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The seventh-generation BMW 5 Series will bow out after seven years in mid-2023 and its successor will be radically transformed, both technologically and stylistically, as part of BMW’s transition to a maker of electric cars.

Most notably, the 5 Series will follow its BMW X3 and BMW 4 Series siblings in being offered with a choice of pure-combustion, hybrid and full-electric powertrains in line with BMW’s ambition to sell seven million plug-in hybrid and pure-electric vehicles by the end of 2030. By the time the new 5 Series goes on sale in 2023, the BMW Group will offer 12 fully electric vehicles globally, including EV versions of the BMW X1 crossover and BMW 7 Series (see bottom of story), and an all-electric version of the BMW 3 Series is being readied as a sibling model to the BMW i4.

The next 5 Series – which brings a sharper front-end design and a more rakish roofline than the current car – will sit atop an evolved version of the modular Cluster Architecture (CLAR) used by all current BMW models apart from the BMW i3, BMW 1 Series, BMW 2 Series Gran Coupé and BMW 2 Series Active Tourer. Compatible with pure-combustion, mild-hybrid, plug-in hybrid and fully electric powertrains, as well as both rear- and all-wheel drive layouts, the CLAR platform underpins BMW’s strategy of portfolio diversification in the run-up to going all-electric.

The 5 Series will be one of the last all-new BMW models launched before the company begins the ‘third phase’ of its electric transition in 2025. This new era, termed ‘Neue Klasse’ in reference to the mould-breaking saloon cars that catapulted BMW into the mainstream in the 1960s and 1970s, will usher in new-generation EV powertrains, heighten BMW’s focus on supply chain sustainability and introduce an all-new software platform with the aim of providing “a completely novel user experience”.

Codenamed G60, the new 5 Series could be updated during its life cycle to keep pace with Munich’s new-era line-up. However, when the car is launched in 2023, BMW’s ‘Power of Choice’ strategy will still be in operation (a follow-up to the initial ‘Project i’ programme under which the BMW i8 and i3 were launched), whereby each model in the lineup is offered with combustion, hybrid and electric powertrains.

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To that end, it is set to largely retain the current car’s turbo-only four- and six-cylinder petrol and diesel motors, as well as an expanded choice of plug-in hybrid systems centred on a 2.0-litre or 3.0-litre petrol combustion unit. Less certain is the survival of the 4.4-litre V8-powered M550i xDrive, which arrived in the UK in 2020 – after two years on sale elsewhere – to occupy the gap between the 540i and top-rung BMW M5. Its twin-turbo N63 petrol engine dates back to the first-generation BMW X6, launched in 2008. This will make the unit 15 years old when the Mk8 5 Series arrives, so it will not be a strong candidate for expensive modifications to be made compliant with new Euro 7 emissions regulations.

One possibility for the M550i’s successor is an uprated version of the 545e PHEV’s four-wheel-drive powertrain, which comprises a 3.0-litre straight six and a 107bhp gearbox-mounted electric motor for a combined 388bhp and 442lb ft. BMW has previously said CLAR-based PHEVs could accommodate electric motors with up to 201bhp, which hints at the potential for a circa-500bhp hybrid to sit beneath the M5. The M5 itself has been widely tipped to match its arch-rival, the Mercedes-AMG E63, in adopting plug-in power for its next iteration but with a petrol unit of larger capacity than AMG’s electrified turbo four.

BMW development boss Klaus Fröhlich has already said there will not be any fully electric M cars until 2025. “Until then, we will have normally aspirated, turbo and ‘powered’ PHEV applications that deliver what we want to achieve,” he said, suggesting pure-electric powertrains and platforms remain too heavy to match the dynamic performance of today’s M cars.

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An M5 PHEV could use the electrified set-up tipped to appear in the upcoming XM performance SUV, which has been reported to mate the M division’s ‘S63’ twin-turbo V8 with a 200bhp electric motor for a combined output in the region of 750bhp. In the M5, that would almost certainly prove a significant enough boost (around 134bhp) to offset the weight penalty of a hybrid powertrain. It would also provide BMW with a contender to rival the forthcoming PHEV variant of the Mercedes-AMG GT 4-Door Coupé, which will pack around 800bhp, hit 62mph from rest in less than 3.0sec and have a top speed above 200mph.

If the M5 does adopt such a set-up, it still leaves room at the top of the 5 Series line-up for an even more powerful fully electric performance variant based on the new i5. The CLAR platform can house up to three electric motors – two on the rear axle and one at the front – with a combined power output of 800bhp. That would make even a far heavier ‘i5 M’ capable of outstripping the current, 616bhp M5 Competition in a straight line.

Fröhlich also anticipates that an EV’s easily configurable traction control system means agility and responsiveness could be on a par. “The control can be 100% faster than on an M4 today, so it is easy to have a more responsive car,” he said. “If you want a drift mode that slips to five or 10 degrees – even 45 – then it is easy.”

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However, it remains to be seen if BMW would offer a road car this potent. The Porsche Taycan Turbo S has a maximum output of 751bhp – even then only for a few seconds – and is one of the fastest-accelerating cars on sale today.

Further down the scale, the standard i5 will be marked out from the 5 Series in usual BMW EV style with a blanked-off grille, bespoke wheel designs and, based on subtle differences between two recently spotted prototypes, a bespoke rear-end design. The i5 is highly likely to mirror the line-up of the new i4, which means potentially a choice of rear- and four-wheel drive, with outputs ranging from 335bhp in an entry-level i5 eDrive40 to 536bhp in a twin-motor M50 xDrive model. The i4’s 80.7kWh battery pack, said to be 30% more power dense than the smaller i3’s 42.2kWh item, is also likely to feature, providing a WLTP range of around 350 miles at the top end.

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Nick B 25 August 2021

BMW have become utterly hopeless. I own a 740 Le hybrid. The marketing brochure says it does 40-45 km in electric mode. Fully charged it registers only 15 miles and on a drive it achieves about 10 miles! £108k for a car that you can walk that distance for nothing and save the planet. THEY are so hopeless that BMW U.K. can't answer a straight forward question about the OLEV grant for charging electric vehicles. BMW Germany HO have got involved but they have proved no more successful in getting their subsidiary to answer than I have. Meanwhile the dealership whilst trying to investigate why the battery is performing so badly have after weeks come to the astonishing conclusion that there is nothing wrong with it. And the cost of replacing the Lithium battery should you need to is a mere £7500. 

After 40 years of buying BMWs I have had enough. I have seen them slide downhill for 10 years or more. Trust me they are a car crash waiting to happen. 

Anton motorhead 23 August 2021
We need these 5-600+hp cars for everyday use to and from work on all those vast deserted roads without speed limits to get us to our destination 74 seconds sooner. Or something like that.
Bob Cholmondeley 23 August 2021

The horse power race is far beyond ridiculous now.