雖然整備重量有所增加，但車輛并不顯得笨重。
在1932年寶馬設計其首款自主研發(fā)的3/20 PS之前，就早已因其輕量化設計而備受贊譽。寶馬研發(fā)的風冷徑向航空發(fā)動機避免了直列式或V型發(fā)動機必備的笨重液冷系統(tǒng)。在爵士時代（1918年~1929年），摩托車制造商通常會在組件上鉆孔來偷輕減重，但寶馬則是通過設計鉚接鋼制車架來減輕重量。
不過，對于重新設計的2025款寶馬M5轎車以及大多數(shù)高性能電動車而言，輕量化已不再是首要考慮因素。我們在德國試駕的這款插電混動版M5的整備重量高達驚人的5,390磅（2,445 kg），甚至超過了采用相同架構(gòu)的純電動車i5。得益于相同的架構(gòu)，寶馬公司能夠在同一裝配線上靈活生產(chǎn)內(nèi)燃機版、插電混動版和純電動5系車型。M5 Touring旅行車的整備重量接近5,500磅（2,495 kg），與寶馬最大的X7 SUV的部分車型不相上下。
盡管M5在整備重量上差強人意，但在其他方面卻表現(xiàn)出色，如功率和扭矩分別高達717 hp和738磅英尺（1,001牛米）。1984年以來，備受贊譽的寶馬M高性能車部門已經(jīng)打造了七代M5，2025款的動力表現(xiàn)無疑達到了巔峰。即使是寶馬最出色的4.4升雙渦輪增壓V8發(fā)動機，輸出功率和扭矩也不過是577 hp和553磅英尺（782牛米），而2025款M5與此相比還要更勝一籌。這款車的其它亮點還包括集成在8速手自一體變速箱中的電動機和提供14.8 kWh電量的底盤電池。
新款M5采用的永磁電機額外提供了194 hp和207磅英尺（281牛米）的動力。通過專利的預傳動技術(shù)（Pre-gearing Stage），該電機可在自動起步階段，將變速箱輸入端的電動扭矩放大至332磅英尺（450牛米），同時抬頭顯示器上會閃現(xiàn)全大寫的“LAUNCH”字樣。
寶馬估計，新款M5從靜止加速至60 mph（97 km/h）需要3.4秒，但該估值通常偏向保守，因為上一代M5的功率低了100 hp且未配備電動機，也能在2.9秒內(nèi)加速至60 mph。選裝M Driver套件還可將最高時速提高至190 mph（306 km/h）。我們在德國慕尼黑附近的高速上駕駛時，車速輕松飆升至170 mph（274 km/h）。之后由于前方出現(xiàn)交通狀況，我們只能松開油門，同時能量被回收至電池中。
在較為平緩的駕駛狀態(tài)下，轎車版和旅行車版僅靠電力驅(qū)動的最高時速可達87 mph（140 km/h），寶馬估計其純電續(xù)航里程為25英里（40公里）。純電模式是M5的五種可選駕駛模式之一。通過eControl模式的設置，汽車可增加能量回收或汽油發(fā)電的能量，以維持或補充電池電量。
另一個M車型的中控旋鈕可用于對油門響應、傳動系統(tǒng)、轉(zhuǎn)向系統(tǒng)、懸架系統(tǒng)、全輪驅(qū)動、制動踏板和能量回收功能進行個性化設置。平底方向盤上的兩個紅色M按鈕可迅速切換至宏設置。此外，只需按住左側(cè)換擋撥片，便可一秒啟動Boost加速控制功能，并將所有動力系統(tǒng)和底盤系統(tǒng)切換至運動程度最高的設置。
這些設置包括通過寶華韋健（Bowers & Wilkins）音響系統(tǒng)播放的低音沉重的轟鳴聲，與V8發(fā)動機的自然聲浪和四個大口徑、雙邊四出排氣尾管相得益彰。內(nèi)飾中增設了由12.3英寸的儀表顯示屏和14.9英寸的中控顯示屏組成的曲面屏。一條晶體平板材質(zhì)的“交互光帶”貫穿儀表板和車門，集成了實際有效的觸控功能和與汽車功能對應的酷炫光效，就連科幻劇《星際迷航》中的Uhura和Chekov也會贊不絕口。
CCS端口能夠以最高7.4 kW的功率對汽車進行充電，大約兩小時即可將耗盡的電池完全充滿。盡管具備一定的純電續(xù)航里程，但這款插電式混合動力汽車（PHEV）在環(huán)保性能上并不出眾。當我們駕駛這款歐規(guī)轎車穿越德國黑森林（Black Forest）時，車輛消耗了大量高級無鉛汽油，且每加侖僅能行駛10或11英里。然而，在黑森林中的疾馳的過程卻充分展現(xiàn)了這款大型轎車驚人的敏捷性，并展示了搭配最新款米其林Pilot Sport S 5輪胎的20英寸和21英寸前后輪轂設計所帶來的超凡抓地力。此外，可選裝的碳陶剎車盤更是讓這輛 “超級猛獸”無比馴服。
