar and tow-link ball-joint mounts. The M5 CS receives further spring and Dynamic Damper Control tuning over the M5 Competition to take advantage of the lower vehicle weight and of the optionally available (no-cost) Pirelli P Zero Corsa tires.

Standard mixed-size non-runflat performance tires measure 275/35R20 at the front and 285/35R20 at the rear and are fitted to Gold Bronze 20-inch M forged Y-spoke wheels - 9.5 J x 20 in front and 10.5 J x 20 in the rear. Pirelli P Zero Corsa performance tires are available as a no cost option and make full use of the M5 CS’s enhanced handling capabilities for those looking to experience their new sedan in a closed track environment.

The standard Dynamic Damper Control and M Servotronic steering offer a choice of electronic drive modes – COMFORT, SPORT and SPORT+. COMFORT focuses on everyday usability combined with standout dynamics. SPORT mode reduces wheel and body movements to create more direct contact with the road, but still has sufficient comfort dialed in. This setting is suited perfectly to sporty driving on twisty roads and offers the ideal handling balance for laps of the Nürburgring’s Nordschleife. SPORT+ mode maximizes dynamic performance on smooth asphalt allowing the driver to sense the connection with the road surface acutely, making it the best setting for dedicated closed race tracks.




SETUP button takes drivers straight to the configuration menu

Pressing the SETUP button positioned takes the driver to the 12.3-inch central display’s menu for programming an individual configuration for the powertrain and chassis options. This allows drivers to tailor the car’s setup to the driving situation at hand and to their personal preferences.

Simplified operation using the touchscreen display or iDrive Controller makes it easy to choose different settings for the engine, suspension, steering and M xDrive system. The two, red painted M1 and M2 buttons next to the gearshift paddles on the M Alcantara steering wheel make it possible to change quickly between setups. Drivers can use these buttons to compose two individual setups with their choice of M xDrive, DSC, engine, transmission, chassis, steering and braking characteristics, as well as their desired M View configuration in the HeadUp display.




M View configuration

The driver can toggle swiftly between the ROAD, SPORT and TRACK settings using the M Mode button. Keeping the M Mode button pressed, then confirming the prompt in the central display engages TRACK mode.

When M View is active, a prominently positioned tachometer with color-coded warning zones appears in the Head-Up display, while shift lights indicate the ideal time to change gear.

Navigation instructions, distance warnings, the current gear, the vehicle speed, and any speed limits or overtaking restrictions detected by the Speed Limit Info system are also shown here.
Default ROAD mode – all standard and optional driver assist systems are fully operational. Full information displays in the digital instrument display and Head-Up display.

SPORT mode – Allows the driver to adjust or turn off various assist systems. The M View is activated for both the instrument cluster and Head-Up display. A tachometer, digital speed, selected gear and shift lights are displayed in the center with coolant temperature, tire pressure and longitudinal and lateral forces available to the side.

TRACK mode – Designed for use on closed tracks, confirmation of this mode is required via the iDrive controller. Driver assistance system intervention is turned off. The audio system and center control display are turned off so the driver may concentrate on the road ahead with important information provided via the Head-Up and the digital instrument displays.





Exterior design and extensive use of carbon-fiber

Exterior CFRP components include:

• The roof (standard on all M5s)
• Hood with vents (in unpainted carbon-fiber)
• Front splitter
• Mirror caps
• Rear diffuser
• Rear spoiler.

• CFRP Engine cover with full-color M logo and stripes.
• Additional weight savings through reductions in soundproofing.
• Special Gold Bronze finish applied to BMW kidney grille surround, model badging, and to the 20-inch forged light alloy wheels.
• Adaptive LED headlights

• L-shaped light tubes in racing-inspired yellow instead of the standard white.
• BMW Individual Shadowline trim dark shaded appearance and accentuating the yellow accent lighting.

Exclusive interior appointments

• Seating:

• 2+2 seating configuration in black Merino leather with Mugello red accents and contrasting red stitching.
• New lightweight front carbon bucket seats, heated and electrically adjustable M with aggressive side-bolstering, integrated head rests and illuminated M5 logos.
• Individual bucket seats for each rear passenger.
• Headrests of all four seats are imprinted with a map of the Nürburgring Nordschleife.

• M Alcantara steering wheel with a perforated section with red background in the 12 o’clock position.
• Lightweight carbon-fiber shift paddles with matching red trim in the cutouts and on the back panels.
• Alcantara headliner
• Lightweight black merino leather center console cover with red double stitching replaces armrest for weight reduction.
• Red “CS” badging on the instrument panel and between the rear bucket seats.
• M seat belts featuring BMW M tri-color stitching
• “M5” badged velour M floor mats with bespoke piping and in the illuminated “M5 CS” badge on the door sill finishers.

Exterior colors

Standard:

• Brands Hatch grey metallic paint

Optional BMW Individual colors:

• Frozen Brands Hatch grey metallic
• Frozen Deep Green metallic

Standard M Carbon ceramic brakes

• Red six-piston fixed front calipers and single-piston rear floating calipers with M logos
• Standard carbon ceramic brake disks
• Gold calipers are available (no-cost option)
• M Carbon ceramic brakes reduces weight by 51 lbs compared to standard brakes from M5 Competition.

Full List of Standard Equipment

• M carbon engine cover
• CFRP roof, hood, rear spoiler, front splitter, rear diffuser and mirror caps
• Competition Package:

• M Sport exhaust system
• Track mode
• Increased front negative camber, firmer springs and firmer rear anti-roll bar
• Firmer engine mounts
• Toe-link ball joint mounts
• M seat belts

• M Driver’s Package:

• Increased top speed limiter and voucher for M driver training

• Dynamic Damper Control
• 20-inch Forged gold-bronze Style 798M light alloy wheels
• Non-runflat performance tires
• 8-speed M Sport automatic transmission
• M xDrive all-wheel drive
• Active M rear differential
• M Carbon ceramic brakes with red calipers
• Remote engine start
• Tire pressure monitor
• Mobility kit
• Alarm system
• Universal garage door opener
• Comfort access keyless entry
• Rear-view camera
• Auto-dimming rear-view mirror
• Power, heated M carbon front bucket seats
• 2-passenger rear bucket seats
• 4-zone automatic climate control
• Ceramic controls
• Ambient interior lighting
• Aluminum dark carbon structure trim
• Anthracite alcantara headliner
• Park distance control
• Adaptive full LED lights with yellow icons and automatic high beams
• Live Cockpit professional with iDrive 7.0, navigation and two 12.3” digital displays
• Head-Up display
• SiriusXM satellite radio with 1-year all-access subscription
• Harman Kardon surround sound system
• Wireless Charging for compatible mobile devices
• WiFi hotspot with 3-month or 3GB trial service
• Apple Car Play and Android Auto compatibility
• Enhanced USB and Bluetooth
• Exterior Shadowline trim

• Active Protection

• Automatic front seat belt tensioning
• Automatic closing of windows and moonroof
• Fatigue and focus alert
• Post-crash braking

• Active Driving Assistant

• Lane Departure warning
• Frontal collision and pedestrian warning
• City collision mitigation
• Blind spot detection
• Rear cross traffic alert
• Rear collision preparation
• Automatic high beams
• Speed limit information

Options
Stand-alone options for the M5 CS include:

• Frozen Brands Hatch grey metallic paint
• Frozen Deep Green metallic paint
• Gold painted brake calipers (no-cost option)
• Pirelli P Zero Corsa non-runflat performance tires (no-cost option)

Gallery

BMW M5 CS - Exterior


BMW M5 CS - Interior

BMW is working on a new generation of the 5 Series, which is set to be launched in 2023. Just like some of its brothers, the 5 Series will also get an all-electric version, which is expected to be called i5. For the first time, we now have images of its interior.
23 photos

As you can observe in the photo gallery, the 2024 BMW i5 will ditch physical buttons in favor of touch screens. The gear selector will be smaller than the one found in current BMW models. The steering wheel will also drop the physical buttons, except for two dedicated switches that appear to be like the scroll wheels on computer mice.

We can also observe a new steering wheel design, as well as a modified center console for the German electric vehicle. The rest of the controls on the steering wheel come in touchpad form, and they are arranged as we have already been accustomed to recent models from BMW.

The exterior design comes with the typical shape that the BMW brand has accustomed us for its sedans. We can observe a different style of window line on the doors, while the door handles are also different from what we can find on today's 5 Series.

The next-generation BMW 5 Series is expected to be called G60, and it will be revealed as an MY2024 vehicle that should be unveiled in 2023. Along with the i5, the all-electric variant, BMW will also offer conventional engines in the range, as well as plug-in hybrid models. The prototype shown in the photo gallery is an all-electric model, as the stickers on its sides also inform us.

It is believed that BMW's i5 will get the same specification as the xDrive 40 variant of the BMW iX. That involves a configuration with two electric motors with up to 300 horsepower, a 70-kWh battery pack, and a range that will be in excess of 400 kilometers (ca. 249 miles).

In case you've missed the memo, BMW has been using a new tagline: "The Power of Choice." While it might make you think of Kia's old "Power to Surprise" slogan, Bavaria's message is not as vague as these types of mottos usually are. It refers to selling a car with all types of powertrains: gasoline, diesel, hybrid/plug-in hybrid, and EV. One such example is the X3 / iX3, with the new 7 Series debuting April 20 to offer a vast array of powertrains.

It'll be the same story with the next-generation X1 arriving by the end of the year, but we're here to talk about the new 5 Series. Our spies have gathered footage taken in different locations depicting several prototypes. We can see the combustion-engined 5er, the plug-in hybrid, and the purely electric i5. They all look just about the same since the 5 Series and i5 will share the same CLAR platform. Mercedes has taken a different approach as its S-Class and EQS ride on different architectures, with the latter featuring bespoke EV underpinnings.


Even though these test vehicles have multiple layers of disguise to conceal the production design, we can already tell the 5 Series / i5 will not get the gigantic grille of the next 7 Series and XM. Those headlights and taillights are placeholders, but since the body panels won't change, the provisional clusters have the same shape as the final ones.

The flush door handles resemble those of the i4 and should help with airflow for better efficiency. The new 5 Series appears to have a sharper design and we're getting the impression it boasts rear-wheel steering. Spies weren't able to take a peek inside, but previous shots have shown a revamped dashboard to accommodate the iDrive 8 setup with its side-by-side screens. BMW has said it will eventually have this layout across all models.

During the annual BMW Group conference held yesterday, the company announced pre-production of the i5 will commence this year. It could mean the next 5 Series will be available with all forms of propulsion from day one when it'll go on sale in 2023. A similar strategy is being worked on for the 7 Series / i7 and the X1 / iX1 pairs.

Likely arriving in 2024 or early 2025, the M5 will retain its V8 engine, but with an electric motor to push combined output to around 750 hp. A more accurate horsepower number will be available by the end of this year when the wild XM SUV will break cover in production guise.

BMW's wagon renaissance looks set to continue in coming years, as rumors suggest that a new M5 Touring model could be on the way for the 2025 model year.

Reports are that the upcoming M5 Touring will be referred to by the "G99" model code. It's expected to enter production in November 2024, just four months after the four-door G90 M5 sedan. The news comes from a source on the Bimmerpost forums known only as "ynguldyn." The user has a reputation for posting surprisingly accurate information on upcoming BMW products.