與家用5系車型相比，M5的前輪距加寬了3.0英寸（76 mm），后輪距加寬了1.8英寸（46mm）。齒輪齒條轉(zhuǎn)向系統(tǒng)與前橋之間未采用彈性連接，而是采用了剛性連接。車身結(jié)構(gòu)的剛性進一步增強，前雙橫臂懸架系統(tǒng)和后五連桿懸架系統(tǒng)均經(jīng)過全面改進和加固，包括增設粗壯的防側(cè)傾平衡桿。
雖然這款“霸道”的M5體態(tài)并不輕盈，但其底盤調(diào)校精妙會讓人誤以為其整備并非5,500磅，而是更接近于4,500磅（2,041 kg）。M自適應懸架系統(tǒng)與xDrive全輪驅(qū)動系統(tǒng)協(xié)同工作，可將更多動力分配至后輪（實現(xiàn)平衡性能的最優(yōu)設置），或完全忽略前橋的動力分配。出色的主動式差速器表現(xiàn)出的卓越性能與X5M和X6M SUV旗鼓相當，可在不借助剎車干預的情況下，對后輪外側(cè)分配更多動力，助力M5順暢過彎并駛出彎道。此外，M5還配備了整體主動轉(zhuǎn)向系統(tǒng)，顯著提升了車輛的操控性和穩(wěn)定性，使后輪最大可傾斜1.5度。
2025款M5轎車起售價為12.0675萬美元，其中包含1,175美元的運費。而堪比史上動力最強勁的Touring旅行車起售價則提高到了12.2675萬美元。對于那些因M5過重而焦慮的工程愛好者，寶馬也提供了一套有效的解決方案——車主可選裝碳纖維車頂套件，以減輕66磅（30 kg）的整備重量。
Before BMW designed its first in-house car, the 3/20 of 1932, the Bavarian manufacturer had built a reputation on lightness. The company’s air-cooled radial aircraft engines avoided the weightier liquid-cooling demands of inline or V designs. And where Jazz Age motorcycle makers often drilled holes in components to reduce mass, BMW’s riveted steel frames were lighter by design.
For the redesigned 2025 BMW M5 sedan, and most electrified performance cars, lightness is no longer the top priority. The plug-in hybrid M5 that we romped through Germany weighs a hernia-inducing 5,390 lbs (2,445 kg). That’s more than the all-electric i5 that shares its architecture, allowing BMW to build ICE, PHEV and electric 5-Series on one flexible assembly line. The M5 Touring wagon verges on 5,500 lbs (2,495 kg), as much as some versions of BMW’s largest X7 SUV.
Consolations include 717 hp and 738 lb-ft (1001 Nm). That’s a crushing high for an M5 that BMW’s vaunted M performance division has built since 1984 across seven generations. Even BMW’s finest 4.4-L, twin-turbo V8 can deliver only part of that, with 577 hp and 553 lb-ft (782 Nm). The rest comes from an electric motor integrated into an eight-speed, paddle-shifted automated gearbox and an underfloor battery with 14.8 kWh of usable juice.