The rumor suggests that the upcoming M5 will use the S68 twin-turbo 4.4-liter V8 paired with a hybrid motor. It's the same powertrain set to appear in the BMW XM, the prototype of which boasted around 643 horsepower when we saw it earlier this year. A hotter version is expected down the line with power figures in the realm of 750 hp.

If it comes to pass, this would be the third M5 Touring model ever made. Previous models are thin on the ground. Just 891 units of the E34 M5 Touring were built, with the E61 M5 Touring chalking up 1,025 units sold solely in Europe.

​​​​​​​Bringing back the M5 Touring is an interesting idea in the current climate. In today's market, many sedans are barely clinging on and SUVs rule the roost when it comes to sales.

Regardless of trends, BMW has already seen fit to deliver the M3 Touring, heralding its arrival by claiming the wagon lap record at the Nürburgring. Sadly, the M3 Touring project was started after the company had already decided not to homologate the 3 Series wagon for the United States market.

The story for the M5 Touring could be different, however. Rather than dropping in the middle of an existing model run, the Touring is said to enter production just months after the sedan. This could help justify the expense of certifying the model for U.S. sales, with BWM able to reap the benefits over a long production run. It would also mark the first time the company has built two M Touring models at the same time.

A forum rumor must always be treated for what it is, and anything could happen between now and 2024. However, BMW's recent moves suggest that Touring models could be back in a big way. Those seeking a longroof German hammer might do well to feel out their favorite dealer as to what's coming down the line.

Having facelifted the 3 Series and introduced the next-generation 7 Series, BMW is now hard at work putting the finishing touches on its other core sedan – the 5 Series. Set to debut early next year, the eighth generation could be the first since the E28 of the 1980s to come without a V8, at least in the non-M guise. Our friends at BMWBLOG claim the M550i xDrive will be discontinued, therefore taking away with it the twin-turbo 4.4-liter engine.

Such a move would follow the cancelation of the M550d with its bonkers quad-turbodiesel engine a couple of years ago. By now, you're probably wondering whether there will be an M Performance version of the next 5 Series (G60) at all. Well, BMWBLOG has it on good authority the M550i will be indirectly replaced by a first-ever M560e, which is set to use the same inline-six plug-in hybrid hardware as the recently unveiled M760e.

Going on sale next spring, the M760e has a 3.0-liter engine and an electric motor pushing out a combined 571 horsepower (420 kilowatts) and 590 pound-feet (800 Newton-meters) of torque. It's enough PHEV punch for a 0 to 62 mph (100 km/h) in 4.3 seconds, although a potential M560e could be a tad quicker since logic tells us it'll be slightly lighter.

Speaking of hybrids, the next M5 has already been confirmed to gain a charging port. It will retain the V8 engine, but BMW plans to use its new S68 unit borrowed from the new 760i, X7 M60i, and the forthcoming XM. The latter is set to spawn a range-topping version in 2023 with as much as 750 horsepower to match last year's wild Concept XM, which we'll remind you had a monstrous 737 lb-ft (1,000 Nm) on tap.

As to why BMW is dropping the V8 from the regular 5 Series, the report doesn't specify. However, it likely has to do with increasingly stringent emissions regulations, especially in the European Union. With Euro 7 set to arrive in the coming years, the downsizing trend is set to continue. The silver lining is that not only will the V8 survive in the M5, but rumor has it the M5 Touring is coming back after being dropped from the lineup in 2010 when the V10-powered E61 was discontinued.

MIRAMAS, France – The car might be camouflaged, and we won’t be seeing it sans vinyl wrappings until May 24, but this is the first official drive of the 2024 BMW 5 Series. More specifically, the all-new, all-electric BMW i5. And it was a perfect sequence of driving, too: an hour to test the autonomous driving functions on the highway; then a spirited drive on back roads, followed by a hardcore handling circuit. I wrapped it up with a technological “deep dive” and a thorough discussion with some of the engineers behind the car.

The 2024 5 Series represents the eighth generation of a brand icon, also known as the G60. Still lightly camouflaged to disguise the details of the window frames, the head- and taillights and the cladding, the 5 Series cannot hide its sheer size. It will just crack the 5-meter barrier, which equals 16.4 feet and used to be the traditional marker of a European luxury car. In fact, it is longer than the beloved E38 7 Series of the 1990s. It has grown over the decades, just like its main competitors, the Mercedes-Benz E-Class and the Audi A6/A7.


While Mercedes-Benz is building entirely different cars for its gas-powered and fully electric powertrains, however, BMW is following its own path: The G60 range is designed to accommodate all powertrains. Fitted with diesel, gasoline and plug-in hybrid propulsion systems, the car will keep its traditional 5 Series nomenclature. The fully electric versions are called i5.



There are two versions of the i5, which I got to sample in different stints of that aforementioned sequence: The 335-horsepower i5 eDrive40 for the back road drive, and the all-wheel-drive, 590-horsepower i5 M60 xDrive for the handling course and the assistance system drive. BMW’s ability to engineer perfectly sporty, responsive and comfortable internal combustion cars is undisputed; they have served as industry benchmarks for decades. It’s the electric models that must really prove their worth.

As far as straight-line performance goes, there is no doubt they do. Even the entry-level eDrive40 takes off with a vengeance and serves up plenty of torque on the way to triple-digit velocities. The M60 model is downright furious. It never ran out of excessive power, and unless you plan to travel at autobahn speeds, the entry-level i5 is more than sufficient.

The i5 models are fitted with the same double-wishbone front and five-link rear axle architecture as the conventionally powered 5 Series, but there are extra stiffening plates up front, rear torsions struts and an active roll stabilization system at both ends. Rear axle air suspension is standard, too. Batteries are packed below the floor, inside the center tunnel and under the rear seats – a scattered positioning that keeps passengers as low in the car as possible with negligible loss of passenger space.



Wheel sizes on the regular 5 Series range from 18 to 21 inches, but the standard wheels and tires on the i5 are 245/40R 20 up front and 275/35R 20 in the rear. An optional rear-wheel-steering system makes the car more agile at low speeds and more stable during high-speed lane-change maneuvers. An ultra-quick “vehicle dynamic management” system that controls the dampers and active anti-roll system takes in a plethora of variables to make the 5 Series both sportier and more comfortable than before.

The results of this electronic effort can be felt immediately, both on the road and on the challenging handling track, where both i5 models could be flogged mercilessly without losing their composure. Potholes, slight jumps, rough surfaces: These cars handle the challenge with a greater ease than other electric vehicles, with the exception of much more expensive and sporty offerings such as the Porsche Taycan and its Audi E-Tron GT sibling. I liked the clearly noticeable spread between the comfort-oriented settings and the Sport setting, but each is extraordinarily competent.

As much fun as it is to drive these cars without noticeable intervention, they are well prepared for an increasingly autonomous future, even though they are still defined as “Level 2” models. Fed by optical and radar systems, the suite of driver assistance systems includes a supremely capable Highway Assistant that allows drivers to keep their hands off the steering wheel as long as they remain attentive – and the car makes sure they are. Lane changes are also automated, though it functions differently than those of other companies. When the car suggests a lane change, it’s sufficient for the driver to simply look in the desired direction, and the car will change lanes when it’s safe to do so. There is no manual or vocal input necessary. This industry first is a fascinating if slightly dystopian feature: It makes the car seem like it’s reading your mind.



BMW won’t talk about the engines yet, but it’s safe to guess there will be a diesel versions for Europe, a four-cylinder 520d and a six-cylinder 540d, as well as four- and six-cylinder gasoline models that will arrive in North America. BMW will also offer a plug-in hybrid, and the M5 is likely to keep its V8. The regular series V8 is gone, its place being taken by the highest-powered i5. There should also be a 5 Series wagon, and rumors have swirled that some version of it will return to the United States, much as the Audi RS 6 Avant did.

The i5 eDrive 40 will reach just over 360 miles of range in the (very optimistic) European cycle, the i5 M60 xDrive will be rated at around 320 miles. That would likely put its EPA estimates in the upper 200 range, which is decent for an EV. A new “Max Range” mode squeezes considerable extra miles out of the batteries if needed, but it severely cuts into the power. It will eventually be rolled out to other BMW models, just like the latest assistance systems.

As far as design is concerned, all I can tell you is that the headlights get new, angled vertical daytime running lights, while the rear will be characterized by two parallel horizontal bars that unfortunately look a lot like the signature look created by Genesis, especially at night. Inside, there’s BMW’s new and ubiquitous curved display with edgy graphics for the speedometer. It’s a polarizing look that doesn’t come off as particularly BMW-like and makes it even more befuddling that BMW doesn’t offer more options for customization. It’s therefore reassuring that the rest of the car still looks, feels and drives like a 5 Series. It should arrived at dealers in the fall.

BMW just launched the eighth-generation 5 Series Sedan in the global markets, and for the first time, it will have an all-electric variant, the i5. Two versions of the electric sedan will be available at launch in the US, with prices starting at $67,795 and an estimated EPA range of up to 295 miles.

The G60 generation of the BMW 5 Series will land at dealerships in the US in October 2023 with four configurations, including the two all-electric variants of the BMW i5. For the ICE crowd, the 5 Series Sedan will start with the trusted four-cylinder 2.0-liter engine of the 530i and 530i xDrive, which delivers 255 horsepower. One month later, a more powerful 3.0-liter inline-six engine will be introduced as the 540i xDrive, with 375 horsepower. Still, all eyes are on the all-electric BMW i5, which will carry the 5 Series into the future.

The first thing to notice is that BMW followed the success recipe of the BMW i4/4 Series, offering a unified design and engineering, despite the striking differences between the two models. The BMW 5 Series and the i5 share the same CLAR platform, which offers enough flexibility for the task. The design also makes it more difficult to tell the two models apart. People should be happy that the latest iteration of the iconic kidney grille is not as outrageous as it was, especially with the aforementioned i4/4 Series models.

The BMW i5 is powered by BMW's five-generation eDrive technology, which uses current-excited synchronous motors. This allows it to eliminate the rare-earth materials required for magnetic components. The electric motor in the BMW i5 eDrive40 delivers 335 horsepower, enough to sprint from zero to 60 mph (97 kph) in 5.7 seconds. The top speed is electronically limited to 120 mph (193 kph).

People looking for the absolute 5-Series performance should consider the i5 M60 xDrive, which offers a dual-motor configuration. The rear motor is the same as in the i5 eDrive40, but it gets a jolt from the second, front e-motor delivering an additional 257 horsepower for a total of 590 horsepower. This allows it to accelerate from zero to 60 mph in 3.7 seconds, while the maximum speed is limited to 143 mph (230 kph) when equipped with performance tires.

Regardless of the power configuration, the i5 features an 84.3-kWh battery pack composed of four modules with 72 battery cells and three modules with twelve cells. The battery allows the i5 eDrive40 to travel up to 295 miles on a charge, while the spiced-up M60 xDrive has an estimated EPA range of 295 miles. The Max Range mode extends the range by 25%, but the speed is limited to 56 mph (90 kph) to conserve energy.

BMW says a third powertrain configuration for the i5 will come next year. Based on rumors, it will be called i5 xDrive40, so it will be a dual-motor variant delivering less power. The Combined Charging Unit in the BMW i5 enables Level 2 AC charging up to 11 kW. DC Fast Charging option allows up to 205 kW of power for a top-up from 10% to 80% in about 30 minutes. First-time owners of the new BMW i5 receive two years of complimentary 30-minute charging sessions at Electrify America DC fast-charging locations.