The permanently excited motor adds 194 hp and 207 lb-ft (281 Nm) of excitement. A patented pre-gearing stage boosts electric torque to 332 lb-ft (450 Nm) at the input shaft during automated launches, accompanied by an all-caps “LAUNCH” in a sharp head-up display.
BMW’s estimate of a 3.4-second sprint to 60 mph (97 km/h) is typically uber-conservative. The previous M5, with about 100 fewer horses and no electric boost, did it in 2.9 seconds. Top speed is 190 mph (306 km/h) with the optional M Driver’s Package. We saw an easy-peasy 170 mph (274 km/h) on the Autobahn near Munich before traffic ahead called for a throttle lift that sent regenerative juice to the battery.
In mellower moments, the sedan and wagon drove on electricity alone at speeds up to 87 mph (140 km/h), with BMW estimating 25 miles (40 km) of electric range. That’s one of five selectable driving modes, including an “eControl” setting that maintains or increases battery charge by upping recuperation or diverting gasoline energy.
Another M console switch tailors settings for the throttle map, transmission, steering, suspension, AWD, brake pedal and energy recuperation. Two red M buttons on a flat-bottomed steering wheel can cut to the chase with stored macro settings. Or, pull the left-hand shift paddle for one second, and a Boost function cranks every powertrain and chassis setting to maximum sportiness.
That includes a bass-heavy growl played through the Bowers & Wilkins audio system that accompanies the natural tune of the V8 and four large-bore, dual-flap tailpipes. A racy interior includes BMW’s Curved Display that conjoins a 12.3-inch driver’s screen and a 14.9-inch center display. An“ Interaction Bar” stripes the dash and door panels with a crystal-like slab that integrates both haptic controls (that actually work) and sizzling lighting tied to vehicle functions. Uhura and Chekov would approve.
The M5 will charge at up to 7.4 kW through its CCS port, replenishing an empty battery in about two hours. But despite its modest electric range, this PHEV is no green superhero. The Euro-spec sedan we drove guzzled premium unleaded at 10 or 11 mpg as it sawed through the Black Forest. Those ripping runs highlighted surprising agility for such a big-boned sedan, and otherworldly grip from staggered 20- and 21-inch tires, shod with Michelin’s new Pilot Sport S 5 rubber. Optional carbon-ceramic brakes brought this monster to heel.
Compared to a civilian 5-Series, the M5’s track is 3.0 inches (76 mm) wider in front and 1.8 inches (46 mm) at the rear. Rack-and-pinion steering is solidly linked to the front axle with no elastic connection. The body structure is stiffened, and the suspension – dual wishbone front, five-link rear – was comprehensively reworked and reinforced, including a beefy strut-tower brace.
This lane-hogging M5 never felt lightweight, but its chassis magic might convince you it weighs closer to 4,500 lbs (2,041 kg) than 5,500. An M adaptive suspension mates with an xDrive AWD system that can adjust for generous rear-wheel bias (the best set-up for balanced performance) or sideline the front axle entirely. The superlative M active differential performs tricks found on the big-boned X5M and X6M SUVs, overdriving the outside rear wheel, with no brake interventions, to help the M5 rotate and dig out of corners. Integral Active Steering delivers another palpable gain in handling and stability, pivoting rear wheels up to 1.5 degrees.
The 2025 M5 sedan starts from $120,675, including a $1,175 destination charge. That rises to $122,675 for the Touring model, perhaps history’s most powerful wagon. For engineering types who lose sleep over excess mass, BMW offers its own Ozempic: An optional carbon-fiber roof package that trims 66 pounds (30 kg).
選裝M Driver套件后，2025款寶馬M5在德國高速公路上可輕松達到最高190英里/h（306 km/h）的時速。（BMW）
2025款M5的發(fā)動機艙（BMW）
2025款M5的座椅。（BMW）
駕駛員可在座椅中間控制信息娛樂和駕駛模式。（BMW）
2025款寶馬M5的儀表盤采用了寶馬的曲面顯示屏，儀表屏幕為12.3英寸，中央顯示屏為14.9英寸。（BMW）
2025款M5配備了米其林新款Pilot Sport S 5輪胎。（BMW）