The BMW i5 comes packed with features, making it a compelling proposition. The electric executive sedan features heat pump technology, boosting efficiency during cold winter drives. The BMW i5 also comes with rear-axle air suspension as standard and offers the latest BMW driver assistance systems. The most advanced is the new Highway Assistant, which includes an Active Lane Change option that can be controlled by looking in the appropriate side mirror.

The BMW 5 Series has an MSRP that starts at $58,895 for the 530i variant. The all-electric BMW i5 is very competitively priced, at $67,795 for the i5 eDrive40. The range-topping i5 M60 xDrive sells for $85,095, which is almost $3,400 less than the Tesla Model S. Elon Musk's luxury sedan offers more equipment, better range, and better performance. However, many consider it inferior to the BMW in terms of build quality.

The BMW M5 is powering into a new era. With 40 years of history having passed under its wheels, the legendary high-performance sedan has reached its seventh model generation. And the executive model from BMW M GmbH now has an electrified drive system for the first time. A model-specific version of the M HYBRID system gives the new BMW M5 maximum output of 535 kW/727 hp and peak system torque of 1,000 Nm (737 lb-ft). The combination of a high-revving V8 engine with M TwinPower Turbo technology and an electric motor, plus power transfer courtesy of an eight-speed M Steptronic transmission with Drivelogic and the M xDrive all-wheel-drive system gives drivers a new experience of the performance with which M models have made their name.

The new edition of the high-performance sedan sees BMW M GmbH taking another committed step in its transformation to locally emissionfree mobility. The combination of combustion engine and electric motor in the new BMW M5 adheres to the same principle as the drive system in the BMW M Hybrid V8 endurance racing machine. The intelligently controlled interplay of the engine and motor, and power transfer and chassis technology tuned perfectly to the resultant performance characteristics, provide the latest example of progress achieved with established racing-car expertise.

The world premiere of the new BMW M5 will take place at the Goodwood Festival of Speed in England in July 2024, with production at BMW Group Plant Dingolfing beginning the same month. The worldwide market launch of the new BMW M5 will start in November 2024 and be accompanied by the introduction of the new BMW M5 Touring at the same time. The most important sales regions for the high-performance sedan are North America and Europe. The USA is the single biggest individual market by some distance, followed by Great Britain, Germany, South Korea, China, Japan and Canada.

M HYBRID system in the new BMW M5: signature M performance characteristics in a new form

The electrified drive system powering the new BMW M5 enriches the driving experience on board the high-performance sedan with another sprinkling of fresh ingredients. As with the introduction of eight- and tencylinder engines, turbocharging and the M xDrive all-wheel-drive system in earlier model generations, so the new plug-in hybrid system represents a new dimension in hallmark M performance.

The latest-generation electric motor integrated into the eight-speed M Steptronic transmission brings an immediacy to the power delivery of the new BMW M5 that none of its predecessors can match. Teaming up with a V8 petrol engine boasting M TwinPower Turbo technology that develops exceptional power and benefits from a wealth of detail upgrades, the result is unparalleled performance characteristics. The instantly available thrust from the electric motor and the V8 engine's power delivery - sustained into the upper reaches of the load and rev ranges in the finest M tradition - dovetail in particularly compelling style. Add the M HYBRID system's similarly outstanding elasticity to the mix and the new BMW M5 achieves a level of dynamic prowess unsurpassed by any rival.

Owners of the new BMW M5 will also be able to explore its newfound ability to cover longer distances and hit speeds of up to 140 km/h (87 mph) in its drive system's all-electric operating mode. Its electric range in the WLTP test cycle is 67 - 69 kilometres (42 - 43 miles). The breadth of the driving experience allows the new BMW M5 to handle any situation with poise and assurance. It also captures the imagination with vast reserves of power that can be summoned at any time. Kept discreetly in reserve during relaxed, locally emission-free cruises, this performance comes vividly to the fore as the M5 reveals the "sporty sedan" side to its personality over longer distances - and is unleashed in full during sessions on the track.

The new BMW M5 harnesses the instantaneously initiated and relentlessly building power delivery of its engine and electric motor to accelerate from 0 to 100 km/h (62 mph) in 3.5 seconds. 0 to 200 km/h (124 mph) takes 10.9 seconds. In addition, the maximum system torque of 1,000 Nm (737 lb-ft) gives the M HYBRID drive system outstanding elasticity, which is reflected in a time of 2.9 seconds for the sprint from 80 to 120 km/h (50 - 75 mph) in fifth gear. In fourth gear, this figure drops as low as 2.2 seconds. And that even undercuts the times recorded by the previous-generation BMW M5 CS special edition by 0.1 seconds in fourth gear and 0.3 seconds in fifth. The top speed of the new BMW M5 is limited to 250 km/h (155 mph) as standard, but the limiter can be raised to 305 km/h (189 mph) if the optional M Driver's Package is specified.

Extremely powerful V8 engine with traditional high-revving character

The M HYBRID drive system of the new BMW M5 is based on a 4.4-litre V8 engine with a classically high-revving nature. The engine has gained extensive updates over the previous version of the unit and stands out with its further improved response, thirst for revs and optimised efficiency. It utilises the thermodynamic benefits of a cross-bank exhaust manifold, while a reinforced crankshaft drive, newly developed turbochargers - mounted close to the exhaust manifold and with adapted indirect charge air cooling and an electrically controlled blow-off valve - plus a new vane-type oil pump and a weight-minimised plastic oil sump pan, all play their part in increasing the engine's efficiency and reducing its weight. An optimised oil separation process with variable impactor enhances the engine's emissions performance. In addition, a newly designed dual air intake duct ensures reduced pressure losses and enhanced acoustics thanks to noise dampers positioned near the engine.

As well as the two twin-scroll turbochargers and High Precision Injection working with maximum pressure of 350 bar, the latest version of M TwinPower Turbo technology also comprises VALVETRONIC fully variable valve timing and Double-VANOS variable camshaft timing.

The combustion engine in the new BMW M5 blends its classically highrevving nature with emphatic power delivery sustained across a wide engine speed range. The eight-cylinder unit is the largest contributor to the M HYBRID's system output of 535 kW/727 hp and system torque of 1,000 Nm (737 lb-ft). Its peak torque of 750 Nm (553 lb-ft) is on tap across an extremely wide rev band - between 1,800 and 5,400 rpm. The V8 delivers its maximum output of 430 kW/585 hp from 5,600 to 6,500 rpm and has a rev limit of 7,200 rpm.

The likewise newly developed and model-specific sports exhaust system of the new BMW M5, with its electronically controlled and continuously adjustable flaps, conjures an emotionally rich and energy-charged aural accompaniment to the engine's power delivery. The engine note is therefore very distinctive, as is the appearance of the two pairs of dual tailpipes - each with a 100-millimetre diameter - integrated into the rear apron.

Electric motor with instantaneous power delivery and high torque

The V8 engine in the new BMW M5 is complemented by an electric motor which, like the power electronics and high-voltage battery of the plug-in-hybrid system, are the product of the current, fifth generation of BMW eDrive technology. The permanently excited synchronous motor is integrated into the eight-speed M Steptronic transmission together with its power electronics and responds to even slight movements of the accelerator with instantaneous power delivery, in the manner now familiar from electric motors.

The electric motor contributes up to 145 kW/197 hp to maximum system output and up to 280 Nm (206 lb-ft) to maximum system torque. Its nominal torque is boosted to as much as 450 Nm (332 lb-ft) at the transmission input via a pre-gearing stage patented by BMW. This innovation enables the electric motor, which is integrated into the transmission housing in a compact, weight-saving design, to generate effective propulsive power that could normally only be achieved using a far larger unit.

Providing an acoustic accompaniment to the power delivery of the electric motor is BMW IconicSounds Electric. This M-specific electric drive sound provides authentic responses to movements of the accelerator when the car is operating in all-electric mode. With the relevant drive system configuration, it also generates an engaging track to highlight the arrival of extra electric power on top of the output from the V8 engine.

High-voltage battery, power electronics and Combined Charging Unit with intelligent energy and heat management

The energy for the electric drive system is stored in a high-voltage battery, which is installed in the underbody of the new BMW M5 to save space. The positioning of the battery here helps to lower the car's centre of gravity, which has a positive effect on handling agility. The integration of the battery also avoids restricting cabin or load compartment space in any way. The lithium-ion battery stands out with its high energy density at a cell and battery-pack level. It has a usable energy content of 18.6 kWh and provides a constant flow of power across a wide temperature range and even under the heavy loads brought by a particularly sporty driving style.

The power electronics of the M HYBRID system optimise the interplay between the combustion engine and electric motor. Depending on the situation and the driver's preferences, the drive system can be set up to maximise either dynamic performance or efficiency. As well as providing an electric boost effect under acceleration, the electric motor of the new BMW M5 also performs a supporting role under steady loads, helping to significantly reduce the fuel consumption of the engine. In the same way, intelligent energy management allows the battery's charge level to be regulated so that the final stretch of a longer journey through a built-up area can be covered using only electric power.

The M HYBRID system's Combined Charging Unit coordinates the flow of electricity both when charging the high-voltage battery and when supplying energy to the electric motor. It also acts as a voltage transformer to supply the 12V electrical system. The Combined Charging Unit supports both single-phase and three-phase AC charging at up to 7.4 kW. This means the high-voltage battery in the new BMW M5 can be charged from 0 to 100 per cent in 3 hr 15 min.

Its predictive heat management allows the Combined Charging Unit to reduce charging times by judiciously warming or cooling the battery. The system uses data on the outside temperature, predicted charging power, charge stroke between the current actual value and the target value, the car's remaining range and the distance to the destination to calculate the target temperature at which the high-voltage battery can be charged at maximum power for the longest possible time.

In addition, the charging socket on the front side panel on the left-hand side of the new BMW M5 has a sensor that measures the temperature at the plug contacts and can therefore detect a possible instance of overheating at an early stage. The charging socket comes with the handy feature of locator lighting so that customers can also hook up their car to a power source in the dark without a problem.

Eight-speed M Steptronic transmission with Drivelogic, Launch Control function and integrated electric motor

The eight-speed M Steptronic transmission with Drivelogic channels not only the power generated by the combustion engine, but also the drive torque from the integrated electric motor as required to enhance either efficiency, comfort or dynamism. As well as fully automatic gear changes, it also enables manual shifting with sequential gear selection. Fitted as standard for the job in hand are gearshift paddles on the steering wheel. The transmission's shift characteristics can be varied via the Drivelogic settings selectable using the M Setup menu. Three clearly distinguishable stages can be selected in both automated and manual mode - ranging from comfort-focused to extremely dynamic.

The eight-speed M Steptronic transmission also has a Launch Control function to enable traction-optimised acceleration off the line with maximum dynamism. The engine control unit governs both the release logic of the Launch Control and the slip-optimised limitation of drive torque. The optimally set shift points help to ensure the best possible acceleration for all ambient conditions, e.g. the outside temperature and road surface at hand. In the BMW M5, the Launch Control function can now be utilised in conjunction with all the settings available through the M Setup menu. The only exception is the M xDrive all-wheel-drive system's 2WD mode, which also deactivates the DSC system.

A feature not offered by any rival, the Boost Control function enables extremely rapid bursts of speed when travelling at between 30 and 150 km/h (19 - 93 mph). Pulling on the left-hand shift paddle for more than one second prompts all the powertrain and chassis systems to be switched to their sportiest setting. An alert on the information display indicates that this function has been initiated. When the driver then pushes down hard on the accelerator, the car accelerates without delay and with great force and dynamic flair.

The automatic transmission with integrated electric motor is distinguished by its weight-minimised and compact construction. Its hybrid module acts as a drive-off element and allows the car to move at walking pace without the driver pressing the accelerator and bringing the combustion engine into play. A wet multi-plate separation clutch ensures the smooth engagement and disengagement of the combustion engine during a journey. Its low drag torque allows the clutch to be open when driving in pure-electric mode. Added to which, the separation clutch can take torsional vibrations generated by the combustion engine out of the equation using micro-slip control. In combination with the integrated torsional vibration damper system, this helps to ensure high levels of acoustic comfort at low revs in particular.

Up to five operating modes allow drivers to tailor the performance and efficiency of their car

The interplay between the combustion engine and electric motor in the BMW M5 can be adjusted by selecting specific operating modes for the M HYBRID system. The driver can call up the relevant menu using the M HYBRID button on the control panel in the centre console and access it on the control display. Three driving modes are available as standard, or five as an option.

The default setting HYBRID gives the driver access to the full system output of the combustion engine and electric motor in tandem. The amount each drive source contributes to the performance experience depends on the drive configuration selected from the M Setup menu. In the Comfort setting, the electric motor is deployed to the full, optimising the efficiency of the new BMW M5. If the battery is at a very low state of charge, the generator function raises the engine's load point to feed additional power into the high-voltage battery. This means the driver very often has the option of pure-electric driving. In the drive system's Sport and Sport Plus modes, the combustion engine is permanently active.

The ELECTRIC operating mode is for locally emission-free driving. In this mode, the V8 engine is only activated if the driver asks for a lot of power - i.e. by pushing the accelerator into kickdown - or switches to the transmission's manual mode using the steering-wheel shift paddles. Choosing the eCONTROL setting allows the charge of the high-voltage battery to be maintained at a constant level during a journey or increased by means of energy recuperation or by deliberately raising the combustion engine's load points. In this way, battery capacity can be saved for pure-electric driving in urban areas later in the journey, for example, or to make use of the full system output developed by the motor and engine.

Specifying the optional M Drive Professional adds DYNAMIC and DYNAMIC PLUS modes. These ensure the combustion engine and electric motor are both active and that the cooling system is conditioned for track driving. In DYNAMIC mode, the full system output is primed to deliver sustained high performance during sporty driving on country roads and mountain passes and on the track. And DYNAMIC PLUS mode is there for the driver to call on to deliver the M HYBRID system's maximum power for a brief period on a grand-prix circuit, for example.

Precise distribution of power with M xDrive and Active M Differential

In all operating modes, the power from the combustion engine, electric motor or both is channelled to the road via M xDrive. With its electronically controlled multi-plate clutch, this intelligent all-wheel-drive system ensures fully variable distribution of power between the front and rear axle, which optimises both the traction and performance of the new BMW M5. Its transfer case is more efficient than in the predecessor model, it weighs less and it brings improvements in oil-level control and cooling. A special design for the underbody panelling ensures a highly effective flow of cooling air. In addition, the torque capacity of the transfer case has been increased to take into account the extremely powerful M HYBRID drive system in the new BMW M5.

The M xDrive system's responses can also be adapted via the M Setup menu. Beyond the default 4WD setting, drivers can choose from two other modes. In 4WD Sport mode, the characteristic rear-biased setup of the M-specific all-wheel-drive system is particularly pronounced. This delivers the extremely sporting handling in dynamic driving situations for which M models are renowned. To activate the 4WD Sport setting, drivers will first need to switch to M Dynamic Mode or fully deactivate the DSC (Dynamic Stability Control) system. And only when DSC off mode has been activated can 2WD mode be selected. Sending drive exclusively to the rear wheels without interventions from the DSC system will appeal to experienced drivers who prefer a performance experience of the purebred variety, e.g. when executing drift manoeuvres on the track.

Building on the work of the M xDrive system is an electronically controlled differential lock in the rear axle of the new BMW M5, which further enhances traction, agility and directional stability. Like the allwheel- drive system, the Active M Differential is tailored specially to the performance characteristics of the M HYBRID drive system. It provides fully variable distribution of drive between the left and right rear wheel, adjusted to the situation at hand. If required, as much as 2,000 Nm (1,474 lb-ft) of torque can be redirected from the fast-turning rear wheel to the slow-turning one. This helps to plant drive power firmly on the road without any losses, especially when the car is being pushed hard or has less grip on one side. The Active M Differential also helps to enhance dynamic cornering. Shifting power to the wheel on the outside of the corner nips understeer in the bud without the need for any brake inputs. In order to regulate power transfer as precisely as possible, both the M xDrive all-wheel-drive system and the Active M Differential are networked with the central transverse dynamics management of the new BMW M5.

Extremely stiff body structure with M-specific bracing elements

An extensive package of precisely interlinked M-specific bracing elements focused on enhancing driving dynamics increases the longitudinal and torsional stiffness of the body structure. At the front of the car, this brings a shear panel that connects the spring strut towers with the bulkhead, as well as bespoke tower-to-frontend struts. Further strengthening elements can be found in the centre and rear sections of the engine compartment.

In the rear section of its body, the new BMW M5 has model-specific underfloor bracing elements including a cross-bar and a shear panel as well as further stiffening elements for the load compartment. Added to which, the mountings connecting the chassis to the body and the steering to the front axle subframe also boast exceptional torsional rigidity.

Sophisticated chassis technology with bespoke tuning

The advanced chassis technology of the new BMW M5 uses modelspecific kinematics and elastokinematics to give the car exceptional dynamic potential. The design and setup of all components ensure the handling of the new M5 is characterised by precise response to movements of the steering wheel, neutral steering behaviour up to the limit and linear build-up of lateral forces across the full lateral acceleration range.

The double-wishbone front axle has optimised longitudinal and lateral rigidity, while the use of aluminium components brings about a reduction in unsprung mass. All the elements of the wheel carriers have been newly designed. The bespoke axle kinematics, extremely large castor and kingpin angles, a lowered roll centre and elastomer bearings developed specifically for the new BMW M5 enable a familiar M combination of compelling dynamic potency and finely judged comfort-focused characteristics in everyday driving and over longer journeys.

The five-link rear axle also employs components with a model-specific design to meet the highly exacting dynamic requirements of a highperformance sports car. The innovative sheet-steel construction of the forged links and wheel carriers - like the rear axle subframe, made from aluminium - reduce unsprung mass. The new track control arms, camber control arms and guide arms of the rear axle were developed specially for high longitudinal and transverse dynamics. The straight-line poise, load-change characteristics, directional stability when changing lanes and steering behaviour benefit from extremely precise wheel guidance. Exceptionally stiff mountings for the rear axle subframe, which also has very high structural rigidity, enhance the agility of the new BMW M5. The large supporting base of the rear axle subframe, which is used to damp powertrain vibrations, and model-specific elastokinematics, which improve rolling comfort, have a particularly positive effect on comfort levels over long journeys.

Standard specification includes M Servotronic steering and Integral Active Steering

The M Servotronic steering for the new BMW M5 gains detail upgrades and brings together the functionality of speed-sensitive power assistance and a variable steering ratio. This allows the M-specific version of the electrically assisted rack-and-pinion steering system (Electric Power Steering) to deliver exactly the right amount of steering torque in every situation. Accurate turn-in and finely judged communication of steering wheel movements enhance dynamic cornering, while also enabling effortless manoeuvring and parking at low speeds.

In familiar M style, the steering has a rigid - rather than elastic - connection with the front axle subframe to ensure optimal feedback from the road and an extremely high degree of directional accuracy. Drivers can choose from two settings for the steering assistance via the M Setup menu, allowing them to activate either a comfort-focused setup or one optimised for sporty driving.

The seventh-generation BMW M5 now also features Integral Active Steering. This system, which turns the rear wheels in either the same direction as or the opposite direction to the front wheels, depending on the car's speed, is fitted on the new high-performance sedan as standard. With a steering angle of up to 1.5° in each case, it increases comfort when manoeuvring and reduces the car's turning circle, as well as improving stability and comfort when changing lanes and boosting cornering dynamism at higher speeds. In addition, in particularly dynamic driving situations the system prompts the chassis control tech to make steering inputs to optimise directional stability and agility.

Adaptive M suspension with electronically controlled dampers

The new BMW M5 also comes as standard with adaptive M suspension. Its electronically controlled dampers optimise road contact in all driving situations, reduce the body's tendency to roll through dynamically driven corners and enhance driving comfort in everyday conditions and on longdistance journeys. The dampers are controlled with the help of sensors that keep a constant eye on body movements, the condition of the road and steering adjustments. Plus, the vehicle load is also automatically detected and then factored in. Electromagnetically controlled valves generate the optimum damping forces for each individual wheel in just a few milliseconds.

The adaptive M suspension optimises suppression of body vibrations at all speeds, as the highest damping forces are only ever triggered when required and for a few milliseconds. As a result, the suspension absorbs large bumps with a smoothness that keeps the body perfectly connected to the road at all times. Adjusting the damper forces as the situation demands also improves traction when pulling away and stopping power when braking sharply.

The basic damper setting can be altered by the driver in the M Setup menu. Here, the responses of the Integral Active Steering system are adjusted together with the dampers. Comfort mode brings balanced damper characteristics for relaxed driving. Selecting the Sport setting activates a firmer body setup that was fine-tuned in intensive testing on the Nürburgring's Nordschleife circuit. It is geared towards sporty driving via increased traction reserves and greater transverse dynamic capabilities. The damper setting in Sport Plus mode is designed to maximise performance on smooth race tracks. Reducing the amount of steering effort required and providing extremely direct response to direction changes fuel a dynamic driving style in both Sport and Sport Plus modes.

Integrated braking system with individually selectable settings fitted as standard; M Carbon ceramic brakes optional

The M-specific version of the integrated braking system allows drivers of the new BMW M5 to choose from two pedal feel settings via the M Setup menu. In their own individual ways, Comfort mode and Sport mode alter the amount of pressure on the brake pedal required to slow the car. The driver can therefore choose between more comfort-oriented and particularly direct, instantaneous response when braking. In both modes and at all times, the driver enjoys superb pedal feel that is not adversely affected by factors such as wet road conditions, lateral acceleration and braking temperature.

The integrated braking system adjusts stopping power extremely quickly and precisely to the driver's requirements. To this end, it brings together the brake activation, brake booster and braking control functions within a single module. The brake pressure required is initiated using an electric actuator.

The driver's braking requests are executed by the standard-fitted M Compound brakes or optional M Carbon ceramic brakes. Both of these have six-piston fixed-calliper brakes at the front axle and single-piston floating-calliper brakes at the rear. Perforated brake discs with a diameter of 410 millimetres at the front wheels and 398 millimetres at the rear wheels are standard. The callipers are painted blue as standard or red or black as an option and carry the M logo. The M Carbon ceramic brakes stand out with their lower weight (they are around 25 kilograms lighter), even stronger braking power, a still greater ability to withstand fade, further enhanced thermal stability and extremely high resistance to wear. Other standout features of the brakes are the callipers painted in Gold metallic and 420-millimetre perforated discs for the front wheels.